WO2021139409A1

WO2021139409A1 - Braking control method and device for rack train

Info

Publication number: WO2021139409A1
Application number: PCT/CN2020/129316
Authority: WO
Inventors: 王丽; 段继超; 冷波; 龙华炜; 王娴; 沈铭乾; 任得鹏
Original assignee: 中车株洲电力机车有限公司
Priority date: 2020-01-08
Filing date: 2020-11-17
Publication date: 2021-07-15
Also published as: AT523704A2; CN111216700A; CN111216700B; AT523704A5; AT523704B1

Abstract

A braking control method and device for a rack train: by means of acquiring current operating parameters of the rack train, the operating parameters at least comprise a road slope; when a brake instruction of the rack train is received, a braking mode to which a braking force applied to the rack train belongs and a braking parameter corresponding to the braking mode are determined according to the operating parameters, the braking mode comprises adhesive braking and/or band braking, and the braking parameter comprises at least one of a braking force, a delayed braking duration and a braking vehicle; according to the determined braking mode and braking parameter, at least part of a brake apparatus of the rack train is controlled to output a braking force, so that the rack train is in a stopped state. The rack train may be enabled to brake with an appropriate braking strategy on a steep road, and to be in a stopped state with an appropriate stopping strategy, thus reducing the braking impact force of the rack train, and avoiding an excessive impact force of the rack train due to the braking impact force.

Description

Braking control method and equipment for rack train

This application claims the priority of a Chinese patent application filed with the Chinese Patent Office, the application number is 202010017772.1, and the invention title is "A method and equipment for brake control of a rack train" on January 8, 2020, the entire content of which is by reference Incorporated in this application.

Technical field

This application relates to the technical field of rack train braking, and in particular to a brake control method and equipment for rack trains.

Background technique

Trains such as subways and trains are usually composed of multiple carriages. In the field of train manufacturing and control, carriages are often referred to as vehicles.

With the development of rack trains, the braking control technology of rack trains has been continuously improved.

The rack train consists of multiple vehicles. The vehicles can be divided into two types, one is a motor car that provides traction, and the other is a trailer driven by a passive car. Each vehicle is equipped with an adhesive braking device or a belt braking device.

At present, when the rack train is stopped on a steep road, the existing braking control method does not consider adopting an appropriate braking strategy to reduce the braking impact force of the rack train during the braking process. This will cause excessive damage to the rack train.

Summary of the invention

In view of the above-mentioned problems, the present application provides a method and equipment for braking control of a rack train that overcomes the above-mentioned problems or at least partially solves the above-mentioned problems. The technical solutions are as follows:

A brake control method for a rack train, the method includes:

Obtain current operating parameters of the rack train, where the operating parameters include at least the road gradient;

Upon receiving the braking instruction of the rack train, determine the braking mode to which the braking force to be applied to the rack train belongs and the braking parameter corresponding to the braking mode according to the operating parameters, so The braking method includes adhesive braking and/or band braking, and the braking parameter includes at least one of a normal braking level, a delayed braking duration, and a braking vehicle;

According to the determined braking mode and the braking parameters, control at least part of the braking device of the rack train to output braking force so that the rack train is in a parking state, wherein the rack Braking devices include adhesive braking devices and band braking devices.

Optionally, the operating parameters include road gradient and driving speed, and the braking mode to which the braking force to be applied to the rack train belongs and the braking corresponding to the braking mode are determined according to the operating parameters Parameters, including:

When the road gradient is greater than the first preset gradient and the traveling speed is greater than the first preset speed, it is determined that the braking mode to which the braking force to be applied to the rack train belongs is adhesive braking, and the determination is The braking parameter corresponding to adhesive braking is: the first preset braking parameter;

When the road gradient is greater than the first preset gradient and the traveling speed is not greater than the first preset speed, it is determined that the braking mode to which the braking force to be applied to the rack train belongs includes a belt brake The braking parameter determined with the belt brake is: a second preset braking parameter, wherein the second preset braking parameter is the same as or different from the first preset braking parameter.

When the road gradient is greater than the first preset gradient and the traveling speed is between the second preset speed and the first preset speed, determine the braking mode to which the braking force to be applied to the rack train belongs For band braking, determining the braking parameter corresponding to the band braking includes: a first proportional braking force and/or a first braking vehicle group, wherein the first proportion is less than 100%, and the first proportion is less than 100%. A brake vehicle group is a vehicle group composed of some vehicles with band-type braking devices, and the first preset speed is less than the second preset speed;

When the road gradient is greater than the first preset gradient and the traveling speed is not greater than the first preset speed, determining that the braking mode to which the braking force to be applied to the rack train belongs is band braking, Determining the braking parameter corresponding to the band brake includes: a second proportional braking force and/or a second braking vehicle group, where the second ratio is 100%, and the second braking vehicle group is A vehicle group consisting of all vehicles with band brakes.

Optionally, the operating parameter includes a road gradient, and the determining according to the operating parameter the braking mode to which the braking force to be applied to the rack train belongs and the braking parameter corresponding to the braking mode include :

When the road gradient is less than the second preset gradient, determining that the braking mode to which the braking force to be applied to the rack train belongs is band braking, and determining the braking parameters corresponding to the band braking includes : The third braking vehicle group, the first delayed braking duration, the fourth braking vehicle group, and the second delayed braking duration, wherein the first delayed braking duration corresponds to the third braking vehicle group, The second delayed braking duration corresponds to the fourth braking vehicle group, the first delayed braking duration is 0, the second delayed braking duration is greater than 0, and the third braking vehicle group is relatively As the fourth braking vehicle group is closer to the rear of the rack train, the third braking vehicle group and the fourth braking vehicle group are both vehicle groups composed of vehicles with a belt brake device.

When the road gradient is less than the second preset gradient and the traveling speed is between the third preset speed and the first preset speed, determine the braking mode to which the braking force to be applied to the rack train belongs For band braking, determining the braking parameters corresponding to the band braking includes: a third proportional braking force, wherein the third ratio is less than 100%; the first preset speed is less than the third preset speed;

When the road gradient is greater than the second preset gradient and the traveling speed is not greater than the third preset speed, determining that the braking mode to which the braking force to be applied to the rack train belongs is band braking, Determining the braking parameter corresponding to the band brake includes: a second proportional braking force, wherein the second ratio is 100%.

A brake control device for a rack train, the device comprising: a first obtaining unit, a first determining unit, and a first control unit, wherein:

The first obtaining unit is configured to obtain current operating parameters of the rack train, where the operating parameters include at least a road gradient;

The first determining unit is configured to determine, according to the operating parameters, the braking mode to which the braking force to be applied to the rack train belongs and is related to the braking instruction of the rack train. Braking parameters corresponding to the braking modes, the braking modes include adhesive braking and/or band braking, and the braking parameters include at least one of a normal braking level, a delayed braking duration, and a braking vehicle ；

The first control unit is configured to control at least part of the braking device of the rack train to output braking force according to the determined braking mode and the braking parameters, so that the rack train is in a parking state , Wherein, the braking device of the rack train includes an adhesive braking device and a belt braking device.

Optionally, the operating parameters include road gradient and driving speed, and the first determining unit specifically includes: a second determining unit and a third determining unit, wherein:

The second determining unit is configured to determine the braking mode to which the braking force to be applied to the rack train belongs when the road gradient is greater than a first preset gradient and the traveling speed is greater than a first preset speed For adhesive braking, determining the braking parameter corresponding to the adhesive braking is: the first preset braking parameter;

The third determining unit is configured to determine the braking force that needs to be applied to the rack train when the road gradient is greater than the first preset gradient and the traveling speed is not greater than the first preset speed The braking mode to which it belongs includes band braking, and the braking parameter determined with the band braking is: a second preset braking parameter, where the second preset braking parameter is the same as the first preset braking parameter. Set the brake parameters to be the same or different.

Optionally, the operating parameters include road gradient and driving speed, and the first determining unit specifically includes: a fourth determining unit and a fifth determining unit, wherein:

The fourth determining unit is configured to determine that it needs to be applied to the rack when the road gradient is greater than a first preset gradient and the driving speed is between a second preset speed and a first preset speed The braking mode to which the braking force of the train belongs is band braking, and determining the braking parameters corresponding to the band braking includes: a first proportional braking force and/or a first braking vehicle group, wherein the first A ratio is less than 100%, the first braking vehicle group is a vehicle group consisting of some vehicles with band braking devices, and the first preset speed is less than the second preset speed;

The fifth determining unit is configured to determine which braking force to be applied to the rack train belongs to when the road gradient is greater than the first preset gradient and the traveling speed is not greater than the first preset speed The braking mode is band braking, and determining the braking parameters corresponding to the band braking includes: a second proportional braking force and/or a second braking vehicle group, wherein the second proportion is 100%, The second brake vehicle group is a vehicle group composed of all vehicles with a band brake device.

Optionally, the operating parameters include road gradient and driving speed, and the first determining unit is specifically configured to:

Optionally, the operating parameters include road gradient and driving speed, and the first determining unit specifically includes: a sixth determining unit and a seventh determining unit, wherein:

The sixth determining unit is configured to determine that it needs to be applied to the rack when the road gradient is less than the second preset gradient and the driving speed is between the third preset speed and the first preset speed. The braking mode to which the braking force of the train belongs is band braking, and determining the braking parameters corresponding to the band braking includes: a third proportional braking force, wherein the third ratio is less than 100%; Set the speed to be less than the third preset speed;

The seventh determining unit determines the brake to which the braking force to be applied to the rack train belongs when the road gradient is greater than the second preset gradient and the traveling speed is not greater than the third preset speed The method is band braking, and determining the braking parameter corresponding to the band braking includes: a second proportional braking force, wherein the second ratio is 100%.

The brake control method and equipment of the rack train provided in the present application obtain the current operating parameters of the rack train, and the operating parameters include at least the road slope. The operating parameters determine the braking mode to which the braking force applied to the rack train belongs and the braking parameters corresponding to the braking mode, and the braking mode includes adhesive braking and/or band braking, so The braking parameter includes at least one of a braking force, a delayed braking duration, and a braking vehicle, and the output of at least part of the braking device of the rack train is controlled according to the determined braking mode and the braking parameter Braking force, so that the rack train is in a parking state, wherein the braking device of the rack train includes an adhesive braking device and a belt brake device, which can enable the rack train to be able to run on a steeply sloped road Appropriate braking strategy for braking, and a proper parking strategy in a parking state, reduce the braking impact force to the rack train, and avoid the rack train from suffering excessive impact due to the braking impact force.

The above description is only an overview of the technical solution of this application. In order to understand the technical means of this application more clearly, it can be implemented in accordance with the content of the specification, and in order to make the above and other purposes, features and advantages of this application more obvious and understandable. , The specific implementations of this application are cited below.

Description of the drawings

In order to more clearly describe the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings that need to be used in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only It is the embodiment of the present application. For those of ordinary skill in the art, other drawings can be obtained according to the provided drawings without creative work.

Fig. 1 shows a flowchart of a brake control method for a rack train proposed by an embodiment of the present application;

FIG. 2 shows a flowchart of another brake control method for a rack train proposed by an embodiment of the present application;

Fig. 3 shows a flowchart of another brake control method for a rack train proposed by an embodiment of the present application;

Fig. 4 shows a schematic structural diagram of a brake control device for a rack train proposed in an embodiment of the present application;

Fig. 5 shows a schematic structural diagram of another brake control device for a rack train proposed in an embodiment of the present application;

Fig. 6 shows a schematic structural diagram of another brake control device for a rack train proposed in an embodiment of the present application.

Detailed ways

Hereinafter, exemplary embodiments of the present application will be described in more detail with reference to the accompanying drawings. Although the exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided for a more thorough understanding of the present application and to fully convey the scope of the present application to those skilled in the art.

As shown in FIG. 1, this embodiment proposes a brake control method for a rack train, and the method may include the following steps:

S10. Obtain current operating parameters of the rack train, where the operating parameters include at least a road gradient;

It should be noted that the present application can be applied to a brake controller of a rack train.

It should also be noted that in the straight-through frame control motion control system adopted by the rack train, each vehicle is provided with a bogie, and the bogie is provided with an electronic brake control unit and a braking device. The brake controller can send a brake signal to the electronic brake control unit, so that the electronic brake control unit controls the braking device (adhesive braking device or band brake device) of the corresponding vehicle to output braking force.

Specifically, in the present application, a pressure sensitive element may be arranged inside the road gradient detection device with the function of a level meter, so as to obtain the road gradient of the road currently running on the rack train. Among them, the road gradient includes the type of road gradient (including uphill roads, downhill roads and straight roads) and gradient value.

Among them, when the cogwheel train is running on roads with different road gradients, the road gradient detection device can output different current values; and when the cogwheel train is running on an uphill road or a downhill road, the road slope detection device can output different values. Direction of current.

Specifically, the present application can determine the type and value of the gradient of the road currently running on the rack train based on the current value output by the road gradient detection device and its current direction.

S20. When receiving the braking instruction of the rack train, determine the braking mode to which the braking force applied to the rack train belongs and the braking parameter corresponding to the braking mode according to the operating parameters. The braking method includes adhesive braking and/or band braking, and the braking parameter includes at least one of a normal braking level, a delayed braking duration, and a braking vehicle;

It should be noted that each vehicle can be equipped with an adhesive braking device or a band brake device, the adhesive braking device can output adhesive braking force, and the belt brake device can output band braking force.

Specifically, the two end vehicles of some rack trains can be used as traction trains respectively. For example, when the rack train is traveling in a certain direction, the end vehicle at one end is used as the EMU, and when traveling in the other direction , Regard the end car at the other end as a motor car. In order to make the brake deceleration of the rack train when the different end vehicles are used as high-speed trains, the vehicles with the adhesive braking device can be symmetrically arranged on the rack train, and the vehicles with the belt brake device can be symmetrically arranged on the rack train. Layout. For example, there are 8 vehicles on a rack train. The numbers from one side to the other are 1 to 8. The vehicles numbered 1 and 8 are equipped with belt brakes, and the remaining vehicles are equipped with adhesive brakes.

Among them, the brake types of rack trains can be divided into two types, one is emergency braking, and the other is service braking. When the rack train performs normal braking, the braking device will output the corresponding normal braking force. The service brake level is the brake level corresponding to the service brake force.

Among them, the delayed braking duration is the duration required by the braking device from receiving the braking instruction to starting to output the braking force.

Among them, the braking vehicle is a vehicle corresponding to a braking device that outputs braking force.

Specifically, the braking signal sent to the braking device of this application may carry the vehicle number identification digital code of the braking vehicle, so that when a certain braking device receives the braking signal sent by this application, it can be based on Whether the identification digital code of the vehicle number of the vehicle is included in the braking signal is the identification digital code of the braking vehicle to determine whether it is the output braking force.

It should be noted that this application can carry the vehicle number identification digital code of the braking vehicle in the braking signal to control the output braking force of the braking devices of some or all vehicles in the rack train, or through the braking parameters in the The service brake level is used to control any braking device to output part or all of the braking force. When the service brake level is less than 100%, the brake device outputs part of the braking force. When the service brake level is 100%, the brake The driving device outputs all the braking force.

It should also be noted that during the running of the rack train, if it needs to stop and does not require emergency braking, you can first apply a more stable and effective braking force to the rack train to make the rack train Gradually decelerate under operating conditions that do not suffer from excessive braking impact.

Among them, the present application may determine the braking strategy of the rack train according to the road gradient of the current running road of the rack train when the rack train receives the braking instruction, and the braking strategy includes the braking mode currently required by the rack train ( Adhesive braking or band braking) and the braking parameters corresponding to the braking mode.

It should also be noted that when the cogwheel train is running on an uphill road, because the cogwheel train will be resisted by its own gravity when it goes uphill, when the cogwheel train needs to be braked, the cogwheel train usually only needs to be smaller. The braking force.

Specifically, in order to meet the demand for smaller braking force of rack trains, the present application can control the adhesive braking device and/or belt brake device in the rack train to output a smaller braking force. For example, the present application can Control the output of part or all of the braking force of each adhesive braking device (the braking effect of the adhesive braking force is not strong compared with the belt braking force); it can also control the output of part of the braking force of each belt braking device in the rack train; also Control part of the adhesion brake device and part of the belt brake device to output braking force.

It should also be noted that when the cogwheel train is running on a downhill road, the cogwheel train will be driven by its own gravity when going downhill. Therefore, when the cogwheel train needs to be braked, the cogwheel train usually requires a larger braking force. .

Specifically, in order to meet the demand for greater braking force of rack trains, the present application can control the adhesive braking device and/or belt brake device in the rack train to output greater braking force. For example, the present application can Control the belt brake device located at the rear part of the rack train to output all the braking force (the belt brake device located at the head part of the rack train will cause greater braking impact to the rack train when outputting the braking force Therefore, it is possible to control the output braking force of the belt brake device at the tail part of the rack train in advance, which can reduce the braking impact force suffered by the rack train; it can also control the output part of the belt brake device in the rack train. Power; it is also possible to control part of the adhesive brake device and part of the belt brake device to output braking force.

Among them, in the braking strategy, the braking parameters corresponding to the control adhesive braking device and/or the belt braking device that are used to apply a small or large braking force to the rack train can be performed by a technician Established, this application does not limit this.

It should also be noted that after the running speed of the rack train is gradually decelerated to 0 or close to 0 under the operating state without excessive braking impact force, the present application can apply a relatively strong braking effect to the rack train. Braking force, so that the rack train can be in a stop state, and avoid slipping.

Specifically, in the present application, when the traveling speed of the rack train is reduced to stop (the traveling speed is 0 or close to 0), if the braking instruction of the rack train is received, it can be considered that the rack train needs to be in a parking state. .

Optionally, the present application can directly control each braking device in the rack train to output all braking forces, so that the rack train is in a stopped state.

Optionally, the present application can also determine the corresponding parking strategy according to the current road gradient of the rack train and the braking strategy adopted during deceleration to make the rack train in a parking state. The parking strategy includes the braking mode of the rack train. (Adhesive braking and/or band braking) and the braking parameters corresponding to the braking mode.

Specifically, the parking strategy adopted by this application can increase the braking force corresponding to the braking mode that has been engaged on the basis of the braking strategy, including: increasing the number of braking devices corresponding to the braking mode currently engaged (this The application does not limit the value-added of the number). For example, there are 3 adhesive braking devices in the braking strategy that output 45% of the braking force of the normal braking level, and the parking strategy can be based on the three adhesive braking devices. Then put in two adhesive braking devices that output 45% of the braking force of the normal braking level; increase the braking force output by the currently used brake device, that is, increase the braking force output by the currently used brake device. Level (this application does not limit the value-added of the service brake level). For example, in the braking strategy, there are 3 band brake devices outputting 45% of the braking force of the service brake level, and the parking strategy can set this The service brake level of the braking force output by the three band brake devices is increased to 100%.

Specifically, the parking strategy adopted in the present application can also be based on a single braking mode input by the braking strategy, and the input of another braking mode can be increased. For example, the braking mode in the braking strategy is only adhesive braking, and the parking strategy can be increased. The input of band brake. Wherein, when the application adds another braking mode, the setting of the braking parameter corresponding to the braking mode is not limited.

Specifically, after determining the corresponding braking strategy or parking strategy in this application, the braking signal sent to the electronic brake control unit may carry the determined braking mode and the braking parameters corresponding to the braking mode. information. Among them, this application can use key-value pairs to represent the braking mode and braking parameters, for example {Key: Adhesive braking, Value: (A, B[], C)}, in the key-value pair, A represents the system The normal braking level of the braking force to be output by the braking device of the motor vehicle, B[] represents the number of the braked vehicle, and C represents the delayed braking time, for example, Value: (100%, [1, 2, 3, 4], 0.5) means that when the braking devices of vehicles numbered 1, 2, 3, and 4 receive a braking command, they will output 100% of the braking force at the service brake level after a delay of 0.5 seconds. .

S30. According to the determined braking mode and the braking parameters, control at least part of the braking device of the rack train to output braking force, so that the rack train is in a parking state, wherein the rack The braking device of the train includes an adhesive braking device and a belt braking device.

Specifically, after determining the braking strategy or parking strategy of the rack train, the present application can generate the braking mode and braking parameters according to the braking mode and braking parameters corresponding to the determined braking strategy or parking strategy. The information of the brake signal.

Specifically, the present application may send a braking signal to the electronic brake control unit, so that the electronic brake control unit according to the braking mode and braking parameter information contained in the braking signal and the operating parameters of the vehicle (such as vehicle weight) , Driving speed, etc.), calculate the braking force and control the corresponding braking device to output the calculated braking force.

It should be noted that this application can send a braking signal to the electronic brake control unit according to the determined braking strategy to control the rack train to gradually decelerate under the operating state without excessive braking impact; After the driving speed is gradually decelerated to 0 or close to 0 in the operating state without excessive braking impact, the application can send a braking signal to the electronic brake control unit according to the determined parking strategy, and control the rack train can be safe And smoothly in the parking state.

The brake control method for the rack train proposed in this embodiment obtains the current operating parameters of the rack train, the operating parameters include at least the road gradient, and when the brake command of the rack train is received, the current operating parameters are obtained according to the The operating parameters determine the braking mode to which the braking force applied to the rack train belongs and the braking parameters corresponding to the braking mode. The braking mode includes adhesive braking and/or band braking. Braking parameters include at least one of braking force, delayed braking duration, and braking vehicles. According to the determined braking mode and braking parameters, at least part of the braking device of the rack train is controlled to output braking. Power, so that the rack train is in a parking state, wherein the braking device of the rack train includes an adhesive braking device and a band brake device, which can make the rack train can be properly operated on a steeply sloped road. The brake strategy is used for braking, and the appropriate parking strategy is in the parking state to reduce the braking impact force to the rack train and avoid the rack train from suffering excessive impact due to the braking impact force.

Based on the method shown in FIG. 1, this embodiment proposes another brake control method for rack trains, as shown in FIG. 2. In this method, the operating parameters may include road gradient and driving speed, step S20 It can specifically include:

S21. When the road gradient is greater than the first preset gradient and the traveling speed is greater than the first preset speed, determine that the braking mode to which the braking force to be applied to the rack train belongs is adhesive braking, and determine that The braking parameter corresponding to the adhesive braking is: the first preset braking parameter;

It should be noted that the running speed of the rack train can affect the braking strategy adopted when the rack train is braking and the parking strategy adopted when the rack train is in a stopped state.

Specifically, the present application can obtain the gradient type and the gradient value of the current running road of the rack train according to the current value and the current direction output by the road gradient detection device.

Specifically, the present application may set the obtained slope value of the driving road to have positive and negative values. When the slope value is positive, the slope type is uphill; when the slope value is negative, the slope type is downhill. , The greater the absolute value of the slope value, the steeper the road slope.

Among them, the first preset gradient should be a positive value, and the specific positive value can be formulated by a technician according to actual conditions such as the operating performance of the rack train and relevant operating regulations, which is not limited in this application.

Among them, the present application may set the first preset speed to 0 or a value close to 0.

It should be noted that when the road gradient is greater than the first preset gradient and the traveling speed of the cog train is greater than the first preset speed, the present application may consider that the cog train is currently running on an uphill road. When the road gradient is greater than the first preset gradient and the traveling speed of the rack train is greater than the first preset speed, if the application receives the braking instruction of the rack train, the application can be used in the braking strategy: The method is determined to be adhesive braking (because the cogwheel train is subject to the resistance of its own gravity when going uphill, when the cogwheel train needs to be braked, the cogwheel train usually only needs a small braking force).

Among them, the first preset braking parameter can be specifically formulated by a technician, which is not limited in this application. For example, the size of the service brake level in the first preset braking parameter can be determined to be 45%, the braking vehicles can be determined as all vehicles equipped with adhesive braking devices, and the delayed braking time can be determined to be a smaller value .

In this application, the delayed braking duration in the first preset braking parameter may be set to 0 or a value close to 0, so that the adhesive braking device can immediately output the adhesive braking force after receiving the braking instruction.

S22. When the road gradient is greater than the first preset gradient and the traveling speed is not greater than the first preset speed, it is determined that the braking mode to which the braking force to be applied to the rack train belongs includes belt Brake, the brake parameter determined with the belt brake is: a second preset brake parameter, wherein the second preset brake parameter is the same as or different from the first preset brake parameter .

Specifically, when the road gradient is greater than the first preset gradient and the traveling speed of the rack train is not greater than the first preset speed, if the application receives the braking instruction of the rack train, the application can consider that the rack train requires In a parking state.

Optionally, this application may be in the parking strategy: determine the braking mode as band braking. Wherein, the second preset braking parameter can be specifically formulated by a technician, which is not limited in this application. For example, the service brake level in the second preset braking parameter is determined to be 100%, the braking vehicle is determined to be all vehicles equipped with a belt brake device, and the delayed braking time is determined to be zero.

Optionally, this application can also retain the adhesive braking and the first preset braking parameters adopted in the braking strategy in the parking strategy, that is, this application can apply settings to the rack train on the basis of adopting the braking strategy Band brake with second preset brake parameters.

Wherein, the first preset braking parameter and the second preset braking parameter may be the same. For example, in the first preset braking parameter and the second preset braking parameter, both the service brake levels are set It is 100%, the braking vehicle is set to all vehicles equipped with the braking device corresponding to the braking mode, and the extended braking time is set to 0. Of course, the first preset braking parameter and the second preset braking parameter may also be different.

Optionally, the operating parameters include road gradient and driving speed, and step S20 may also specifically include:

Among them, the first ratio and the second ratio both refer to the percentage of the applied service brake level.

Specifically, the present application may set the first preset speed to 0 or a value close to 0; considering the generation time, transmission time and response time of the brake command, the second preset speed is set to a smaller value, for example 3 kilometers per hour, so that when the train speed is the second preset speed, the brake command starts to be generated. From the time the brake command is generated to the braking device responds to the brake command, the train speed will continue due to the uphill slope. It will be reduced to close to zero. At this time, a small braking force needs to be applied to the rack train so that the rack train will not receive excessive braking impact while decelerating.

Specifically, the present application may apply partial belt braking force to the rack train by setting the normal braking level and the brake vehicle in the braking parameters, so as to apply a smaller braking force to the rack train.

Specifically, the method of applying part of the belt braking force to the rack train in the present application may be: controlling all belt brake devices to output part of the braking force, for example, 45% of the service brake level; controlling part of the belt brake device to output 100 % Braking force at the service brake level; control part of the belt brake device to output part of the braking force, such as 45% service brake level.

Wherein, when the road gradient is greater than the first preset slope and the traveling speed of the rack train is not greater than the first preset speed, if the application receives the braking instruction of the rack train, the application can consider that the rack train needs to be at Parking status.

Specifically, the present application may determine the parking strategy correspondingly according to the braking strategy adopted during the braking process of the rack train.

Specifically, if the braking strategy adopted in the present application to apply partial belt braking force to the rack train is to control all belt braking devices to output partial braking force, then the parking strategy adopted in the present application may be to control all The belt brake device outputs 100% braking force.

Specifically, if the method of applying part of the belt braking force to the rack train adopted in the braking strategy of this application is: controlling the partial belt braking device to output 100% of the braking force of the normal braking level, then this application adopts The parking strategy can be to control all belt brake devices to output 100% of the braking force of the normal braking level.

Specifically, if the method of applying part of the belt braking force to the rack train adopted in the braking strategy of the present application is: controlling part of the belt brake device to output part of the braking force, for example, 45% of the normal braking level, then this The parking strategy applied for can be: control the part of the belt brake device to output 100% of the braking force at the service brake level, or control all the belt brake devices to output the braking force at 100% of the service brake level, or control All belt brake devices output 45% of the braking force of the service brake level.

The braking control method for the rack train proposed in this embodiment can formulate appropriate braking strategies and parking strategies for the rack train when the rack train is running on an uphill road, so that the rack train can be safely and smoothly routed. The driving state enters and is in a parking state.

Based on the method shown in FIG. 1, this embodiment also proposes another brake control method for rack trains, as shown in FIG. 3. In this method, the operating parameters include road gradient and driving speed, and step S20 It can specifically include:

S23. When the road gradient is less than the second preset gradient and the traveling speed is between the third preset speed and the first preset speed, determine the braking force to which the braking force to be applied to the rack train belongs. The driving mode is band braking, and determining the braking parameters corresponding to the band braking includes: a third proportional braking force, wherein the third ratio is less than 100%; the first preset speed is less than the third preset speed;

Among them, the third ratio refers to the percentage of the applied service brake level.

Specifically, in this application, the second preset gradient can be set to a negative value, and the specific negative value can be formulated by a technician according to actual conditions such as the operating performance of the rack train and related operating regulations. This application does not do this. limited.

Specifically, when the road gradient is less than the second preset gradient (negative value), the present application may consider that the rack train is currently running on a downhill road. When the cogwheel train runs on a downhill road, the cogwheel train will be driven by its own gravity when going downhill. Therefore, when the cogwheel train needs to be braked, the cogwheel train usually requires a larger braking force.

Specifically, in the present application, the first preset speed may be set to 0 or a value close to 0; the third preset speed may be set to a smaller value (the third preset speed should be greater than the above-mentioned second preset speed), for example 6 kilometers per hour, because when the speed of the rack train is not less than 6 kilometers per hour, the electric braking force applied to the rack train does not decline. When the speed of the rack train is less than 6 kilometers per hour, apply The electric braking force of the rack train begins to decline, which is an effective deceleration of the rack train. At this time, a larger other form of braking force needs to be applied to the rack train. For example, this application can control the output of part or all of the belt brake device A belt braking force with a service brake level of less than 100%, such as a braking force at a service brake level of 60%, can be applied to the rack-gear train with a larger braking force.

Wherein, the specific value of the second ratio may be determined by the operating parameters of the rack train (such as traveling speed, vehicle weight), so as to minimize the braking impact force suffered by the rack train, which is not limited in this application.

S24. When the road gradient is greater than the second preset gradient and the traveling speed is not greater than the third preset speed, it is determined that the braking mode to which the braking force that needs to be applied to the rack train belongs is a belt braking system. And determining the braking parameter corresponding to the band brake includes: a second proportional braking force, wherein the second ratio is 100%.

Specifically, when the road gradient is greater than the second preset gradient and the traveling speed of the rack train is not greater than the third preset speed, if the application receives the braking instruction of the rack train, the application can consider that the rack train needs In a parking state.

It should be noted that, in order to enable the rack train to be parked on a downhill road without slipping, the application should apply a relatively strong braking force to the rack train in the parking strategy.

Optionally, in the setting of the parking strategy, the present application can directly control each belt brake device to output a braking force with a normal braking level of 100%; it can also control a part of the belt brake that outputs braking force in the braking strategy. The braking device outputs a braking force with a normal braking level of 100%.

Among them, the vehicles in the third brake vehicle group and the fourth brake vehicle group may constitute part or all of the vehicles in the rack train equipped with belt brake devices. This application applies to the third brake vehicle group and the fourth brake vehicle group. The number of vehicles included in the motor vehicle group is not limited.

Specifically, when the road gradient is less than the second preset gradient (negative value), the present application may consider that the rack train is currently running on a downhill road. If the present application receives a braking instruction while the rack train is currently running on a downhill road, the present application may determine the braking mode as band braking.

Specifically, this application can first control the belt brake device located at the rear of the rack train to output part or all of the belt braking force (the belt brake device located at the head portion of the rack train will give the gear when outputting braking force. Rail trains cause greater braking impact. Therefore, first control the belt brake at the tail of the rack train to output braking force, which can reduce the braking impact suffered by the rack train, and delay the braking time. After that, control the remaining part or all of the band brake devices to output part or all of the band brake force.

This application can set the combination of two sets of braking vehicles and delayed braking duration in the braking parameters of the corresponding band brake, the third braking vehicle group and the first delayed braking duration are one combination, and the fourth system The motor vehicle group and the second delayed braking duration are another combination. The present application may send a braking signal containing the two combinations to each belt brake device, so that: the belt brake of the third brake vehicle group After receiving the braking signal, the braking device outputs part or all of the braking force after delaying the first delayed braking time after receiving the braking signal, and the band brake device of the fourth braking vehicle group delays the second delayed braking after receiving the braking signal After a long period of time, part or all of the braking force is output.

Specifically, the third brake vehicle group may be a part of the vehicle with a belt brake device installed at the rear of the rack train, and the fourth brake vehicle group may be a belt brake device installed at the head of the rack train. Part of the vehicle. In order to better understand the process in which the fourth braking vehicle group is delayed from the third braking vehicle group in executing the braking signal, the following example 1 will be described.

Example 1: In a cog train with a number of vehicles of 6, the vehicles at both ends of the cog train (numbered 1, 6) are equipped with belt braking devices, and the remaining vehicles are equipped with adhesive braking devices. When the cog train is running on When braking on a downhill road, this application can be set in the braking parameters: a combination of the braking vehicle number 6 (the tail vehicle) and the delayed braking duration of 0 seconds (the first delayed braking duration), The braking vehicle number is a combination of 1 (head end vehicle) and a delayed braking time of 3 seconds (second delayed braking time), and a braking signal containing the braking parameter is sent to each belt brake device to make : The belt brake device of the rear end vehicle outputs all braking force immediately after receiving the braking signal, and the belt brake device of the front end vehicle outputs all the braking force after receiving the braking signal after a delay of 3 seconds.

Specifically, the present application may determine the second delay time according to the operating parameters such as the running speed of the rack train during the downhill process and the length of the rack train. For example, the length of the rack train is divided by the third time for the rack train to start feeding the rack train. The value obtained by the traveling speed of the rack train when the braking force is applied by the braking group is used as the second delay time.

The braking control method of the rack train proposed in this embodiment can formulate appropriate braking strategies and parking strategies for the rack train when the rack train is running on a downhill road, so that the rack train can be safely and smoothly routed. The driving state enters and is in a parking state.

Corresponding to the method shown in FIG. 1, this embodiment proposes a brake control device for a rack train. As shown in FIG. 4, the device may include: a first obtaining unit 10, a first determining unit 20, and a first The control unit 30, wherein:

The first obtaining unit 10 is configured to obtain current operating parameters of the rack train, and the operating parameters include at least a road gradient;

Specifically, in the present application, a pressure sensitive element may be arranged inside the road gradient detection device with the function of a level meter, so as to obtain the road gradient of the road currently running on the rack train. Among them, the road slope includes the slope type and slope value of the road.

The first determining unit 20 is configured to determine, according to the operating parameters, the braking mode to which the braking force to be applied to the rack train belongs and is related to the braking mode of the rack train when the braking instruction of the rack train is received. The braking parameter corresponding to the braking mode, the braking mode includes adhesive braking and/or band braking, and the braking parameter includes at least one of the normal braking level, the delayed braking duration, and the braking vehicle Species

Wherein, the present application may determine the braking strategy of the rack train according to the road gradient of the current running road of the rack train when the rack train receives the braking instruction, and the braking strategy includes the braking mode and the braking method currently required by the rack train. Braking parameters corresponding to the braking mode.

Specifically, in order to meet the demand for a smaller braking force of the rack train, the present application can control the adhesive braking device and/or the belt brake device in the rack train to output a smaller braking force.

Specifically, in order to meet the demand for greater braking force of the rack train, the present application can control the adhesive braking device and/or the belt brake device in the rack train to output a greater braking force.

Specifically, in the present application, when the traveling speed of the rack train is reduced to a stop, if a braking instruction of the rack train is received, it can be considered that the rack train needs to be in a stop state.

Optionally, the present application can also determine the corresponding parking strategy according to the current road gradient of the rack train and the braking strategy adopted during deceleration to make the rack train in a parking state. The parking strategy includes the braking mode of the rack train. And the braking parameters corresponding to the braking mode.

Specifically, the parking strategy adopted in this application can increase the braking force corresponding to the braking mode that has been engaged on the basis of the braking strategy, including: increasing the number of braking devices corresponding to the braking mode currently engaged; Increase the braking force output by the currently applied braking device, that is, increase the service braking level of the braking force output by the currently applied braking device.

Specifically, the parking strategy adopted in the present application can also be based on a single braking mode with a braking strategy input, adding another braking mode input.

Specifically, after determining the corresponding braking strategy or parking strategy in this application, the braking signal sent to the electronic brake control unit may carry the determined braking mode and the braking parameters corresponding to the braking mode. information. Among them, the present application may use key-value pairs to express the braking mode and braking parameters.

The first control unit 30 is configured to control at least part of the braking device of the rack train to output braking force according to the determined braking mode and the braking parameters, so that the rack train is at a stop. State, wherein the braking device of the rack train includes an adhesive braking device and a band braking device.

The brake control device for the rack train proposed in this embodiment can enable the rack train to be braked with an appropriate braking strategy on a steeply sloped road, and to be in a parking state with an appropriate parking strategy, reducing the amount of tooth feeding. The braking impact force of the rail train prevents the rack train from suffering excessive impact due to the braking impact force.

Based on the device shown in FIG. 4, this embodiment proposes another rack train brake control device. As shown in FIG. 5, in the device, the operating parameters may include road gradient and driving speed. A determining unit 20 may specifically include: a second determining unit 21 and a third determining unit 22, wherein:

The second determining unit 21 is configured to determine the brake to which the braking force to be applied to the rack train belongs when the road gradient is greater than the first preset gradient and the traveling speed is greater than the first preset speed The method is adhesive braking, and determining the braking parameter corresponding to the adhesive braking is: the first preset braking parameter;

It should be noted that when the road gradient is greater than the first preset gradient and the traveling speed of the cog train is greater than the first preset speed, the present application may consider that the cog train is currently running on an uphill road. When the road gradient is greater than the first preset gradient and the traveling speed of the rack train is greater than the first preset speed, if the application receives the braking instruction of the rack train, the application can be used in the braking strategy: The method is determined to be adhesive braking.

The third determining unit 22 is configured to determine the system that needs to be applied to the rack train when the road gradient is greater than the first preset gradient and the traveling speed is not greater than the first preset speed. The braking mode to which the power belongs includes band braking, and the braking parameter determined with the band braking is: a second preset braking parameter, where the second preset braking parameter is the same as the first The preset braking parameters are the same or different.

Optionally, this application may be in the parking strategy: determine the braking mode as band braking.

Optionally, the present application may also retain the sticky braking and the first preset braking parameters adopted in the braking strategy in the parking strategy.

Among them, the first preset braking parameter and the second preset braking parameter may be the same. Set the braking vehicle to all vehicles equipped with the braking device corresponding to the braking mode, and set the extended braking time to 0. Of course, the first preset braking parameter and the second preset braking parameter may also be different.

Optionally, the operating parameters include road gradient and driving speed, and the first determining unit 20 may also specifically include: a fourth determining unit and a fifth determining unit, wherein:

Specifically, the present application may set the first preset speed to 0 or a value close to 0; considering the generation time, transmission time, and response time of the brake command, the second preset speed is set to a smaller value.

Specifically, the method of applying part of the belt braking force to the rack train in the present application may be: controlling all belt brake devices to output part of the braking force; controlling part of the belt brake devices to output 100% of the braking force at the normal braking level ; The control part of the belt brake device outputs part of the braking force.

The brake control device for the rack train proposed in this embodiment can formulate appropriate braking strategies and parking strategies for the rack train when the rack train is running on an uphill road, so that the rack train can be safely and smoothly routed. The driving state enters and is in a parking state.

Based on the equipment shown in Figure 4, this embodiment also proposes another brake control equipment for rack trains. As shown in Figure 6, in this equipment, the operating parameters may include road gradient and driving speed. The first determining unit 20 may specifically include: a sixth determining unit 23 and a seventh determining unit 24, where:

The sixth determining unit 23 is configured to determine that when the road gradient is less than the second preset gradient and the driving speed is between the third preset speed and the first preset speed, it is determined that the gear needs to be applied to the tooth. The braking mode to which the braking force of the rail train belongs is band braking, and determining the braking parameters corresponding to the band braking includes: a third proportional braking force, wherein the third ratio is less than 100%; first The preset speed is less than the third preset speed;

Specifically, this application may set the second preset gradient to a negative value.

Specifically, when the road gradient is less than the second preset gradient (negative value), the present application may consider that the rack train is currently running on a downhill road.

Specifically, in the present application, the first preset speed may be set to 0 or a value close to 0; the third preset speed may be set to a smaller value (the third preset speed should be greater than the above-mentioned second preset speed), for example 6 kilometers per hour.

Among them, the specific value of the second ratio may be determined by the operating parameters of the rack train (such as traveling speed, vehicle weight).

The seventh determining unit 24, when the road gradient is greater than the second preset gradient and the traveling speed is not greater than the third preset speed, determines the braking force that needs to be applied to the rack train to belong to The driving mode is band braking, and determining the braking parameters corresponding to the band braking includes: a second proportional braking force, wherein the second proportion is 100%.

Optionally, the operating parameters include road gradient and driving speed, and the first determining unit 20 may also be specifically configured to:

Specifically, the present application can first control the output of part or all of the belt braking force of the belt brake device located at the rear of the rack train, and control the remaining part or all of the output of the belt brake device after the braking time is delayed. All belt braking force.

Specifically, the third brake vehicle group may be a part of the vehicle with a belt brake device installed at the rear of the rack train, and the fourth brake vehicle group may be a belt brake device installed at the head of the rack train. Part of the vehicle. In order to better understand the process in which the fourth braking group of vehicles is delayed from the third braking group of vehicles performing the braking signal.

The brake control device for the rack train proposed in this embodiment can formulate appropriate braking strategies and parking strategies for the rack train when the rack train is running on a downhill road, so that the rack train can be safely and smoothly routed. The driving state enters and is in a parking state.

It should also be noted that the terms "include", "include" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity or equipment including a series of elements includes not only those elements, but also Other elements that are not explicitly listed, or also include elements inherent to such processes, methods, commodities, or equipment. If there are no more restrictions, the element defined by the sentence "including a..." does not exclude the existence of other identical elements in the process, method, commodity or equipment that includes the element.

The above are only examples of the application, and are not used to limit the application. For those skilled in the art, this application can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of this application shall be included in the scope of the claims of this application.

Claims

A brake control method for a rack train, characterized in that the method includes:

Obtain current operating parameters of the rack train, where the operating parameters include at least the road gradient;

Upon receiving the braking instruction of the rack train, determine the braking mode to which the braking force to be applied to the rack train belongs and the braking parameter corresponding to the braking mode according to the operating parameters, so The braking method includes adhesive braking and/or band braking, and the braking parameter includes at least one of a normal braking level, a delayed braking duration, and a braking vehicle;

According to the determined braking mode and the braking parameters, control at least part of the braking device of the rack train to output braking force so that the rack train is in a parking state, wherein the rack Braking devices include adhesive braking devices and band braking devices.
The method according to claim 1, wherein the operating parameters include road gradient and driving speed, and the braking mode and the corresponding braking force to be applied to the rack train are determined according to the operating parameters. The braking parameters corresponding to the braking mode include:

When the road gradient is greater than the first preset gradient and the traveling speed is greater than the first preset speed, it is determined that the braking mode to which the braking force to be applied to the rack train belongs is adhesive braking, and the determination is The braking parameter corresponding to adhesive braking is: the first preset braking parameter;

When the road gradient is greater than the first preset gradient and the traveling speed is not greater than the first preset speed, it is determined that the braking mode to which the braking force to be applied to the rack train belongs includes a belt brake The braking parameter determined with the belt brake is: a second preset braking parameter, wherein the second preset braking parameter is the same as or different from the first preset braking parameter.
The method according to claim 1, wherein the operating parameters include road gradient and driving speed, and the braking mode and the corresponding braking force to be applied to the rack train are determined according to the operating parameters. The braking parameters corresponding to the braking mode include:

When the road gradient is greater than the first preset gradient and the traveling speed is between the second preset speed and the first preset speed, determine the braking mode to which the braking force to be applied to the rack train belongs For band braking, determining the braking parameter corresponding to the band braking includes: a first proportional braking force and/or a first braking vehicle group, wherein the first proportion is less than 100%, and the first proportion is less than 100%. A brake vehicle group is a vehicle group composed of some vehicles with band-type braking devices, and the first preset speed is less than the second preset speed;

When the road gradient is greater than the first preset gradient and the traveling speed is not greater than the first preset speed, determining that the braking mode to which the braking force to be applied to the rack train belongs is band braking, Determining the braking parameter corresponding to the band brake includes: a second proportional braking force and/or a second braking vehicle group, where the second ratio is 100%, and the second braking vehicle group is A vehicle group consisting of all vehicles with band brakes.
The method according to claim 1, wherein the operating parameter includes a road gradient, and the braking method to which the braking force to be applied to the rack train belongs is determined according to the operating parameter and is related to the braking method. Braking parameters corresponding to the dynamic mode, including:

When the road gradient is less than the second preset gradient, determining that the braking mode to which the braking force to be applied to the rack train belongs is band braking, and determining the braking parameters corresponding to the band braking includes : The third braking vehicle group, the first delayed braking duration, the fourth braking vehicle group, and the second delayed braking duration, wherein the first delayed braking duration corresponds to the third braking vehicle group, The second delayed braking duration corresponds to the fourth braking vehicle group, the first delayed braking duration is 0, the second delayed braking duration is greater than 0, and the third braking vehicle group is relatively As the fourth braking vehicle group is closer to the rear of the rack train, the third braking vehicle group and the fourth braking vehicle group are both vehicle groups composed of vehicles with a belt brake device.
The method according to claim 1, wherein the operating parameters include road gradient and driving speed, and the braking method and the corresponding braking force to be applied to the rack train are determined according to the operating parameters. The braking parameters corresponding to the braking mode include:

When the road gradient is less than the second preset gradient and the traveling speed is between the third preset speed and the first preset speed, determine the braking mode to which the braking force to be applied to the rack train belongs For band braking, determining the braking parameters corresponding to the band braking includes: a third proportional braking force, wherein the third ratio is less than 100%; the first preset speed is less than the third preset speed;

When the road gradient is greater than the second preset gradient and the traveling speed is not greater than the third preset speed, determining that the braking mode to which the braking force to be applied to the rack train belongs is band braking, Determining the braking parameter corresponding to the band brake includes: a second proportional braking force, wherein the second ratio is 100%.
A brake control device for a rack train, characterized in that the device comprises: a first obtaining unit, a first determining unit and a first control unit, wherein:

The first obtaining unit is configured to obtain current operating parameters of the rack train, where the operating parameters include at least a road gradient;

The first determining unit is configured to determine, according to the operating parameters, the braking mode to which the braking force to be applied to the rack train belongs and is related to the braking instruction of the rack train when the braking instruction of the rack train is received. Braking parameters corresponding to the braking modes, the braking modes include adhesive braking and/or band braking, and the braking parameters include at least one of a normal braking level, a delayed braking duration, and a braking vehicle ；

The first control unit is configured to control at least part of the braking device of the rack train to output braking force according to the determined braking mode and the braking parameters, so that the rack train is in a parking state , Wherein, the braking device of the rack train includes an adhesive braking device and a belt braking device.
The device according to claim 6, wherein the operating parameters include road gradient and driving speed, and the first determining unit specifically includes: a second determining unit and a third determining unit, wherein:

The second determining unit is configured to determine the braking mode to which the braking force to be applied to the rack train belongs when the road gradient is greater than a first preset gradient and the traveling speed is greater than a first preset speed For adhesive braking, determining the braking parameter corresponding to the adhesive braking is: the first preset braking parameter;

The third determining unit is configured to determine the braking force that needs to be applied to the rack train when the road gradient is greater than the first preset gradient and the traveling speed is not greater than the first preset speed The braking mode to which it belongs includes band braking, and the braking parameter determined with the band braking is: a second preset braking parameter, where the second preset braking parameter is the same as the first preset braking parameter. Set the brake parameters to be the same or different.
The device according to claim 6, wherein the operating parameters include road gradient and driving speed, and the first determining unit specifically includes: a fourth determining unit and a fifth determining unit, wherein:

The fourth determining unit is configured to determine that it needs to be applied to the rack when the road gradient is greater than a first preset gradient and the driving speed is between a second preset speed and a first preset speed The braking mode to which the braking force of the train belongs is band braking, and determining the braking parameters corresponding to the band braking includes: a first proportional braking force and/or a first braking vehicle group, wherein the first A ratio is less than 100%, the first braking vehicle group is a vehicle group consisting of some vehicles with band braking devices, and the first preset speed is less than the second preset speed;

The fifth determining unit is configured to determine which braking force to be applied to the rack train belongs to when the road gradient is greater than the first preset gradient and the traveling speed is not greater than the first preset speed The braking mode is band braking, and determining the braking parameters corresponding to the band braking includes: a second proportional braking force and/or a second braking vehicle group, wherein the second proportion is 100%, The second brake vehicle group is a vehicle group composed of all vehicles with a band brake device.
The device according to claim 6, wherein the operating parameters include road gradient and driving speed, and the first determining unit is specifically configured to:

When the road gradient is less than the second preset gradient, determining that the braking mode to which the braking force to be applied to the rack train belongs is band braking, and determining the braking parameters corresponding to the band braking includes : The third braking vehicle group, the first delayed braking duration, the fourth braking vehicle group, and the second delayed braking duration, wherein the first delayed braking duration corresponds to the third braking vehicle group, The second delayed braking duration corresponds to the fourth braking vehicle group, the first delayed braking duration is 0, the second delayed braking duration is greater than 0, and the third braking vehicle group is relatively As the fourth braking vehicle group is closer to the rear of the rack train, the third braking vehicle group and the fourth braking vehicle group are both vehicle groups composed of vehicles with a belt brake device.
The device according to claim 6, wherein the operating parameters include road gradient and driving speed, and the first determining unit specifically includes: a sixth determining unit and a seventh determining unit, wherein:

The sixth determining unit is configured to determine that it needs to be applied to the rack when the road gradient is less than the second preset gradient and the driving speed is between the third preset speed and the first preset speed. The braking mode to which the braking force of the train belongs is band braking, and determining the braking parameters corresponding to the band braking includes: a third proportional braking force, wherein the third ratio is less than 100%; Set the speed to be less than the third preset speed;

The seventh determining unit determines the brake to which the braking force to be applied to the rack train belongs when the road gradient is greater than the second preset gradient and the traveling speed is not greater than the third preset speed The method is band braking, and determining the braking parameter corresponding to the band braking includes: a second proportional braking force, wherein the second ratio is 100%.