Rail vehicle and wheel rail Anti-slip control method and apparatus therefor, and medium

Abstract

A rail vehicle and a wheel rail anti-slip control method and apparatus therefor, and a medium, relating to the field of rail vehicle braking, and used for mitigating the problem of wheel slippage. For the problem of inadequate effectiveness of existing wheel rail adhesion improvement schemes, a wheel rail anti-slip control method for a rail vehicle is provided. Axle speed information of each axle is obtained by means of a corresponding speed sensor, a target axle to which wheel slippage occurs is located, the severity of wheel slippage is determined, and on this basis, the amount of sand needing to be delivered by a sandbox is determined. Further, the pressure of a brake cylinder is controlled by means of an anti-slip valve so as to mitigate the wheel slippage condition, and the sandbox is controlled to execute a sand delivery action on the basis of said determined amount, such that coordination between an anti-slip system and a sand delivery system in the railway vehicle is achieved. Compared with conventional solutions in which the amounts of sand delivered by sandboxes are fixed, this solution achieves more flexible sand delivery control and a sand delivery effect.

Description

A rail vehicle and its wheel-rail anti-skid control method, device and medium

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on July 31, 2023, with application number 202310948001.8 and invention name “A rail vehicle and its wheel-rail anti-skid control method, device, and medium”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of rail vehicle braking technology, and in particular to a rail vehicle and a wheel-rail anti-skid control method, device, and medium thereof. Background Art

[0003] In rainy, snowy, or oily conditions, the available wheel-rail adhesion on railway tracks will be reduced, causing the wheels of rail vehicles to slip. In severe cases, this may lead to wheel-rail abrasions and loss of braking force, affecting driving safety.

[0004] A common approach in current rail vehicles is to improve wheel-rail adhesion by configuring a sanding system and an anti-skid system. The anti-skid system controls the pressure in the train's brake cylinders to increase the sliding depth between the wheels and rails, preventing wheel lock. Simultaneously, the sanding system applies sand to the track surface, increasing the wheel-rail adhesion coefficient and thus improving braking effectiveness.

[0005] However, in the aforementioned braking scheme, the anti-skid system and the sand spreading system operate relatively independently, working simultaneously but without coordination. Each time the sand spreader performs a sand spreading action, it applies a fixed amount of sand. When the amount of sand applied is insufficient, wheel slip is not significantly improved. When the amount of sand applied is excessive, not only is sand wasted, but the excessive amount of sand also affects the normal operation of the rail vehicle. Therefore, the effectiveness of this braking scheme in improving rail vehicle slippage still needs to be improved.

[0006] Therefore, technicians in this field are in urgent need of a rail vehicle wheel-rail anti-slip control method to solve the problem that the current wheel-rail adhesion improvement solutions are not effective enough.

[0007] Summary of the Invention

[0008] The purpose of the present application is to provide a rail vehicle and its wheel-rail anti-skid control method, device, and medium to solve the problem that the current wheel-rail adhesion improvement solutions are insufficient.

[0009] To solve the above technical problems, the present application provides a rail vehicle wheel-rail anti-slip control method, comprising:

[0010] Axle speed information is obtained through speed sensors installed on each axle of the rail vehicle;

[0011] The axle where the wheel slip occurs is located as the target axle according to the axle speed information; and the corresponding sand spreading instruction is generated according to the axle speed information;

[0012] According to the shaft speed information, the pressure of the corresponding brake cylinder is controlled by the anti-skid valve, and the sand spreader is controlled to perform the corresponding sand spreading action according to the sand spreading instruction.

[0013] On the other hand, the corresponding sand spreading instructions are generated according to the shaft speed information, including:

[0014] determining the actual speed of the rail vehicle at the current moment according to the axle speed information;

[0015] Determine the coasting speed based on the actual vehicle speed and the shaft speed information of the target shaft;

[0016] Determine the required sand spreading amount according to the sliding speed to generate corresponding sand spreading instructions;

[0017] Among them, the amount of sand spread and the sliding speed are positively linearly correlated.

[0018] On the other hand, after controlling the pressure of the brake cylinder corresponding to the target shaft through the anti-skid valve according to the shaft speed information and controlling the sand spreader to perform the corresponding sand spreading action according to the sand spreading instruction, the method further includes:

[0019] Determine whether the sliding speed corresponding to the target axis changes;

[0020] If there is a change, the corresponding sand spreading instruction is regenerated according to the changed sliding speed to control the sand spreader to perform the corresponding sand spreading action;

[0021] If it remains unchanged, the amount of sand spreading is increased to regenerate the corresponding sand spreading instruction and control the sand spreader to perform the corresponding sand spreading action.

[0022] On the other hand, the required amount of sanding is determined based on the sliding speed including:

[0023] According to the sliding speed, the amount of sand spreading is determined by a prediction model pre-trained with historical data.

[0024] On the other hand, a sand spreader is provided on each axle of the rail vehicle.

[0025] On the other hand, for each shaft, a sand spreader is provided on both sides of the shaft.

[0026] On the other hand, before controlling the pressure of the brake cylinder corresponding to the target shaft through the anti-skid valve according to the shaft speed information and controlling the sand spreader to perform the corresponding sand spreading action according to the sand spreading instruction, the method further includes:

[0027] Determining whether the actual speed of the rail vehicle at the current moment is greater than a first preset threshold, and whether the coasting speed is less than or equal to a second preset threshold;

[0028] If any of the conditions is not satisfied, the process proceeds to the step of controlling the pressure of the brake cylinder corresponding to the target shaft through the anti-skid valve according to the shaft speed information, and controlling the sand spreader to perform the corresponding sand spreading action according to the sand spreading instruction;

[0029] If all conditions are met, the sand spreader is controlled to perform the corresponding sand spreading action according to the sand spreading instruction.

[0030] In order to solve the above technical problems, the present application also provides a rail vehicle wheel-rail anti-slip control device, comprising:

[0031] An acquisition module, configured to acquire shaft speed information via speed sensors provided on each shaft of the rail vehicle;

[0032] A determination module is used to determine whether wheel slip occurs based on the axle speed information and locate the axle where wheel slip occurs as the target axle; and generate a corresponding sand spreading instruction based on the axle speed information;

[0033] The control module is used to control the pressure of the brake cylinder corresponding to the target shaft through the anti-skid valve according to the shaft speed information, and at the same time control the sand spreader to perform the corresponding sand spreading action according to the sand spreading instruction.

[0034] To solve the above technical problems, the present application further provides a rail vehicle, comprising:

[0035] memory for storing computer programs;

[0036] The processor is used to implement the steps of the above-mentioned rail vehicle wheel-rail anti-slip control method when executing the computer program.

[0037] In order to solve the above technical problems, the present application also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the above-mentioned rail vehicle wheel-rail anti-slip control method are implemented.

[0038] The present application provides a rail vehicle wheel-rail anti-skid control method, which obtains the shaft speed information of each shaft by means of speed sensors arranged on each shaft of the rail vehicle, thereby determining whether the wheels corresponding to each shaft are slipping; if so, the target shaft where the wheels are slipping can be located based on the difference between the shaft speed information of the shaft where the wheels are slipping and that of other shafts; at the same time, the severity of the wheel slip can also be determined based on the shaft speed information of the target shaft, and the amount of sand required by the sand spreader can be determined based on the shaft speed information and a corresponding sand spreading instruction can be generated; further, the brake cylinder pressure of the target shaft is controlled through the anti-skid valve based on the shaft speed information, so as to improve the wheel slip condition and avoid wheel locking, and according to the sand spreading instruction determined above, the sand spreader is controlled to execute a sand spreading action of spreading a corresponding amount of sand, thereby achieving coordinated cooperation between the anti-skid system and the sand spreading system in the rail vehicle, and the sand spreader can obtain the sliding condition of the rail vehicle through the anti-skid system, thereby achieving quantitative sand spreading action. Compared with the current common solution of independent working mode of the sand spreader with a fixed sand spreading amount, the sand spreading control is more flexible and can adapt the sand spreading amount according to the actual wheel slip conditions. Thus, while ensuring the improvement of the vehicle-rail adhesion coefficient, it is not easy to waste sand or cause excessive sand spreading to affect the normal operation of the rail vehicle.

[0039] The rail vehicle wheel-rail anti-skid control device, rail vehicle and computer-readable storage medium provided in this application correspond to the above method and have the same effects as above. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0041] FIG1 is a flow chart of a rail vehicle wheel-rail anti-slip control method provided by the present invention;

[0042] FIG2 is a schematic diagram of a rail vehicle system architecture provided by the present invention;

[0043] FIG3 is a speed curve diagram of a rail vehicle during a certain operation process provided by the present invention;

[0044] FIG4 is an electrical schematic diagram of a rail vehicle system architecture provided by the present invention;

[0045] FIG5 is a structural diagram of a rail vehicle wheel-rail anti-skid control device provided by the present invention;

[0046] FIG6 is a schematic structural diagram of a rail vehicle provided by the present invention. DETAILED DESCRIPTION

[0047] The following will be combined with the accompanying drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0048] The core of this application is to provide a rail vehicle and its wheel-rail anti-skid control method, device and medium.

[0049] In order to enable those skilled in the art to better understand the present application, the present application is further described in detail below with reference to the accompanying drawings and specific implementation methods.

[0050] Current rail vehicles utilize a variety of braking strategies, such as those that apply braking force to individual axles via brake cylinders. This applies varying braking forces to axles or wheels based on pressure within the cylinders, enabling controlled braking. Other braking systems exist, such as parking brakes. Similar to the parking brake system in cars, these systems utilize springs and other mechanical hardware to restrict wheel movement.

[0051] As can be seen from the above, among the many braking schemes and systems used in rail vehicles, most achieve braking by limiting wheel movement. However, in actual rail vehicle operation, there is also the dangerous possibility of slippage between the wheels and the rails. When the railway tracks are exposed to rain, snow, oil, and other conditions, the available wheel-rail adhesion coefficient decreases, which can cause the rail vehicle wheels to slip. In severe cases, it can even lead to wheel-rail abrasions and loss of braking force, compromising driving safety.

[0052] It can be seen from this that when wheel slip occurs, braking by restricting wheel movement not only cannot guarantee the braking effect, but may even make the wheel slip worse.

[0053] Currently, the solutions available for improving the wheel slippage of rail vehicles are mainly implemented through the anti-skid system and the sand spreading system to improve the wheel slippage.

[0054] The anti-skid system's control unit detects axle speeds using speed sensors to determine whether each axle is slipping. If slip is present, the anti-skid valve controls the pressure in the brake cylinder to prevent excessive braking force on the wheels, which could worsen the slip. Furthermore, a sand spreader applies sand to the track surface, increasing the adhesion between the wheel and track, thereby improving wheel slip.

[0055] Current anti-skid systems are primarily based on axle control, with each axle equipped with a corresponding speed sensor and anti-skid valve to prevent slippage on rail vehicles. Sanding systems typically use a sand spreader located on the first guide axle in the vehicle's direction of travel, typically one on each guide axle at each end. When the vehicle is traveling in one direction and requires sanding, the sand spreader located on the frontmost guide axle initiates the sanding operation. The sand increases the adhesion between the track and all subsequent wheels, thereby reducing wheel slip.

[0056] In addition, the current anti-skid system and sand-spreading system are controlled by the upper-level control unit in the train and are independent of each other. The sand-spreading system spreads a fixed amount of sand each time the sand-spreading action is triggered according to the pre-set sand-spreading amount.

[0057] This solution fails to effectively coordinate the two systems for improving wheel slip, leaving room for further improvement in overall anti-skid effectiveness. Furthermore, the fixed sanding rate of the sand spreader doesn't adapt well to the varying wheel slip conditions that can occur during actual rail vehicle operation. Sanding effectiveness can't be guaranteed, and over-sanding can occur.

[0058] To solve the above problems, the present application provides a rail vehicle wheel-rail anti-slip control method, as shown in FIG1 , comprising:

[0059] S11: Obtain axle speed information through speed sensors installed on each axle of the rail vehicle.

[0060] S12: Locate the axle where the wheel slip occurs as the target axle based on the axle speed information; and generate a corresponding sand spreading instruction based on the axle speed information.

[0061] S13: According to the shaft speed information, the pressure of the corresponding brake cylinder is controlled through the anti-skid valve, and at the same time, the sand spreader is controlled to perform the corresponding sand spreading action according to the sand spreading instruction.

[0062] Regarding the implementation of step S11, as shown in FIG2 , an actual system architecture diagram of a rail vehicle, taking a four-axle rail vehicle as an example, speed sensors are provided on the four axes for detecting the axis speeds of the axes.

[0063] Step S12 is implemented by two parallel sub-steps:

[0064] S121: Locate the axle where the wheel slip occurs as the target axle based on the axle speed information.

[0065] S122: Generate a corresponding sand spreading instruction according to the shaft speed information.

[0066] The two parallel steps are independent and can be performed simultaneously without any restrictions on the order of precedence.

[0067] In step S121, the rotational speed of the wheels on each axle is determined based on the axle speed information. The linear velocity of the wheels can then be determined from the rotational speed. By comparing the linear velocity of each wheel with the actual vehicle speed, it is possible to determine whether each wheel is slipping. The wheel (the axle on which the wheel resides) whose linear velocity differs from the actual vehicle speed is the target wheel (target axle).

[0068] It's easy to understand that the linear velocity of a wheel experiencing wheel slippage should differ from the actual vehicle speed, and the magnitude of this difference reflects the severity of the wheel slippage problem. In practice, the severity of wheel slippage is generally characterized by slippage speed or slippage depth. The slippage speed is calculated by taking the difference between the actual vehicle speed and the wheel's linearity.

[0069] Furthermore, it is readily apparent that sanding is used to increase the adhesion coefficient between the wheel and rail. The effect of increasing the adhesion coefficient increases with the amount of sanding applied, forming a positive correlation that can generally be considered linear. Based on the foregoing, this embodiment provides a more specific implementation plan for step S122, including:

[0070] determining the actual speed of the rail vehicle at the current moment according to the axle speed information;

[0071] Determine the coasting speed based on the actual vehicle speed and the shaft speed information of the target shaft;

[0072] Determine the required sand spreading amount according to the sliding speed to generate corresponding sand spreading instructions;

[0073] Among them, the amount of sand spread and the sliding speed are positively linearly correlated.

[0074] Figure 3 shows a graph of the wheel speeds of a rail vehicle during a particular run. As can be seen from Figure 3, for most of the time, the sliding speed of axis 1 is greater than that of axis 2. This indicates that the amount of sand applied to axis 2 should be greater than that applied to axis 1.

[0075] Furthermore, after determining that the amount of sand spreading and the sliding speed are positively linearly correlated, the historical data such as the amount of sand spreading used at a certain sliding speed during the historical operation of the rail vehicle and the sliding improvement after the sand spreading action (such as the change in sliding speed) can be used to train a prediction model with sliding speed as input, sand spreading amount as output, and the sliding speed being reduced to zero after the sand spreading action is executed through deep learning algorithms and other methods. This model can then be used to determine the amount of sand spreading in the actual operation of the rail vehicle and further ensure the anti-skid effect of the wheels.

[0076] On the other hand, similar to the above step S12, step S13 is also implemented by two parallel sub-steps, including:

[0077] S131: Control the pressure of the corresponding brake cylinder through the anti-skid valve according to the shaft speed information.

[0078] S132: Control the sand spreader to perform the corresponding sand spreading action according to the sand spreading instruction.

[0079] The two sub-steps are used for controlling the anti-skid system and the sand spreading system respectively. They are independent of each other and can be executed in parallel. To ensure the timeliness and effectiveness of the anti-skid control, the above two sub-steps S131 and S132 are generally performed simultaneously, like the above step S13.

[0080] As for the specific control implementation scheme for sub-steps S131 and S132, as can be seen above, a common anti-skid control scheme is that the anti-skid system controls the brake cylinder pressure based on axle speed information obtained by speed sensors installed on each axle. Therefore, the specific implementation of controlling the brake cylinder pressure via the anti-skid valve based on axle speed information will not be detailed in this embodiment. Furthermore, as can be seen above, for sub-step S132, the sand spreading instruction includes the required sand spreading amount for this sand spreading operation, and there is a corresponding relationship between the sand spreading amount and the target axle. Therefore, the sand spreading instruction can be used to determine the target axle for sand spreading and the required sand spreading amount for this sand spreading operation, thereby achieving sand spreading control.

[0081] It should also be noted that, because the sand spreading action of the sand spreader in the method provided in this application relies on the shaft speed information obtained by the speed sensor in the anti-skid system, data communication is required between the anti-skid system and the sand spreading system. Based on the rail vehicle system architecture shown in Figure 2, this embodiment also provides an electrical schematic diagram, as shown in Figure 4. The sand spreading system includes: a sand spreading control unit 11 and sand spreaders 12 (1-8); the anti-skid system includes: an anti-skid control unit 21, a speed sensor 22, and an anti-skid valve 23 (corresponding to shafts 1-4, respectively).

[0082] The sand spreading control unit is connected to each sand spreader and controls the sand spreading mechanism located on either side of each axle. The anti-skid control unit is connected to each speed sensor and anti-skid valve and controls the corresponding anti-skid valve based on the axle speed information returned by the speed sensor to adjust the pressure in the brake cylinder. Furthermore, a communication connection exists between the sand spreading control unit and the anti-skid control unit, enabling the two systems to work together. Specifically, the sand spreading system can determine the amount of sand to be spread based on the axle speed information obtained by the speed sensor.

[0083] It should be noted that this embodiment does not restrict the execution of step S122 or the data exchanged between the sand-spreading control unit and the anti-skid control unit. That is, step S122 can be implemented in the sand-spreading control unit, in which case the data transmitted by the anti-skid control unit to the sand-spreading control unit is the shaft speed information of each axis. Similarly, step S122 can also be implemented in the anti-skid control unit, in which case the data transmitted by the anti-skid control unit to the sand-spreading control unit is the required sand-spreading amount for the current sand-spreading action or the sand-spreading instruction determined in step S122.

[0084] It should also be noted that in rail vehicles, there are devices such as train network units for communication between the hardware modules of the entire vehicle. Therefore, for data communication between the anti-skid control unit and the sand-spreading control unit, there is no need to add additional communication equipment or communication links, and it can be implemented based on the existing rail vehicle communication structure.

[0085] Furthermore, based on the above-mentioned coordinated cooperation between the anti-skid system and the sand spreading system to achieve wheel anti-skid improvement, this embodiment also provides a preferred implementation scheme, wherein the above-mentioned method further includes:

[0086] S14: Determine whether the sliding speed corresponding to the target axis changes. If so, go to step S15; if not, go to step S16.

[0087] S15: Regenerate a corresponding sand spreading instruction according to the changed sliding speed to control the sand spreader to perform a corresponding sand spreading action.

[0088] S16: increasing the amount of sand spreading to regenerate a corresponding sand spreading instruction, and controlling the sand spreader to perform the corresponding sand spreading action.

[0089] That is, this embodiment provides a solution for adjusting the subsequent sanding amount according to the wheel anti-skid improvement effect after the sanding action is executed. Specifically, as can be seen from the above, the degree of current wheel slip can be characterized by the wheel sliding speed. Therefore, after executing a sanding action (i.e., sanding is performed at a specific sanding speed for a period of time), it is determined whether the wheel sliding speed has changed; if it has not changed, it means that the wheel slip has not improved, and the sanding amount should be appropriately increased for subsequent sanding actions; if it has changed, the corresponding sanding instruction is regenerated according to the changed sanding speed to perform subsequent sanding actions; specifically, when the sliding speed increases, it means that the previously determined sanding amount is insufficient and the sanding amount needs to be increased; when the sliding speed decreases, it means that the previously determined sanding amount can improve the wheel slip problem, but considering the possible problem of excessive sanding in the future, the subsequent sanding amount should be reduced.

[0090] This embodiment achieves coordinated cooperation between the sand-spreading system and the anti-skid system through communication between the two. Therefore, after each sand-spreading action is executed, the wheel slip improvement effect after the sand-spreading action can be learned based on the speed sensor in the anti-skid system, and the sand-spreading amount of the next sand-spreading action can be adjusted in a targeted manner, thereby achieving more flexible, accurate and reliable wheel anti-skid control.

[0091] The present application provides a rail vehicle wheel-rail anti-skid control method. Through a communication connection established between an anti-skid system and a sand-spreading system, the speed information of each axle obtained by the speed sensor in the anti-skid system is directly or indirectly obtained by the sand-spreading system, so that the sand-spreading system can adjust the amount of sand to perform the sand-spreading action according to the slip conditions of different wheels on different axles of the rail vehicle. This anti-skid solution implemented by the coordinated cooperation of the two systems can effectively solve the problem of the current fixed and inflexible amount of sand-spreading, better ensure and improve the wheel slip improvement effect, while also avoiding the occurrence of excessive sand-spreading, saving sand, and increasing the effective working time of the sand-spreader. It also avoids the risk of damage to the wheels and rails due to excessive sand-spreading and affecting the normal operation of the rail vehicle.

[0092] Furthermore, as shown in FIG2 , this embodiment also provides a preferred implementation scheme for the arrangement of the above-mentioned sand spreader: a sand spreader is respectively arranged on each axle of the rail vehicle.

[0093] Figure 2 shows a four-axle rail vehicle as an example. In the current common sand spreading system configuration scheme, the sand spreader is usually installed on the first guide shaft in the vehicle's direction of movement. The four axles of the rail vehicle in Figure 2 have two different travel directions: left and right (relative to the direction of Figure 2). The first guide shafts are axis 1 and axis 4, respectively. To ensure that the spread sand reaches all wheels, the sand spreaders are installed outside axis 1 and axis 4, that is, to the left of axis 1 and to the right of axis 4. Therefore, in the existing sand spreading system configuration scheme, sand spreaders should only be installed at the positions of sand spreader 1 and sand spreader 8 in Figure 2. When the rail vehicle is traveling to the left, only sand spreader 1 is operative, and when the rail vehicle is traveling to the right, only sand spreader 8 is operative.

[0094] Considering the insufficient effectiveness of the aforementioned sand spreader arrangement in improving wheel slippage, this embodiment provides a solution described above, wherein a sand spreader is provided on each axle. However, there are no restrictions on the number of sand spreaders provided, nor on which side of the axle they are located. Different axles may also be provided with different numbers of sand spreaders. However, to ensure effective sand spreading, if only one sand spreader is provided on an axle, it should be located on the side of the axle closest to the direction of motion of the rail vehicle.

[0095] The provision of multiple sand spreaders can further ensure that sanding effectively improves wheel slippage. Furthermore, based on the aforementioned rail vehicle wheel-rail anti-skid control method, it can be seen that, through the coordinated cooperation of the sand spreading system and the anti-skid system, the sand spreading system can locate the specific axle experiencing wheel slippage. Therefore, based on the sand spreaders provided on each axle, sanding can be performed on that axle, better ensuring the sanding effect and reducing the impact on other wheels that are not experiencing slippage. For example, as shown in Figure 2, when the rail vehicle is traveling to the left, wheel slippage occurs on axle 2, causing sand spreader 3 to perform sanding, which will not affect the wheel on axle 1.

[0096] Furthermore, in order to adapt to different possible travel directions of rail vehicles, as shown in FIG2 , this embodiment also provides a preferred solution for further disposing a sand spreader: for each axle, a sand spreader is provided on both sides of the axle.

[0097] It is easy to know that for the control of the sand spreaders on both sides of each axis, when the sand spreading action needs to be performed, only the sand spreader on the side close to the moving direction of the rail vehicle will be in action.

[0098] It's also worth noting that the aforementioned axis-controlled sand spreader arrangement can better ensure effective sanding, allowing the sand spreading system to be further expanded to address anti-skid issues during parking brake applications. Because the wheels of a rail vehicle are restricted in motion by hardware structures such as springs during parking brake applications, the aforementioned anti-skid system cannot assist in improving wheel slippage. This means that the traditional wheel slip improvement strategy, achieved through a combination of an anti-skid system and a sand spreading system, is no longer viable, and the anti-skid effect cannot be guaranteed using only a sand spreader located on the first guide shaft.

[0099] The preferred setting scheme of the sand spreader provided in this embodiment is to provide a sand spreader on each axle, so that the improvement effect of the sand spreading system on wheel slippage is more guaranteed based on axle control, which can meet the need for wheel anti-skid in parking brake scenarios and further broaden the application scenarios.

[0100] On the other hand, based on the preferred arrangement of the sand spreader provided in the above embodiment, the sand spreading system has a more significant effect on improving wheel anti-skid. This embodiment also provides a possible implementation scheme. Before step S13, the above method further includes:

[0101] S17: Determine whether the actual speed of the rail vehicle at the current moment is greater than the first preset threshold, and whether the coasting speed is less than or equal to the second preset threshold; if either condition is not met, execute step S131 and step S132 at the same time; if both conditions are met, execute step S132.

[0102] That is, based on the premise that the above embodiment provides a sand spreader on each axle to improve the ability of the sand spreading system to improve wheel slip, this embodiment further determines based on the sliding speed of the wheel and the current actual speed of the rail vehicle:

[0103] When the actual vehicle speed is greater than the first preset threshold and the coasting speed is less than or equal to the second preset threshold, it is considered that the current wheel slip problem is relatively not serious and the improvement effect can be guaranteed by only using the sand spreading system.

[0104] When the actual vehicle speed is less than or equal to the first preset threshold, or the sliding speed is greater than the second preset threshold, it is considered that the current wheel slip problem is relatively serious and the wheel slip problem needs to be improved through the coordinated work of the sand spreading system and the protection system.

[0105] It should be noted that the above criteria for determining whether the wheel slip problem is improved by the sand spreading system alone or by the coordinated operation of the sand spreading system and the protection system are determined based on the actual demand for wheel anti-slip improvement during rail vehicle operation:

[0106] In actual applications, the greater the wheel slip speed, the more serious the wheel slip problem is, and it is generally expected that the wheel slip will be improved as soon as possible. Therefore, when the slip speed is greater than the first preset threshold, the sand spreading system and the protection system need to work together to improve the wheel slip problem.

[0107] The smaller the actual speed of the rail vehicle, the closer the wheel is to a locked state at the same wheel slip speed, which is not desirable in a rail vehicle. Therefore, when the actual speed of the rail vehicle is less than or equal to the second preset threshold, the sand spreading system and the protection system need to work together to improve the wheel slip problem.

[0108] Only when neither of the above two conditions is met, it indicates that the expectation of improving the wheel slip problem is relatively unurgent, and this can be achieved through the sand spreading device provided at each axle provided in the above embodiment, thereby realizing a more flexible wheel anti-slip control strategy.

[0109] In the above embodiment, a method for controlling wheel-rail anti-slip of a rail vehicle is described in detail. This application also provides a corresponding embodiment of a device for controlling wheel-rail anti-slip of a rail vehicle. It should be noted that this application describes the embodiments of the device from two perspectives: one is based on the functional module perspective, and the other is based on the hardware perspective.

[0110] From the perspective of functional modules, this embodiment provides a rail vehicle wheel-rail anti-slip control device, as shown in FIG5 , comprising:

[0111] An acquisition module 31 is configured to acquire shaft speed information through speed sensors provided on each shaft of the rail vehicle;

[0112] The determination module 32 is used to determine whether wheel slip occurs based on the axle speed information, locate the axle where wheel slip occurs as the target axle, and generate a corresponding sand spreading instruction based on the axle speed information;

[0113] The control module 33 is used to control the pressure of the brake cylinder corresponding to the target shaft through the anti-skid valve according to the shaft speed information, and control the sand spreader to perform the corresponding sand spreading action according to the sand spreading instruction.

[0114] Since the embodiments of the apparatus part correspond to the embodiments of the method part, please refer to the description of the embodiments of the method part for the embodiments of the apparatus part, and they will not be repeated here.

[0115] FIG6 is a structural diagram of a rail vehicle provided by another embodiment of the present application. As shown in FIG6 , a rail vehicle includes: a memory 41 for storing computer programs;

[0116] The processor 42 is configured to implement the steps of a rail vehicle wheel-rail anti-slip control method as described in the above embodiment when executing a computer program, and specifically may be a train control unit (VCU) in a rail vehicle.

[0117] Among them, the processor 42 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 42 can be implemented in at least one hardware form of a digital signal processor (DSP), a field programmable gate array (FPGA), and a programmable logic array (PLA). The processor 42 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the awake state, also known as a central processing unit (CPU); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 42 may be integrated with a graphics processing unit (GPU), which is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 42 may also include an artificial intelligence (AI) processor, which is used to process computing operations related to machine learning.

[0118] The memory 41 may include one or more computer-readable storage media, which may be non-transitory. The memory 41 may also include high-speed random access memory, and non-volatile memory, such as one or more disk storage devices, flash memory storage devices. In this embodiment, the memory 41 is at least used to store the following computer program 411, wherein, after the computer program is loaded and executed by the processor 42, it can implement the relevant steps of a rail vehicle wheel-rail anti-skid control method disclosed in any of the aforementioned embodiments. In addition, the resources stored in the memory 41 may also include an operating system 412 and data 413, etc., and the storage method may be temporary storage or permanent storage. Among them, the operating system 412 may include Windows, Unix, Linux, etc. The data 413 may include but is not limited to a rail vehicle wheel-rail anti-skid control method, etc.

[0119] In some embodiments, a rail vehicle may further include a sand spreading system 10 , an anti-skid system 20 , a display screen 43 , a power system 44 , and a communication bus 45 .

[0120] Those skilled in the art will appreciate that the structure shown in FIG. 6 does not limit a rail vehicle and may include more or fewer components than shown.

[0121] A rail vehicle provided in an embodiment of the present application includes a memory and a processor. When the processor executes a program stored in the memory, it can implement the following method: a rail vehicle wheel-rail anti-slip control method.

[0122] Finally, the present application also provides an embodiment corresponding to a computer-readable storage medium. The computer-readable storage medium stores a computer program, which, when executed by a processor, implements the steps described in the above method embodiment.

[0123] It is understandable that if the method in the above embodiment is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and executes all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0124] The above is a detailed introduction to a rail vehicle and its wheel-rail anti-skid control method, device, and medium provided by the present application. The various embodiments in the specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same and similar parts between the various embodiments can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part description. It should be pointed out that for ordinary technicians in this technical field, without departing from the principles of the present application, several improvements and modifications can be made to the present application, and these improvements and modifications also fall within the scope of protection of the claims of the present application.

[0125] It should also be noted that, in this specification, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variants thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus comprising the element.

Claims

1. A rail vehicle wheel-rail anti-skid control method, characterized in that: include: Axle speed information is obtained through speed sensors arranged on each axle of the rail vehicle; According to the shaft speed information, the shaft where the wheel slip occurs is located as the target shaft; and generating a corresponding sand spreading instruction according to the shaft speed information; The pressure of the corresponding brake cylinder is controlled through the anti-skid valve according to the shaft speed information, and the sand spreader is controlled to perform the corresponding sand spreading action according to the sand spreading instruction.

2. The rail vehicle wheel-rail anti-slip control method according to claim 1, characterized in that: Generating a corresponding sand spreading instruction according to the shaft speed information includes: Determine the actual speed of the rail vehicle at the current moment according to the axle speed information; Determining a coasting speed according to the actual vehicle speed and the shaft speed information of the target shaft; Determining a required sand spreading amount according to the sliding speed to generate a corresponding sand spreading instruction; The sand spreading amount and the sliding speed are positively linearly correlated.

3. The rail vehicle wheel-rail anti-slip control method according to claim 2, characterized in that: After controlling the pressure of the brake cylinder corresponding to the target shaft through the anti-skid valve according to the shaft speed information and controlling the sand spreader to perform the corresponding sand spreading action according to the sand spreading instruction, the method further includes: Determining whether the sliding speed corresponding to the target axis changes; If a change occurs, the corresponding sand spreading instruction is regenerated according to the changed sliding speed to control the sand spreader to perform the corresponding sand spreading action; If it does not change, the sand spreading amount is increased to regenerate the corresponding sand spreading instruction, and the sand spreader is controlled to perform the corresponding sand spreading action.

4. The rail vehicle wheel-rail anti-slip control method according to claim 2, characterized in that: Determining the required amount of sanding according to the sliding speed includes: According to the sliding speed, the sand spreading amount is determined by a prediction model pre-trained by historical data.

5. The rail vehicle wheel-rail anti-slip control method according to any one of claims 2 to 4, characterized in that: The sand spreader is respectively arranged on each of the axles of the rail vehicle.

6. The rail vehicle wheel-rail anti-slip control method according to claim 5, characterized in that: For each of the shafts, the sand spreaders are respectively arranged on both sides of the shaft.

7. The rail vehicle wheel-rail anti-slip control method according to claim 6, characterized in that: Before controlling the pressure of the brake cylinder corresponding to the target shaft through the anti-skid valve according to the shaft speed information and controlling the sand spreader to perform the corresponding sand spreading action according to the sand spreading instruction, the method further includes: Determining whether the actual vehicle speed of the rail vehicle at the current moment is greater than a first preset threshold, and whether the coasting speed is less than or equal to a second preset threshold; If any of the conditions is not satisfied, the process proceeds to the step of controlling the pressure of the brake cylinder corresponding to the target shaft through the anti-skid valve according to the shaft speed information, and controlling the sand spreader to perform the corresponding sand spreading action according to the sand spreading instruction; If all conditions are met, the sand spreader is controlled to perform the corresponding sand spreading action according to the sand spreading instruction.

8. A rail vehicle wheel-rail anti-slip control device, characterized in that: include: An acquisition module, used for acquiring shaft speed information through speed sensors arranged on each shaft of the rail vehicle; A determination module, used to determine whether wheel slip occurs according to the shaft speed information, and locate the shaft where wheel slip occurs as the target shaft; and generate a corresponding sand spreading instruction according to the shaft speed information; The control module is used to control the pressure of the brake cylinder corresponding to the target shaft through the anti-skid valve according to the shaft speed information, and control the sand spreader to perform the corresponding sand spreading action according to the sand spreading instruction.

9. A rail vehicle, characterized in that: include: Memory for storing computer programs; A processor is used to implement the steps of the rail vehicle wheel-rail anti-slip control method as described in any one of claims 1 to 7 when executing the computer program.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the rail vehicle wheel-rail anti-skid control method according to any one of claims 1 to 7 are implemented.

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