CN113997922B

CN113997922B - Control method and device for rail vehicle frame control and braking system

Info

Publication number: CN113997922B
Application number: CN202111444684.0A
Authority: CN
Inventors: 童修伟; 王喆; 孟红芳; 樊贵新; 张仲石; 张翔; 温熙圆; 王硕; 田敬东; 张波; 曹宏发; 杨伟君; 薛江; 康晶辉; 潘全章; 赵红卫; 付昱飞; 董海鹏
Original assignee: China Academy of Railway Sciences Corp Ltd CARS; Locomotive and Car Research Institute of CARS; Beijing Zongheng Electromechanical Technology Co Ltd; Tieke Aspect Tianjin Technology Development Co Ltd
Current assignee: China Academy of Railway Sciences Corp Ltd CARS; Locomotive and Car Research Institute of CARS; Beijing Zongheng Electromechanical Technology Co Ltd; Tieke Aspect Tianjin Technology Development Co Ltd
Priority date: 2021-11-30
Filing date: 2021-11-30
Publication date: 2023-09-01
Anticipated expiration: 2041-11-30
Also published as: CN113997922A

Abstract

The invention provides a control method and a device for a rail vehicle frame control system, wherein the control method for the rail vehicle frame control system comprises the following steps: determining the sliding state of each sliding shaft according to the speed pulse signal of each sliding shaft in the railway vehicle frame control system and the wheel diameter of the vehicle; determining the brake cylinder pressure of the current bogie according to the sliding state and the brake cylinder brake outlet pressure; and controlling the rail vehicle frame control and braking system according to the sliding state and the brake cylinder pressure pipe. The control method and the control device for the rail vehicle frame control system can more accurately, effectively and purposefully realize control of the rail vehicle frame control system.

Description

Control method and device for rail vehicle frame control and braking system

Technical Field

The invention relates to the technical field of brake testing of railway vehicles, in particular to a control method and a device for a railway vehicle frame control system.

Background

In the technical field of rail transit, particularly in urban rail transit and urban/inter-urban rail transit braking systems, the rack control braking system is increasingly widely applied. The truck control braking system generally adopts digital/analog electric air braking, specifically, integrates functions of service braking, emergency braking, anti-slip control, braking management and the like into one unit, and the unit is installed nearby the trucks to perform braking control on each truck by taking the trucks as the units. The brake control device is a core for controlling a brake system, integrates electronic control equipment and pneumatic execution elements, is provided with two brake control devices for each vehicle, and respectively controls a basic brake device of one bogie, and comprises an empty and heavy vehicle adjusting module, a remote relieving module, a brake control module, a communication module and a detection module (a pressure sensor and a pressure measuring point). Wherein the electronic control part takes on the functions of detecting pressure and speed, controlling the pneumatic execution parts and communicating with the vehicle management system, and is of great importance for the whole brake control device. The electronic control system architecture of the conventional rack control dynamic control device is generally divided into the following components:

Mode one: the distributed modular structure design is divided into a plurality of functional modules according to system functions, each functional module is designed into an electronic board card, the whole electronic control system is composed of a plurality of electronic board cards, and communication interaction among the board cards is realized through distributed control. The whole electronic control system with the design structure has larger volume and larger weight. The method is not suitable for the current development trend of miniaturization and light weight, and increases the communication load rate and high time delay;

mode two: the whole electronic control system is integrated on one board card, so that the design volume is small, the integration degree is too high, the routine overhaul and maintenance are inconvenient, once faults occur, the fault points cannot be accurately positioned in a short time, the whole electronic unit can be replaced, and the economical efficiency is poor.

Disclosure of Invention

Aiming at the problems in the prior art, the control method and the control device for the rail vehicle frame control system can realize the control of the rail vehicle frame control system more accurately, effectively and purposefully.

In order to solve the technical problems, the invention provides the following technical scheme:

in a first aspect, the present invention provides a method of controlling a rail vehicle frame control brake system, comprising:

Determining the sliding state of each sliding shaft according to the speed pulse signal of each sliding shaft in the railway vehicle frame control system and the wheel diameter of the vehicle;

determining the brake cylinder pressure of the current bogie according to the sliding state and the brake cylinder brake outlet pressure;

and controlling the rail vehicle frame control and braking system according to the sliding state and the brake cylinder pressure pipe.

In one embodiment, the determining the sliding state of each sliding axle according to the speed pulse signal of each sliding axle and the wheel diameter of the vehicle in the railway vehicle frame control system includes:

determining the speed and the deceleration of each sliding shaft according to the speed pulse signals of each sliding shaft and the wheel diameters of the vehicles;

judging whether the sliding shaft slides or not and the sliding stage of the sliding shaft according to the speed and the deceleration of the sliding shaft.

In one embodiment, the determining the brake cylinder pressure of the current bogie according to the sliding state, the air spring pressure of the current bogie and the brake cylinder brake-out pressure comprises:

determining an air spring pressure of the current bogie according to the coasting state;

and determining the brake cylinder pressure of the current bogie according to the air spring pressure of the current bogie and the brake cylinder brake-out pressure.

In one embodiment, the controlling the rail vehicle frame control brake system according to the coasting state and the brake cylinder pressure tube comprises:

according to the sliding stage of the sliding, the pneumatic valve is subjected to air charging and air discharging operation so as to regulate and control the speed and the deceleration of each sliding shaft;

and controlling the railway vehicle frame control and braking system according to the pressure of the brake cylinder and the pressure pipe acquired by the shaft brake cylinder sensor by using an air charging valve and an air discharging valve.

In one embodiment, the control system for controlling the rail vehicle frame according to the brake cylinder pressure and the pressure tube collected by the axle brake cylinder sensor by using the air charging valve and the air discharging valve comprises:

and utilizing an air charging valve and an air discharging valve to carry out closed-loop control on the rail vehicle frame control braking system according to the pressure of the braking cylinder and the pressure acquired by the shaft braking cylinder sensor.

In one embodiment, the closed-loop control of the rail vehicle frame control brake system by using the charging valve and the discharging valve according to the brake cylinder pressure and the pressure acquired by the axle brake cylinder sensor includes:

generating a target pressure from the brake cylinder pressure;

Generating a feedback variable according to the pressure acquired by the shaft brake cylinder sensor;

and controlling the feedback variable according to the air charging valve and the air discharging valve, and performing closed-loop control on the rail vehicle frame control and movement system according to the target pressure.

In an embodiment, the closed-loop control of the rail vehicle frame control brake system is performed by using an air charging valve and an air discharging valve according to the brake cylinder pressure and the pressure acquired by the axle brake cylinder sensor, and the method further includes:

performing closed-loop control on the speed and the deceleration;

in one embodiment, the method for controlling the rail vehicle rack control system further comprises:

generating an emergency braking force of the current bogie according to the current bogie load and the emergency deceleration;

and generating a pre-control pressure according to the brake-out pressure and the emergency braking force of the current bogie.

In a second aspect, the present invention also provides a control device for a rail vehicle frame control brake system, the device comprising:

the sliding state determining module is used for determining the sliding state of each sliding shaft according to each sliding shaft speed pulse signal and the vehicle wheel diameter in the railway vehicle frame control system;

the brake cylinder pressure determining module is used for determining the brake cylinder pressure of the current bogie according to the sliding state and the brake cylinder brake outlet pressure;

And the brake system management and control module is used for controlling the rail vehicle frame control and control system according to the sliding state and the brake cylinder pressure pipe.

In one embodiment, the coasting state determination module includes:

a speed determining unit for determining the speed and deceleration of each coasting axle according to the speed pulse signals of each coasting axle and the wheel diameter of the vehicle;

and the sliding judging unit is used for judging whether the sliding shaft slides or not and the sliding stage in which the sliding shaft is positioned according to the speed and the deceleration of the sliding shaft.

In one embodiment, the coasting state determination module includes:

a spring pressure determination unit for determining an air spring pressure of the current bogie according to the coasting state;

and the brake cylinder pressure determining unit is used for determining the brake cylinder pressure of the current bogie according to the air spring pressure of the current bogie and the brake cylinder brake-out pressure.

In one embodiment, the brake system management module includes:

the speed regulation and control unit is used for carrying out air charging and air discharging operation on the pneumatic valve according to the sliding stage of the sliding so as to regulate and control the speed and the deceleration of each sliding shaft;

And the brake system management and control unit is used for controlling the railway vehicle frame control and control system according to the pressure of the brake cylinder and the pressure pipe acquired by the shaft brake cylinder sensor by using the air charging valve and the air discharging valve.

In one embodiment, the brake system management unit includes:

and the system closed-loop control unit is used for performing closed-loop control on the railway vehicle frame control braking system by utilizing the air charging valve and the air discharging valve according to the pressure of the brake cylinder and the pressure acquired by the shaft brake cylinder sensor.

In one embodiment, the system closed loop control unit includes:

a target pressure generating unit configured to generate a target pressure from the brake cylinder pressure;

the feedback variable generating unit is used for generating a feedback variable according to the pressure acquired by the shaft brake cylinder sensor;

and the system closed-loop control subunit is used for controlling the feedback variable according to the control of the air charging valve and the air discharging valve and performing closed-loop control on the rail vehicle frame control and movement system according to the target pressure.

In one embodiment, the system closed loop control unit further comprises:

and the deceleration closed-loop control unit is used for performing closed-loop control on the speed and the deceleration.

In one embodiment, the control device of the rail vehicle frame control system further comprises:

The emergency braking force generation module is used for generating emergency braking force of the current bogie according to the current bogie load and the emergency deceleration;

and the pre-control pressure generating module is used for generating pre-control pressure according to the brake outlet pressure and the emergency braking force of the current bogie.

In a third aspect, the present invention provides an electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, the processor implementing the steps of a method of controlling a rail vehicle frame control brake system when the program is executed by the processor.

In a fourth aspect, the present invention provides a computer readable storage medium having stored thereon a computer program which, when executed by a processor, performs the steps of a method of controlling a rail vehicle frame control brake system.

As can be seen from the above description, the method and apparatus for controlling a rail vehicle frame control system according to the embodiments of the present invention determine the sliding state of each sliding shaft according to the speed pulse signal of each sliding shaft and the wheel diameter of the vehicle in the rail vehicle frame control system; determining the brake cylinder pressure of the current bogie according to the sliding state and the brake cylinder brake outlet pressure; the rail vehicle frame control system is controlled according to the sliding state and the brake cylinder pressure tube. The control method and the control device for the rail vehicle frame control system can more accurately, effectively and purposefully realize control of the rail vehicle frame control system.

Drawings

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, and it is obvious that the drawings in the following description are some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic diagram of a first configuration of a control system for a rail vehicle frame control system according to an embodiment of the present application;

FIG. 2 is a schematic diagram of a second configuration of a control system for a rail vehicle frame control system according to an embodiment of the present application;

FIG. 3 is a schematic flow chart of a method of controlling a rail vehicle frame control system in accordance with an embodiment of the present application;

FIG. 4 is a flow chart of step 100 in an embodiment of the application;

FIG. 5 is a flow chart of step 200 in an embodiment of the application;

FIG. 6 is a flow chart of step 300 in an embodiment of the application;

FIG. 7 is a flow chart of step 302 in an embodiment of the application;

FIG. 8 is a schematic flow chart of step 3021 in an embodiment of the present application;

FIG. 9 is a schematic diagram of another process of step 3021 in an embodiment of the present invention;

FIG. 10 is a schematic flow chart of another method for controlling a rail vehicle rack control system according to an embodiment of the present invention;

FIG. 11 is a schematic diagram of a power panel card in an embodiment of the invention;

FIG. 12 is a diagram of a master control board card architecture in an embodiment of the invention;

FIG. 13 is a schematic diagram of a remote interface card in accordance with an embodiment of the invention;

fig. 14 is a flowchart of deceleration control in the embodiment of the invention;

FIG. 15 is a block diagram of a control device for a rail vehicle frame control brake system in accordance with an embodiment of the present invention;

FIG. 16 is a block diagram illustrating a configuration of the taxi status determination module 10 in accordance with an embodiment of the present invention;

FIG. 17 is a block diagram illustrating a configuration of a brake system management module 30 in accordance with an embodiment of the present invention;

FIG. 18 is another block diagram of a brake system management module 30 in accordance with an embodiment of the present invention;

FIG. 19 is a block diagram of a brake system management unit 302 in accordance with an embodiment of the present invention;

FIG. 20 is a block diagram illustrating a system closed loop control unit 3021 according to an embodiment of the present invention;

fig. 21 is another block diagram of the system closed-loop control unit 3021 in the embodiment of the present invention;

FIG. 22 is another block diagram of a control device for a rail vehicle frame control brake system in accordance with an embodiment of the present invention;

fig. 23 is a schematic structural diagram of an electronic device in an embodiment of the invention.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

It will be appreciated by those skilled in the art that embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.

It is noted that the terms "comprises" and "comprising," and any variations thereof, in the description and claims of the present application and in the foregoing figures, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed or inherent to such process, method, article, or apparatus.

The application also provides a management and control system of the railway vehicle frame control system, which can be a server A1, wherein the server A1 can be in communication connection with a plurality of pressure sensors and a speed collector B1, the server A1 can be in communication connection with a plurality of databases respectively, or as shown in fig. 2, the databases can be arranged in the server A1. The pressure sensor B1 is used for collecting various pressures in a railway vehicle frame control system, and the speed collector B1 is used for collecting a sliding shaft speed pulse signal. The server A1 controls the control of the vehicle frame control system after receiving the pressure and coasting axle speed pulse signals.

It is understood that client C1 may include a smart phone, a tablet electronic device, a network set top box, a portable computer, a desktop computer, a Personal Digital Assistant (PDA), a vehicle device, a smart wearable device, etc. Wherein, intelligent wearing equipment can include intelligent glasses, intelligent wrist-watch, intelligent bracelet etc..

An embodiment of the present invention provides a specific implementation manner of a control method of a rail vehicle frame control system, referring to fig. 3, the method specifically includes the following contents:

step 100: and determining the sliding state of each sliding shaft according to the speed pulse signal of each sliding shaft in the railway vehicle frame control system and the wheel diameter of the vehicle.

Specifically, a speed pulse signal of each sliding shaft is firstly acquired by using a speed sensor, and then the sliding state of each sliding shaft is determined according to the speed pulse signal and the wheel diameter of the vehicle, wherein the sliding state comprises whether the sliding shaft is sliding or not and the sliding stage. In addition, the anti-skid control can be performed according to the sliding state, and whether the shaft locking phenomenon occurs or not can be monitored.

It will be appreciated that the velocity pulse signal is a discrete signal having a variety of shapes and a periodicity that is defined by the Y-axis discontinuities between waveforms (apparent spacing between waveforms) as compared to conventional analog signals (e.g., sine waves).

In the aspect of hardware realization, the management and control system of the rail vehicle frame control system consists of three electronic boards, namely a power supply board (PWR), a main control board (MB) and a remote interface board (CB),

step 200: determining the brake cylinder pressure of the current bogie according to the sliding state and the brake cylinder brake outlet pressure;

the bogie is one of the most important components in the construction of rail vehicles and mainly functions as follows:

1) The load, the length and the volume of the vehicle are increased, and the running speed of the train is increased, so that the requirement of railway transportation development is met;

2) Under normal running conditions, the vehicle body can be reliably located on the bogie, and the rolling of the wheels along the steel rail is converted into the translation of the vehicle body along the line through the bearing device;

3) The support body is used for bearing and transmitting various loads and acting forces from the body to wheels or from wheel rails to the body, and the axle weight is uniformly distributed.

4) The safe running of the vehicle is ensured, and the vehicle can flexibly run along a straight line and smoothly pass through a curve.

5) The bogie is convenient for installing the spring vibration damper, so that the spring vibration damper has good vibration damping characteristics, so that the interaction between a vehicle and a line is relaxed, vibration and impact are reduced, dynamic stress is reduced, and the running stability and safety of the vehicle are improved.

6) The adhesion between wheel tracks is fully utilized, traction force and braking force are transmitted, and the braking force generated by a brake cylinder is amplified, so that the vehicle has good braking effect, and the vehicle is ensured to stop within a specified distance.

7) The bogie is an independent part of the vehicle and the coupling between the bogie and the vehicle body is reduced as much as possible.

Specifically, the brake cylinder pressure can be determined by using the formula (1):

the calculated value of the pressure of the brake cylinder of the frame=the conversion coefficient of the pressure of the brake cylinder of the brake force of the brake cylinder of the brake force of the overhead aerodynamic force of the brake cylinder; (1)

Step 300: and controlling the rail vehicle frame control and braking system according to the sliding state and the brake cylinder pressure pipe.

On the one hand, according to the judged sliding stage, the speed and the deceleration of the sliding shaft are adjusted by controlling the air charging and the air discharging of the pneumatic valve, so that the sliding shaft can fully utilize the adhesion, prevent the wheels from being scratched, and ensure that the braking distance meets the safety standard as much as possible. When the vehicle detects that a certain shaft slides, the communication valve of the frame is turned off, and the braking pressure of each shaft is regulated. On the other hand, when the vehicle is not applying an emergency, the brake control device (BCU) achieves application and alleviation of the service brake by adjusting the downstream 1-axis charging and discharging valve, 1-axis brake cylinder pressure collection (or 2-axis charging and discharging valve, 2-axis brake cylinder pressure collection), and communication valve control brake cylinder pressure.

As can be seen from the above description, the control method of the rail vehicle frame control system provided by the embodiment of the present invention first determines the sliding state of each sliding shaft according to the speed pulse signal of each sliding shaft in the rail vehicle frame control system and the wheel diameter of the vehicle; determining the brake cylinder pressure of the current bogie according to the sliding state and the brake cylinder brake outlet pressure; the rail vehicle frame control system is controlled according to the sliding state and the brake cylinder pressure tube. The control method of the rail vehicle frame control system provided by the invention can realize the control of the rail vehicle frame control system more accurately, effectively and purposefully.

In one embodiment, referring to fig. 4, step 100 comprises:

step 101: determining the speed and the deceleration of each sliding shaft according to the speed pulse signals of each sliding shaft and the wheel diameters of the vehicles;

step 102: judging whether the sliding shaft slides or not and the sliding stage of the sliding shaft according to the speed and the deceleration of the sliding shaft.

In step 101 and step 102, under the condition that the speed is effective, the speed and the deceleration value of each shaft are calculated according to the speed pulse signals of each shaft collected by the speed sensor and the wheel diameter of the vehicle, and then whether a certain shaft of the vehicle slides or not is judged according to the speed and the deceleration criteria, and the stage where the sliding is located is judged.

In one embodiment, referring to fig. 5, step 200 comprises:

step 201: determining an air spring pressure of the current bogie according to the coasting state;

step 202: and determining the brake cylinder pressure of the current bogie according to the air spring pressure of the current bogie and the brake cylinder brake-out pressure.

In step 201 and step 202, a corresponding coasting phase is first determined according to the coasting state, then, the air spring pressure required by the current bogie is determined according to the coasting phase, the air spring pressure is multiplied by the conversion coefficient to obtain the actual air spring pressure, and the actual air spring pressure and the brake cylinder brake-out pressure are summed, so that the brake cylinder pressure of the current bogie is determined.

In one embodiment, referring to fig. 6, step 300 comprises:

step 301: and (3) carrying out air charging and air discharging operation on the pneumatic valve according to the sliding stage of the sliding so as to regulate and control the speed and the deceleration of each sliding shaft.

Specifically, according to the judged sliding stage, the speed and the deceleration of the sliding shaft are adjusted by controlling the air charging and the air discharging of the pneumatic valve, so that the sliding shaft can fully utilize the adhesion, prevent the wheels from being scratched, and ensure that the braking distance meets the safety standard as much as possible. When the vehicle detects that a certain shaft slides, the communication valve of the frame is turned off, and the braking pressure of each shaft (sliding shaft) is regulated.

Step 302: and controlling the railway vehicle frame control and braking system according to the pressure of the brake cylinder and the pressure pipe acquired by the shaft brake cylinder sensor by using an air charging valve and an air discharging valve.

In one embodiment, referring to fig. 7, step 302 includes:

step 3021: and utilizing an air charging valve and an air discharging valve to carry out closed-loop control on the rail vehicle frame control braking system according to the pressure of the braking cylinder and the pressure acquired by the shaft braking cylinder sensor.

Closed loop control refers to a control relationship in which an output quantity to be controlled is returned to an input terminal as control in a certain manner, and a control influence is exerted on the input terminal. And a system control mode with feedback information. After the operator starts the system, the control information is transmitted to the controlled object through the system operation, and the state information of the controlled object is fed back to the input to correct the operation process, so that the output of the system meets the expected requirement.

In one embodiment, referring to fig. 8, step 3021 comprises:

step 30211: generating a target pressure from the brake cylinder pressure;

step 30212: generating a feedback variable according to the pressure acquired by the shaft brake cylinder sensor;

step 30213: and controlling the feedback variable according to the air charging valve and the air discharging valve, and performing closed-loop control on the rail vehicle frame control and movement system according to the target pressure.

In steps 30211 to 30213: after the brake cylinder pressure is determined, a communication valve is opened, the brake cylinder pressure calculated value is used as target pressure, the pressure collected by a 1-axis brake cylinder (or 2-axis brake cylinder) sensor is used as feedback variable, and the control variables of an air charging valve and an air discharging valve are used for closed-loop pressure control (the accuracy of the output pressure of the service brake control meets the control requirement of +/-10 kPa).

In one embodiment, referring to fig. 9, step 302 further comprises:

step 30214: performing closed-loop control on the speed and the deceleration;

specifically, closed-loop control of speed is required for anti-skid control, and closed-loop control of deceleration is required for service braking and emergency braking in emergency situations.

In one embodiment, referring to fig. 10, the method for controlling the rail vehicle rack control system further comprises:

step 400: generating an emergency braking force of the current bogie according to the current bogie load and the emergency deceleration;

the current bogie load is first determined, in particular by the equation (2):

own vehicle load = air spring pressure coefficient x average air spring pressure + unsprung weight + moment of inertia; (2)

Step 500: and generating a pre-control pressure according to the brake-out pressure and the emergency braking force of the current bogie.

Specifically, step 500 may be implemented by equation (3) and equation (4):

the present frame emergency braking force = present frame load x emergency deceleration; (3)

Pre-control pressure calculation value = pressure conversion coefficient x own emergency braking force + brake outlet pressure; (4)

To further illustrate the scheme, the invention also provides a concrete application example of the control method of the railway vehicle frame control system.

The invention also provides a hardware implementation mode of the management and control method of the railway vehicle frame control system, which comprises a power supply board (PWR), a main control board (MB) and a remote interface board (CB) as described above.

The power board receives power of the vehicle-mounted DC110V, and converts the power into one-path P24V, two-path C15V, two-path 5V and other different voltage systems and redundancy detection alarm signals (PwrFail), wherein one-path P24V, one-path C24V, one-path 15V, one-path 5V and PwrFail signals are used for the main control board MB, and one-path C24V, one-path 15V and one-path 5V are used for the remote interface board CB. Front-stage electromagnetic compatibility module design: firstly, the design of reverse connection prevention, surge prevention and the like is carried out after 110V electricity enters the board card, and then two-stage filtering is carried out through an EMC module. Specifically, referring to fig. 11, the power board includes the following modules:

A voltage conversion module: the 110V power supply after the pre-stage treatment is divided into two paths of redundant 110V to be converted into a 24V circuit, and is converted into two paths of voltage systems of 24V_1 and 24V_2, and then the two paths of voltage systems of C24V are respectively divided into two paths of voltage systems after passing through a diode. The C24V is then converted to P24V by a diode. Meanwhile, C24V is converted into 15V through a 24V-to-15V power conversion module and is converted into 5V through a 24V-to-5V power conversion module.

Redundancy detection module: comparing the voltage of the two paths of voltage of 24V_1 and 24V_2 by a voltage comparison circuit, and outputting the voltage by an open collector, wherein when any path of output is abnormal, the collector is closed for outputting;

the main control board card is mainly responsible for receiving train EB and forced relief instructions, collecting sensor pressure, controlling electromagnetic valves, collecting digital quantity and outputting relay switch signals, and providing an external CAN communication interface and an internal CAN communication interface. Referring to fig. 12, according to the system function division, hardware resources required to be set on the main control board card are divided into an EPC module and a WSP & VLD module. EPC module: 4-way valve control output is realized through a four-way low-side switch chip with a self-diagnosis function. Meanwhile, the device is provided with four paths of analog signal acquisition input channels such as current, voltage and the like, 3 paths of relay outputs and 7 paths of digital quantity inputs. WSP & VLD module: 4-way valve control output is realized through a four-way low-side switch chip with a self-diagnosis function. Meanwhile, the device is provided with four paths of analog signal acquisition input channels of the current, voltage and other pressure sensors, 2 paths of signal acquisition input channels of the current, voltage and other speed sensors, two paths of external CAN channels and two paths of internal CAN channels.

Referring to fig. 13, the remote interface board is mainly responsible for providing an MVB or ETH network interface for communication with a vehicle, an external CAN interface for communication with other valves in the CAN unit, and an internal CAN interface for communication with other boards of the present valve, collecting train command signals, outputting switch signals, and providing a hard-wired signal interaction interface with the TCU. Therefore, the MVB or ETH network communication interface, two external CAN channels, two internal CAN channels, 8 digital input and 4 relay switching output and other resources are designed.

The whole electronic control system has the functions of service braking, quick braking, emergency braking, anti-skid control, empty and heavy vehicle adjustment, network communication, man-machine interaction interface and the like in a braking system. Air braking force distribution is carried out by taking a CAN (controller area network) unit (adjacent vehicles) as a basic unit, a minimum braking force control realizing unit is a 'frame' (bogie), and an anti-skid control realizing unit is a 'shaft' (sliding shaft). Wherein the software control part also divides different functional modules along with the pneumatic structure and the electric hardware structure. The method comprises the following steps:

control function and method of the main control board card MB: the main control board card has digital input and output functions, an anti-skid control function, a pressure adjustment function, a pressure control function and a CAN communication function.

The digital quantity input and output functional module collects 110V digital quantity signals input from the outside, and sends the signals to the remote interface board card in a CAN message mode in an internal CAN bus at the same time when the signals are used as functions of pressure control, anti-skid control and the like. The external digital quantity output control signal (digital quantity) is directly sent to the vehicle in a hard wire mode and is also sent to the remote interface board card in an internal CAN (controller area network) message mode through an internal CAN bus.

The anti-skid control function module is divided into two main function modules of skid detection and skid control. The main functions of the sliding detection functional module are as follows: under the condition that the speed is effective, the speed and the deceleration value of each shaft are calculated according to the speed pulse signals of each shaft, collected by a speed sensor, and then according to the speed and the deceleration criteria, whether a certain shaft of the vehicle slides or not is judged, and the stage where the sliding is located is judged.

The sliding control functional module realizes the adjustment of the speed and the deceleration of the sliding shaft by controlling the air charging and the air discharging of the pneumatic valve according to the sliding stage judged by the sliding detection module, so that the sliding shaft can fully utilize the adhesion, the wheel friction is prevented because of the design of the frame control pneumatic principle, and the same group of air charging and air discharging valves are adopted for realizing the anti-sliding control and the EP pressure control of each shaft. When a certain shaft slides, the EP control function of the shaft fails, the control state is switched to a sliding control state, and the control right of the air charging and exhausting valve is realized by the anti-skid control module. When the vehicle speed is recovered to be normal, the sliding state disappears, and the control right of the shaft air charging and discharging valve is again transferred to the pressure (EP) control functional module.

Important parameters in the anti-skid control module are detection of the number of teeth and the diameter of the fluted disc. The number of teeth is typically 80 teeth/week, with the wheel diameter being chosen by default to 805mm.

The EP pressure control module is used for converting the braking force sent by the common braking force distribution module into the braking cylinder pressure and performing closed-loop control on the converted braking cylinder pressure.

Whether the service brake or the emergency brake is used, the EP control module is activated when the anti-skid function is not activated; when a certain shaft of the frame is activated in sliding, the EP pressure control module stops controlling the air charging and exhausting valve of the shaft, and the control right of the pressure of the shaft brake cylinder is given to the anti-slip control module.

The calculated value of the pressure of the brake cylinder of the frame=the conversion coefficient of the pressure of the brake cylinder of the brake force of the brake cylinder of the brake force of the overhead aerodynamic force of the brake cylinder;

in the above equation, the braking force and the brake cylinder pressure conversion coefficient: 8.2kPa/kN; brake cylinder brake-out pressure: 50kPa.

The pressure adjusting module mainly realizes two functions of the weight calculation and the pre-control pressure adjustment of the vehicle, and specifically:

and (3) a vehicle weight calculating function: the load of the vehicle (rack) can be updated within 10 seconds of power-on of the vehicle or in a state that the vehicle speed is less than 1 km/h. When the weight of the vehicle is calculated, the weight of the vehicle is calculated first and then divided by 2 to obtain the weight of the vehicle.

Preferably, the vehicle weight of the vehicle is calculated by adopting the average air spring pressure of the vehicle, and when the average air spring is smaller than the lower limit of the air spring pressure of 100kPa, the vehicle weight is calculated by adopting AW2 as the average air spring; when the average air spring is larger than 100kPa and smaller than AW0, calculating the average air spring for loading to obtain AW0; when the average air spring is larger than AW0 and smaller than AW3, calculating the load by adopting the actual average air spring; when the air spring pressure value is larger than AW3, the vehicle weight adopts AW3 vehicle weight.

Air spring pressure coefficient: motor car-0.0827 trailer-0.0831

Unsprung weight: bullet train-13.84 ton trailer-9.46 ton

Moment of inertia: motor car-3 ton trailer-5 ton

Aw 0: motor car-205 kPa trailer-235 kPa

Aw3 vehicle weight: motor car-66 ton trailer-62 ton

Pre-control pressure adjustment function: the upper and lower limit values of the pre-control pressure are determined by the pressure reducing valve. And in the range of the maximum pressure value and the minimum pressure value of the pressure reducing valve, the preset pressure value adopts a pressure calculation value corresponding to the pressure regulating frame in an emergency state. After the brake control device (BCU) is electrified, the weighing electromagnetic valve is adjusted, the load of the frame is combined, the pressure measuring point of the pre-control port is collected, closed-loop control is formed, and the pre-control pressure is calculated.

The calculation formula of the pre-control pressure calculation value is as follows:

the present frame emergency braking force = present frame load x emergency deceleration;

Pre-control pressure calculation value = pressure conversion coefficient x own emergency braking force + brake outlet pressure;

emergency deceleration: 1.3m/s

Pressure conversion coefficient 9.20kPa/kN

The emergency gate pressure is 20kPa.

And taking the calculated value of the pre-control pressure as a set value, taking the acquired actual pressure value of the VLD as a feedback value, taking the on-off time control of the weighing electromagnetic valve as a variable, and performing air charging, pressure maintaining and air exhausting control to realize the closed-loop control of the pre-control pressure. And after the air corresponding to the pre-control pressure passes through the main regulating valve, the air is supplied to the service brake or the emergency brake.

When the vehicle is in emergency, the Brake Control Unit (BCU) adopts a "hold/bleed solenoid control scheme" where the pre-control pressure value is the sum of the emergency brake cylinder pressure plus the main regulator valve drop pressure. The emergency brake control output pressure meets the + -20 kPa control requirement. When the vehicle is not in emergency, the brake control device (BCU) realizes application and release of the service brake by adjusting a downstream 1-axis air charging and exhausting valve, a 1-axis brake cylinder pressure acquisition (or a 2-axis air charging and exhausting valve and a 2-axis brake cylinder pressure acquisition) and controlling the brake cylinder pressure by a communication valve. At this time, the brake cylinder pressure plus the main regulator valve pressure drop is equal to or less than the pilot pressure.

The CAN communication module mainly realizes the interaction of CAN messages Wen Jiaohu inside each board card of the unit and CAN messages outside each board card of the unit. Typically, the brake force distribution of the overhead brake system is accomplished in one control unit, which contains N (N is typically less than 4) adjacent cars, i.e. 2×n frames. One of the main control frames is responsible for collecting basic physical data of other frames in the unit, such as DIO state, air spring pressure, load and the like, and the main control frame is used for completing air braking force distribution in the unit. Thus, data interaction is required to be carried out between the main control rack and other racks of the unit through the external CAN.

In addition, in order to facilitate vehicle debugging and process data logging, data communication between the maintenance terminal and each rack is required. This process is also implemented by the external CAN. Through the external CAN, the maintenance terminal CAN set certain debugging parameters of each frame, and state data in each frame CAN be transmitted to the system maintenance terminal in real time and recorded in the maintenance terminal. Meanwhile, the test CAN be carried out through the external CAN and an external test bed.

The inner CAN message is communicated with each board card through CAN0 and CAN1, and the outer CAN message is communicated with each board card through CAN2 and CAN 4. Redundant communication is implemented.

The deceleration closed loop control module adjusts the brake cylinder pressure applied to the bogie in real time according to the deviation of the actual deceleration of the train (i.e. the actual effect of the applied braking force) from the expected value, as well as the current speed of the train, the environmental conditions, the road gradient, various vehicle parameters (such as load status, friction material properties) and the like. As shown in fig. 14, the deceleration calculation means in the deceleration control module performs a comparison calculation of the actual deceleration values of the respective BCUs (each BCU having an acceleration sensor mounted therein) to calculate an accurate actual deceleration value. The actual deceleration value is then sent to a deceleration control unit, which performs a deceleration control in combination with the target deceleration desired value and conditions such as vehicle load, resistance, line condition, etc., to output a control deceleration value. The braking force distribution module then calculates the braking force to be distributed to each rack based on the control deceleration value. The BCU pressure control module (EP control) of each rack outputs the brake cylinder pressure of each rack according to the distributed braking force. In addition, the main control board also bears some software functions such as program downloading, self-checking, fault diagnosis and the like.

Control function and method of remote interface board CB: the remote interface board CB has a digital input and output function, a PWM input function, a braking force distribution function and a CAN communication function.

After the digital quantity input and output functional module and the PWM input functional module collect 110V digital quantity signals input from the outside, the digital quantity input and output functional module CAN be simultaneously transmitted to the main control board card in a CAN message mode within an internal CAN bus except for the use of the digital quantity input and output functional module and the PWM input functional module. The external digital quantity output control signal (digital quantity) is directly sent to the vehicle in a hard wire mode and is also sent to the main control board card in an internal CAN (controller area network) message mode through an internal CAN bus.

The common braking force distribution mainly completes the braking force calculation of each frame under various control modes. In one aspect, the common braking force distribution module receives network (Tcms, TCU) command control, vehicle status, electric braking force, etc. signals for internal use by a Brake Control Unit (BCU), and simultaneously transmits signals for internal physical variables, braking status, fault diagnosis, etc. of the Brake Control Unit (BCU) to the network. On the other hand, the common braking force distribution module calculates the air braking force to be applied by the unit according to the command signals sent by the network, the electric braking signals and the information of reference speed, vehicle load, air isolation state and the like sent by each frame in the unit through the external CAN.

Normally, under the normal condition of a network, the air braking force in the unit distributes the braking force according to the principle of trailer priority; in the emergency traction mode, the return mode and the temporary mode, the air brake is distributed on the available bogies in the CAN unit according to the load proportion.

The calculated braking force value is sent to the CAN communication module of each frame through the external CAN in the unit, and then signals such as braking force and the like are forwarded to the EP pressure control module of the frame through the CAN in the frame by the CAN communication module of the frame. In addition to the air brake force distribution function, a hold brake application relief function, an electronically controlled switching (such as this function), a vehicle self-check control, and the like are also assumed.

Based on the control system of the rail vehicle frame control system, the control method of the rail vehicle frame control system provided by the specific application example of the invention specifically comprises the following steps.

S1: determining the sliding state of each sliding shaft according to the speed pulse signal of each sliding shaft in the railway vehicle frame control system and the wheel diameter of the vehicle;

s2: determining the brake cylinder pressure of the current bogie according to the air spring pressure of the current bogie and the brake cylinder brake-out pressure;

s3: the rail vehicle frame control system is controlled according to the sliding state and the brake cylinder pressure tube.

As can be seen from the above description, the management and control system and method for a rail vehicle frame control and movement system provided by the embodiment of the invention have the following beneficial effects: on the basis of meeting the requirement of a braking system, the whole control system is designed in an integrated way, has a compact structure, reduces the volume and the weight, and achieves the aims of weight reduction, energy saving and consumption reduction under the rail vehicle; on the basis of integrating the control system, the method not only reduces the material quantity of the boards, but also reserves maintainability, and each board realizes independent function maintenance; the assembly process is simplified, the assembly convenience and manufacturability are realized, and the economic cost is remarkably reduced; in the whole control system architecture, the main control function, the external interface and the communication function are separated on two board cards, so that the independence between the brake management and the brake control hardware and software functions is realized; the power redundancy and fault early warning control are realized; the monitoring function of all microprocessors is realized; the system has network interfaces such as a Multifunctional Vehicle Bus (MVB), ethernet (ETH) communication and the like, supports different protocols such as MVB, TRDP, TSN and can be configured into different vehicle control network forms; the braking device can be configured into a vehicle network terminal, so that the network integration requirement is met; the optimized control algorithm reduces the switching action times of the control valve and prolongs the service life of the control valve; the pressure control precision of a brake cylinder of the device is improved; the braking pressure control and the anti-skid control are controlled by different MCU, thus providing the reliability of the system; the CAN communication load rate for the brake unit networking is reduced.

Based on the same inventive concept, the embodiment of the application also provides a control device of the rail vehicle frame control system, which can be used for realizing the method described in the embodiment, such as the following embodiment. The principle of solving the problem of the control device of the railway vehicle frame control system is similar to that of the control method of the railway vehicle frame control system, so that the control device of the railway vehicle frame control system can be implemented by referring to the control method of the railway vehicle frame control system, and the repeated parts are not repeated. As used below, the term "unit" or "module" may be a combination of software and/or hardware that implements the intended function. While the system described in the following embodiments is preferably implemented in software, implementation in hardware, or a combination of software and hardware, is also possible and contemplated.

The embodiment of the application provides a specific implementation manner of a control device of a rail vehicle frame control system, which can implement a control method of the rail vehicle frame control system, referring to fig. 15, the control device of the rail vehicle frame control system specifically includes the following contents:

a sliding state determining module 10, configured to determine a sliding state of each sliding axle according to each sliding axle speed pulse signal and a vehicle wheel diameter in the rail vehicle frame control system;

A brake cylinder pressure determination module 20 for determining a brake cylinder pressure of the present bogie based on the air spring pressure of the present bogie and the brake cylinder out-brake pressure;

a brake system management module 30 for controlling the rail vehicle frame control brake system based on the coasting condition and the brake cylinder pressure tube.

In one embodiment, referring to fig. 16, the coasting state determination module 10 includes:

a speed determining unit 101 for determining the speed and deceleration of each coasting axle according to the respective coasting axle speed pulse signals and the vehicle wheel diameter;

and the sliding judging unit 102 is used for judging whether the sliding shaft slides or not and the sliding stage in which the sliding shaft is positioned according to the speed and the deceleration of the sliding shaft.

In one embodiment, referring to fig. 17, the brake system management module 30 includes:

the speed regulating unit 301 is configured to perform air charging and air discharging operations on the air-operated valve according to the sliding stage in which the sliding is performed, so as to regulate the speed and the deceleration of each sliding shaft.

In one embodiment, referring to fig. 18, the brake system management module 30 further includes:

and a brake system management and control unit 302, configured to control the rail vehicle frame control and control system according to the brake cylinder pressure and the pressure acquired by the axle brake cylinder sensor by using the air charging valve and the air discharging valve.

In one embodiment, referring to fig. 19, the brake system management unit 302 includes:

and the system closed-loop control unit 3021 is used for performing closed-loop control on the railway vehicle frame control braking system according to the pressure of the brake cylinder and the pressure acquired by the shaft brake cylinder sensor by using an air charging valve and an air discharging valve.

In one embodiment, referring to fig. 20, a system closed loop control unit 3021 comprises:

a target pressure generating unit 30211 for generating a target pressure from the brake cylinder pressure;

a feedback variable generation unit 30212 for generating a feedback variable according to the pressure acquired by the axle brake cylinder sensor;

and the system closed-loop control subunit 30213 is used for controlling the feedback variable according to the air charging valve and the air discharging valve, and performing closed-loop control on the railway vehicle frame control actuating system according to the target pressure.

In one embodiment, referring to fig. 21, the system closed loop control unit 3021 further includes:

a deceleration closed-loop control unit 30214 for performing closed-loop control of the speed and the deceleration.

In one embodiment, referring to fig. 22, the control device of the rail vehicle rack control system further includes:

an emergency braking force generation module 40 for generating an emergency braking force of the present bogie according to the present bogie load and the emergency deceleration;

The pre-control pressure generating module 50 is configured to generate a pre-control pressure according to the brake-out pressure and the emergency braking force of the current bogie.

As can be seen from the above description, the control device for a rail vehicle frame control system according to the embodiments of the present invention first determines a sliding state of each sliding shaft according to a speed pulse signal of each sliding shaft in the rail vehicle frame control system and a wheel diameter of the vehicle; determining the brake cylinder pressure of the current bogie according to the sliding state and the brake cylinder brake outlet pressure; the rail vehicle frame control system is controlled according to the sliding state and the brake cylinder pressure tube. The control device for the rail vehicle frame control system can more accurately, effectively and purposefully control the rail vehicle frame control system.

The apparatus, module or unit set forth in the above embodiments may be implemented in particular by a computer chip or entity, or by a product having a certain function. A typical implementation device is an electronic device, which may be, for example, a personal computer, a laptop computer, a cellular telephone, a camera phone, a smart phone, a personal digital assistant, a media player, a navigation device, an email device, a game console, a tablet computer, a wearable device, or a combination of any of these devices.

In a typical example, the electronic device specifically includes a memory, a processor, and a computer program stored on the memory and executable on the processor, the processor executing the program to implement the steps of the method for controlling a rail vehicle rack control system described above, the steps comprising:

step 100: determining the sliding state of each sliding shaft according to the speed pulse signal of each sliding shaft in the railway vehicle frame control system and the wheel diameter of the vehicle;

Referring now to fig. 23, a schematic diagram of an electronic device 600 suitable for use in implementing embodiments of the present application is shown.

As shown in fig. 23, the electronic apparatus 600 includes a Central Processing Unit (CPU) 601, which can execute various appropriate works and processes according to a program stored in a Read Only Memory (ROM) 602 or a program loaded from a storage section 608 into a Random Access Memory (RAM)) 603. In the RAM603, various programs and data required for the operation of the system 600 are also stored. The CPU601, ROM602, and RAM603 are connected to each other through a bus 604. An input/output (I/O) interface 605 is also connected to bus 604.

The following components are connected to the I/O interface 605: an input portion 606 including a keyboard, mouse, etc.; an output portion 607 including a Cathode Ray Tube (CRT), a Liquid Crystal Display (LCD), and the like, a speaker, and the like; a storage section 608 including a hard disk and the like; and a communication section 609 including a network interface card such as a LAN card, a modem, or the like. The communication section 609 performs communication processing via a network such as the internet. The drive 610 is also connected to the I/O interface 605 as needed. Removable media 611 such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, or the like is mounted on drive 610 as needed, so that a computer program read therefrom is mounted as needed as storage section 608.

In particular, according to embodiments of the present invention, the processes described above with reference to flowcharts may be implemented as computer software programs. For example, an embodiment of the present invention includes a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, performs the steps of the method of controlling a rail vehicle rack control system described above, the steps comprising:

In such an embodiment, the computer program may be downloaded and installed from a network through the communication portion 609, and/or installed from the removable medium 611.

Computer readable media, including both non-transitory and non-transitory, removable and non-removable media, may implement information storage by any method or technology. The information may be computer readable instructions, data structures, modules of a program, or other data. Examples of storage media for a computer include, but are not limited to, phase change memory (PRAM), static Random Access Memory (SRAM), dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), read Only Memory (ROM), electrically Erasable Programmable Read Only Memory (EEPROM), flash memory or other memory technology, compact disc read only memory (CD-ROM), digital Versatile Discs (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices, or any other non-transmission medium, which can be used to store information that can be accessed by a computing device. Computer-readable media, as defined herein, does not include transitory computer-readable media (transmission media), such as modulated data signals and carrier waves.

For convenience of description, the above devices are described as being functionally divided into various units, respectively. Of course, the functions of each element may be implemented in the same piece or pieces of software and/or hardware when implementing the present application.

The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article or apparatus that comprises the element.

In this specification, each embodiment is described in a progressive manner, and identical and similar parts of each embodiment are all referred to each other, and each embodiment mainly describes differences from other embodiments. In particular, for system embodiments, since they are substantially similar to method embodiments, the description is relatively simple, as relevant to see a section of the description of method embodiments.

The above is only an example of the present application and is not intended to limit the present application. Various modifications and variations of the present application will be apparent to those skilled in the art. Any modification, equivalent replacement, improvement, etc. which come within the spirit and principles of the application are to be included in the scope of the claims of the present application.

Claims

1. A method of controlling a rail vehicle rack control system, comprising:

controlling the rail vehicle frame control brake system according to the coasting state and the brake cylinder pressure tube;

The rail vehicle frame control brake system being controlled in accordance with the coasting condition and the brake cylinder pressure tube, comprising:

according to the judged sliding stage, the speed and the deceleration of the sliding shaft are regulated by controlling the air charging and the air discharging of the pneumatic valve, so that the sliding shaft can utilize adhesion, the wheels are prevented from being scratched, and the braking distance is ensured to meet the safety standard as much as possible; when the vehicle detects that a certain shaft slides, the communication valve of the frame is closed, so that the brake pressure of each shaft is regulated; and

when the vehicle does not apply emergency braking, the brake control device BCU realizes application and release of the service braking by adjusting a downstream 1-axis or 2-axis air charging and discharging valve, a brake cylinder pressure acquisition and a communication valve to control the brake cylinder pressure.

2. The method of controlling a rail vehicle carrier control system of claim 1, wherein determining the taxi status of each taxi axle based on each taxi axle speed pulse signal and the vehicle wheel diameter in the rail vehicle carrier control system comprises:

3. The method of controlling a rail vehicle frame control brake system according to claim 2, wherein the determining a current truck brake cylinder pressure based on the coasting state and brake cylinder out-brake pressure comprises:

4. A method of controlling a rail vehicle frame control brake system as claimed in claim 3, wherein said controlling said rail vehicle frame control brake system in accordance with said coasting condition and said brake cylinder pressure tube comprises:

5. The method of controlling a rail vehicle frame control brake system according to claim 4, wherein the controlling the rail vehicle frame control brake system based on the pressure tube collected by the brake cylinder pressure and axle brake cylinder sensor using the charge valve and the discharge valve comprises:

6. The method for controlling a rail vehicle frame control brake system according to claim 5, wherein the closed-loop control of the rail vehicle frame control brake system based on the brake cylinder pressure and the pressure acquired by the axle brake cylinder sensor using a charge valve and a discharge valve comprises:

generating a target pressure from the brake cylinder pressure;

7. The method of controlling a rail vehicle frame control brake system according to claim 5, wherein the closed-loop control of the rail vehicle frame control brake system using the charge valve and the exhaust valve is performed based on the brake cylinder pressure and the pressure acquired by the axle brake cylinder sensor, further comprising:

performing closed-loop control on the speed and the deceleration;

The control method of the rail vehicle frame control system further comprises the following steps:

8. A control device for a rail vehicle frame control system, comprising:

a brake system management module for controlling the rail vehicle frame control brake system based on the taxi status and the brake cylinder pressure tube;

the brake system control module is specifically used for adjusting the speed and the deceleration of the sliding shaft by controlling the air charging and the air discharging of the pneumatic valve according to the judged sliding stage, so that the sliding shaft can utilize adhesion, the wheels are prevented from being scratched, and the braking distance is ensured to be in accordance with the safety standard as much as possible; when the vehicle detects that a certain shaft slides, the communication valve of the frame is closed, so that the brake pressure of each shaft is regulated; and

9. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, characterized in that the processor implements the steps of the method for controlling a railway vehicle frame control system according to any one of claims 1 to 7 when the program is executed by the processor.

10. A computer-readable storage medium, on which a computer program is stored, characterized in that the computer program, when being executed by a processor, carries out the steps of the method for controlling a rail vehicle carrier control system according to any one of claims 1 to 7.