Train output force adjusting method, device, equipment, medium and product program

Abstract

The embodiment of the invention relates to the technical field of rail transit, in particular to a train output force adjusting method and device, equipment, a medium and a product program. The invention provides a train output force adjusting method. The train output force adjusting method comprises the steps that current moment information and geographical position information and operation planning information of a target heavy-load combined train are obtained; determining the current train working condition of the target heavy load combined train according to the current moment information and the operation planning information; determining a current line working condition according to the geographical location information and the operation planning information; and according to the current line working condition and the current train working condition, the output power of a main locomotive and the output power of a slave locomotive of the target heavy-load combined train are dynamically adjusted. The traction / electric braking force difference of the master and slave control locomotives is realized to relieve or counteract the inconsistent stress of the front and back of the train caused by the line difference and the train working condition difference, so that the longitudinal impulse of the train is reduced.

Description

Technical Field

[0001] The embodiments of the present invention relate to the technical field of rail transit, and in particular, to a method, device, equipment, medium, and product program for adjusting the output force of a train. Background Art

[0002] A heavy-haul combined train consists of multiple locomotives and vehicles, and usually runs in a formation of 10,000 to 30,000 tons. In China, the formation of two locomotives in a 1+1 formation pulling a 20,000-ton train is a common formation on heavy-haul lines. The main principle is that the wireless synchronous control system connects two locomotives through wireless communication to achieve consistent control of the two locomotives.

[0003] The existing wireless synchronous control system is based on the principle of synchronization. By improving the real-time communication and the consistency of the control strategies of the master and slave locomotives, the synchronization of the master and slave locomotives is ensured. Usually, the line environment and locomotive operating conditions are not considered, and the master and slave locomotives are controlled synchronously without distinction. With the increase in the traction tonnage, in a complex line environment, the undifferentiated synchronous control will inevitably cause longitudinal impulses of the train, posing a risk to the operation of the train. It is urgent to optimize the existing control method to improve the longitudinal dynamic performance of the train. Summary of the Invention

[0004] The purpose of the present invention is to provide at least a method, device, equipment, medium, and product program for adjusting the output force of a train, which can at least solve the problem that with the increase in the traction tonnage, in a complex line environment, the undifferentiated synchronous control will inevitably cause longitudinal impulses of the train, posing a risk to the operation of the train. According to the differences in the line states and train operating conditions before and after the heavy-haul combined train, through the dynamic distribution of the locomotive traction / electric braking force, the differences in the traction / electric braking force between the master and slave locomotives are realized, so as to relieve or offset the inconsistent forces on the front and rear of the train caused by the line differences and train operating conditions differences, thereby reducing the longitudinal impulses of the train.

[0005] To solve the above technical problems, the present application proposes five aspects.

[0006] In the first aspect, the present application provides a method for adjusting the output force of a train, including: obtaining the current time information, the geographical location information, and the operation plan information of the target heavy-haul combined train; determining the current train operating condition of the target heavy-haul combined train according to the current time information and the operation plan information; determining the current line condition according to the geographical location information and the operation plan information; and dynamically adjusting the output power of the master locomotive and the slave locomotive of the target heavy-haul combined train according to the current line condition and the current train operating condition.

[0007] In some embodiments, the current line condition includes: a starting condition; the dynamically adjusting the output power of the main locomotive and the slave locomotives of the target heavy-haul combined train according to the current line condition and the current train condition includes: obtaining the current traveling speed and the target traveling speed; determining a speed difference ratio according to the current traveling speed and the target traveling speed; and adjusting the output power of the traction motors of the main locomotive and the slave locomotives under the starting condition according to the speed difference ratio.

[0008] In some embodiments, the dynamically adjusting the output power of the main locomotive and the slave locomotives of the target heavy-haul combined train according to the current line condition and the current train condition further includes: obtaining the duration of the target heavy-haul combined train in the starting condition; obtaining a preset duration; when the duration is greater than or equal to the preset duration, obtaining a preset adjustment gradient; and adjusting the output power of the main locomotive and the slave locomotives of the target heavy-haul combined train according to the adjustment gradient.

[0009] In some embodiments, the current line condition includes: a slope-changing condition; the dynamically adjusting the output power of the main locomotive and the slave locomotives of the target heavy-haul combined train according to the current line condition and the current train condition further includes: determining the train length of the target heavy-haul combined train passing through the slope-changing point according to the geographical location information; obtaining a preset first length range; when the train length is within the first length range, obtaining the first slope information and the second slope information on both sides of the slope-changing point; determining a first average slope of the part of the target heavy-haul combined train passing through the slope-changing point according to the train length and the first slope information; determining a second average slope of the part of the target heavy-haul combined train not passing through the slope-changing point according to the train length and the second slope information; and skipping frames to adjust the output power of the main locomotive and the slave locomotives of the target heavy-haul combined train under the slope-changing condition according to the first average slope and the second average slope.

[0010] In some embodiments, the dynamically adjusting the output power of the main locomotive and the slave locomotives of the target heavy-haul combined train according to the current line condition and the current train condition further includes: when the train length is greater than or equal to the maximum value of the first length range, obtaining a preset adjustment gradient; and adjusting the output power of the main locomotive and the slave locomotives of the target heavy-haul combined train according to the adjustment gradient.

[0011] In some embodiments, the current line condition further includes: a force-limiting condition; the step of dynamically adjusting the output power of the main locomotive and the slave locomotives of the target heavy-haul combined train according to the current line condition and the current train condition further includes: determining whether the main locomotive or the slave locomotive of the target heavy-haul combined train is in a force-limiting section according to the geographical location information; when the main locomotive or the slave locomotive is in the force-limiting section, obtaining the upper limit of the allowable output power in the force-limiting section; and adjusting the output power of the main locomotive and the slave locomotives of the target heavy-haul combined train in the force-limiting condition according to the upper limit of the output power and the set value of the output power of the main locomotive / slave locomotive.

[0012] In a second aspect, the present application provides an apparatus for adjusting the output force of a train, including: a first acquisition module configured to acquire current time information, geographical location information, and operation planning information of a target heavy-haul combined train; a first determination module configured to determine the current train condition of the target heavy-haul combined train according to the current time information and the operation planning information; a second determination module configured to determine the current line condition according to the geographical location information and the operation planning information; and a third determination module configured to dynamically adjust the output power of the main locomotive and the slave locomotives of the target heavy-haul combined train according to the current line condition and the current train condition.

[0013] In a third aspect, the present application provides a computer electronic production device, including a memory, a processor, and a computer program stored on the memory, where the processor executes the computer program to implement the steps of the method according to any one of the first aspects.

[0014] In a fourth aspect, the present application provides a computer-readable storage medium, on which a computer program is stored, characterized in that when the computer program is executed by a processor, the steps of the method according to any one of the first aspects are implemented.

[0015] In a fifth aspect, the present application provides a computer program product, including a computer program, characterized in that when the computer program is executed by a processor, the steps of the method according to any one of the first aspects are implemented.

[0016] The present application solves the problem that as the traction tonnage increases, in a complex line environment, undifferentiated synchronous control will inevitably cause longitudinal impulses of the train, posing a risk to the operation of the train. According to the differences in the line states and train conditions before and after the heavy-haul combined train, through dynamic distribution of locomotive traction / electric braking force, the differences in traction / electric braking force between the master and slave locomotives are realized, so as to alleviate or offset the inconsistent forces on the front and rear of the train caused by line differences and train condition differences, thereby reducing the longitudinal impulse of the train. Description of the Drawings

[0017] One or more embodiments are exemplarily illustrated by pictures in the corresponding drawings, and these exemplary illustrations do not constitute a limitation on the embodiments.

[0018] Figure 1 This is the main flowchart of a method for adjusting the output force of a train provided by an embodiment of the present application;

[0019] Figure 2 This is the main structural block diagram of a device for adjusting the output force of a train provided by an embodiment of the present application. Detailed implementation manners

[0020] To make the objectives, technical solutions, and advantages of the embodiments of the present application clearer, the embodiments of the present application will be described in detail below with reference to the accompanying drawings. However, those of ordinary skill in the art can understand that in the embodiments of the present application, many technical details are provided to help readers better understand the present application. However, even without these technical details and various changes and modifications based on the following embodiments, the technical solutions required to be protected by the present application can still be implemented. The following division of each embodiment is for convenience of description and should not constitute any limitation on the specific implementation manner of the present application. Each embodiment can be combined and cross-referenced with each other on the premise of no contradiction.

[0021] A heavy-haul combined train consists of multiple locomotives and vehicles and usually runs in a formation of 10,000 to 30,000 tons. In China, the formation of two locomotives in a 1+1 formation pulling a 20,000-ton train is a common formation on heavy-haul lines. Its main principle is that the wireless synchronous control system connects two locomotives through wireless communication to achieve consistent control of the two locomotives.

[0022] The existing wireless synchronous control system takes synchronization as the basic principle. By improving the real-time performance of communication and the consistency of the control strategies of the master and slave locomotives, the synchronization of the master and slave locomotives is ensured. Usually, the line environment and locomotive working conditions are not considered, and the master and slave locomotives are controlled synchronously without discrimination. With the increase in the traction tonnage, in a complex line environment, the non-discriminatory synchronous control is likely to cause longitudinal impulses of the train, posing a risk to the operation of the train. Therefore, it is urgent to optimize the existing control method to improve the longitudinal dynamic performance of the train.

[0023] To solve the above technical problems, the present invention proposes a method for adjusting the output force of a train. The following specifically describes the implementation details of the method for determining the bandwidth of this embodiment. The following content is only for facilitating understanding and is not necessary for implementing this solution.

[0024] Embodiment 1:

[0025] This application provides a method for adjusting the output force of a train. The method is applicable to electronic production equipment, which can be a server, a mobile terminal, a computer, a cloud platform, etc. The functions realized by the production equipment data processing provided in the embodiments of this application can be implemented by a processor of the electronic production equipment calling program code, where the program code can be stored in a computer storage medium. The method for adjusting the output force of the train includes:

[0026] Step S1: Obtain the current time information, the geographical location information of the target heavy-haul combined train, and the operation plan information.

[0027] Before the train runs, it will plan the route and plan the train's operation information according to the route and task requirements. The operation information mainly includes: at what time the train needs to stop at which station and at what time it needs to start at which station. At the same time, the operation plan information also includes the route information of the train. The route information will generate a map, and the slope information and restriction information of each position on the route can be clearly expressed in the map.

[0028] Step S2: Determine the current train condition of the target heavy-haul combined train according to the current time information and the operation plan information.

[0029] Therefore, after knowing the current time information of the train, the current train condition can be determined by comparing with the operation plan information. That is, the current train condition can be determined.

[0030] Step S3: Determine the current line condition according to the geographical location information and the operation plan information.

[0031] Similarly, after obtaining the current geographical location information of the train, the position of the train on the line can be determined through the geographical location information and the operation plan information, and then the current line condition of the line can be clarified through the operation plan information.

[0032] Step S4: Dynamically adjust the output power of the main locomotive and the slave locomotives of the target heavy-haul combined train according to the current line condition and the current train condition.

[0033] When a combined heavy-haul train operates along a planned route and according to a preset operation plan, the longitudinal force balance of the train may be broken due to the route conditions and the working conditions of the vehicles themselves. For example, when the train runs to the position of a grade change point, since the slopes before and after the grade change point are different and the combined heavy-haul train is relatively long, the longitudinal forces between the carriages before and after the grade change point are different. At this time, if the master-slave locomotive synchronous control is still adopted, the longitudinal force balance between the carriages will be broken, increasing the risk of longitudinal impulse of the train and endangering the train operation safety. Similarly, when the train enters a force-limiting section, because the train is long, the master and slave locomotives are in different working condition requirements. Similarly, if synchronous control is adopted for the master and slave locomotives, it will also increase the risk of longitudinal impulse of the train. Similarly, in the starting condition of the train, if synchronous control is adopted for the master and slave locomotives, it will also increase the risk of longitudinal impulse of the train. Therefore, in this application, it is necessary to adjust the output power of the master locomotive and the slave locomotive in a timely manner according to the train working conditions and line working conditions encountered in the operation plan information, so as to perform asynchronous control on the master locomotive and the slave locomotive, reduce the risk of longitudinal impulse of the train, and improve the train operation safety.

[0034] Among them, in this application, it is considered that when the train is in the starting condition, the line condition is in the grade change point condition and the force-limiting condition, it is relatively easy to have the situation of longitudinal impulse risk of the train. Therefore, this application will respectively explain how to achieve asynchronous control of the master locomotive and the slave locomotive when encountering the above three conditions. Of course, in the actual operation situation, the above three situations may overlap.

[0035] Therefore, in some embodiments, when the train working condition is the starting condition, step S4 "dynamically adjust the output power of the master locomotive and the slave locomotive of the target heavy-haul combined train according to the current line working condition and the current train working condition" includes:

[0036] Step S411: Obtain the current driving speed and the target driving speed.

[0037] Step S412: Determine the speed difference ratio according to the current driving speed and the target driving speed.

[0038] Step S413: Adjust the output power of the traction motors of the master locomotive and the slave locomotive under the starting condition according to the speed difference ratio.

[0039] In some embodiments, step S4 "dynamically adjust the output power of the master locomotive and the slave locomotive of the target heavy-haul combined train according to the current line working condition and the current train working condition" further includes:

[0040] Step S414: Obtain the duration of the target heavy-haul combined train in the starting condition.

[0041] Step S415: Obtain a preset duration.

[0042] Step S416: When the duration is greater than or equal to the preset duration, obtain a preset adjustment gradient.

[0043] Step S417: Adjust the output power of the main locomotive and the slave locomotives of the target heavy-haul combined train according to the adjustment gradient.

[0044] During the normal braking and stopping process, the couplers of the train are compressed, and during the train starting process, the couplers of the train are stretched. The main control locomotive pulls the vehicles one by one, and the couplers change from the compressed state to the stretched state. Since there are vehicles in front of and behind the slave control locomotive, during the train starting process, if the slave control locomotive gives traction force too early or too large, it will cause the slave control locomotive to form a forward impact trend or move forward relative to the vehicle, further compressing the couplers between the vehicles in front of the slave control locomotive. During the train traction, the stretching stroke of the coupler will increase, and the pulling force of the coupler will increase, resulting in impulse.

[0045] To solve this problem, the traction force of the slave control locomotive should be transferred to the main control locomotive to reduce the compression amount of the coupler force caused by the slave control locomotive during the train starting stage.

[0046] The transfer and distribution ratio of the main and slave control locomotives is K s The relationship is as follows:

[0047]

[0048] k p : The dynamic distribution weight coefficient of traction / electric braking force during the train starting stage, taking values from 0.3 to 1, usually calibrated through tests. Since the above three working conditions may occur superimposed in actual operation, when a working condition appears alone, k p takes 1, and when there are other working conditions superimposed with the starting working condition, the value of k needs to be determined according to the superimposed working conditions. p The numerical value.

[0049] v0: The speed threshold, which is related to the vehicle type, taking values of 3 - 10 km / h, usually calibrated through tests.

[0050] v: The train speed.

[0051] T0: The time threshold, the effective time for dynamic distribution of traction / electric braking force. After exceeding this time, no more distribution is performed, and it is executed uniformly according to the main and slave locomotives.

[0052] t: The time counted from the start of re-distribution, the duration of dynamic distribution of traction / electric braking force.

[0053] The distribution value of the traction / electric braking force of the main control locomotive is f0, a positive number indicates traction, and a negative number indicates electric braking force. There is:

[0054] f0 = f * (1 + Ks )

[0055] The set value of the electric braking force of the master and slave locomotives is f, where a positive number indicates traction and a negative number indicates electric braking force;

[0056] The distribution value of the electric braking force of the slave locomotive is f1, where a positive number indicates traction and a negative number indicates electric braking force:

[0057] f1 = f * (1 - K s )。

[0058] Moreover, in this application, when the duration of the starting condition is greater than or equal to the preset duration, it is necessary to restore the control of the master and slave locomotives to synchronization. However, during the restoration process, the output power of the master and slave locomotives cannot be directly adjusted to be the same in one step. Instead, it is necessary to adjust the output power of the master and slave locomotives step by step according to the preset adjustment gradient.

[0059] During zero-speed traction start or braking stop, there is a change in the coupler state from compression to tension, or from tension to compression. This control method adopts a dynamic distribution method for the traction / electric braking force of the train according to the specific traction / electric braking force asynchronous control scenario requirements of the heavy-haul combined train, alleviating or suppressing the longitudinal compression and tension changes of the train, thereby reducing the longitudinal impulse of the train.

[0060] Of course, in this application, for the sake of convenience of reference, the electric braking force and the traction force are collectively referred to as the output power.

[0061] In some embodiments, when the line condition is a variable slope condition, step S4 "dynamically adjust the output power of the main locomotive and the slave locomotive of the target heavy-haul combined train according to the current line condition and the current train condition" further includes:

[0062] Step S421: Determine the train length of the target heavy-haul combined train passing through the variable slope point according to the geographical location information.

[0063] Step S422: Obtain the preset first length range.

[0064] Step S423: When the train length is within the first length range, obtain the first slope information and the second slope information on both sides of the variable slope point.

[0065] Step S424: Determine the first average slope of the part of the target heavy-haul combined train passing through the variable slope point according to the train length and the first slope information.

[0066] Step S425: Determine the second average slope of the part of the target heavy-haul combined train that has not passed through the variable slope point according to the train length and the second slope information.

[0067] Step S426: Adjust the output power of the main locomotive and the slave locomotives of the target heavy-haul combined train respectively under the slope-changing condition according to the first average slope and the second average slope.

[0068] In some embodiments, step S4 "dynamically adjust the output power of the main locomotive and the slave locomotives of the target heavy-haul combined train respectively according to the current line condition and the current train condition" further includes:

[0069] Step S427: When the train length is greater than or equal to the maximum value of the first length range, obtain a preset adjustment gradient.

[0070] Step S428: Adjust the output power of the main locomotive and the slave locomotives of the target heavy-haul combined train respectively according to the adjustment gradient.

[0071] The heavy-haul combined train has a long length. During the train operation, different positions of the train are in different line conditions, among which the longitudinal section of the line has a particularly obvious influence, while the influence of curves and bridges / tunnels is relatively small.

[0072] Taking the longitudinal section of the line as an example, when the train goes downhill through a concave slope, the train head passes through the slope-changing point first. Due to the difference in the gravity components of the train before and after the slope-changing point, the resistance of the front half of the train gradually increases as the train head passes through the slope-changing point, and the coupler pressure at the slope-changing point also increases. Ideally, taking the slope-changing point as the boundary, the electric braking forces of the locomotives and vehicles before and after the boundary point are redistributed according to the slope difference to ensure that the longitudinal accelerations of the locomotives and vehicles are consistent, the relative acceleration is zero, and the longitudinal relative force of the train is zero. The locomotive can adjust the traction / electric braking force in real time, but the vehicle air brake adopts a one-time release method. To reduce the air braking force, it can only be completely released. The air braking force is released to zero at one time, that is, the vehicle air braking force cannot be adjusted in real time according to needs. Therefore, according to the distance between the locomotive and the slope-changing point of the slope, the traction / electric braking force of the locomotive is adjusted to achieve the dynamic distribution of the traction / electric braking force of the locomotive and reduce the longitudinal impulse of the train.

[0073] Generally, the slope of a railway line is defined as: the ratio of the height of rise or fall over a horizontal distance of 1000 m to the horizontal distance of 1000 m, recorded as a permille.

[0074] The horizontal distance l and the descending height h are in the unit of m, and the slope i is a permille number, that is:

[0075]

[0076] The relationship between the gravity component force and the slope is as follows:

[0077] f d =f g *sinθ

[0078] Generally, the gradient i of the overload line ranges from ±15‰, that is:

[0079] f d ≈f g *i

[0080] According to the principle that the forces on the train before and after the grade change point are approximately equal, the master-slave transfer distribution ratio is set as follows:

[0081] For the convenience of calculation, during the control process, taking the grade change point as the center, the average gradient before and after the grade change point is used for calculation and control. The first average gradient i0 is calculated as follows:

[0082]

[0083] N: Between locomotives, the total number of vehicles plus the number of locomotives;

[0084] n: The serial number of the locomotive and vehicle in the train;

[0085] i n : The gradient corresponding to the line section where locomotives and vehicles with different numbers are located.

[0086] The second average gradient i1 is calculated as follows:

[0087]

[0088] When the train passes through the grade change point, the master-slave transfer distribution ratio is K i The relationship is as follows:

[0089]

[0090] k tb0 : Traction / electric braking characteristic coefficient, traction takes 0.8 to 1, electric braking takes -0.8 to -1, specifically confirmed according to the locomotive model and the on-site line;

[0091] k i : Gradient weight coefficient, taking values from 0.3 to 1.0, determined according to the specific vehicle weight and line. The greater the weight, the greater this value. Since the above three working conditions may occur superimposed in actual operation, when the working condition appears alone, k i takes 1, and when there are other working conditions superimposed with the starting working condition, then k needs to be determined according to the superimposed working conditions i value;

[0092] i0: Average gradient after the grade change point in the running direction, negative indicates downhill, positive indicates uphill;

[0093] i1: Average gradient before the grade change point in the running direction, negative indicates downhill, positive indicates uphill;

[0094] l0: The length of the train head from the grade change point;

[0095] L: The length of the train;

[0096] The traction / electric braking force distribution value of the master locomotive is f0, where a positive number indicates traction and a negative number indicates electric braking. There is:

[0097] f0 = f * (1 + K i )

[0098] f is the set value of the electric braking force of the master and slave locomotives. A positive number indicates traction and a negative number indicates electric braking;

[0099] The electric braking force distribution value of the slave locomotive is f1, where a positive number indicates traction and a negative number indicates electric braking. There is:

[0100] f1 = f * (1 - K i )

[0102] When the train passes the grade change point and exceeds 0.6 times the train length, the dynamic distribution of traction / electric braking force is no longer carried out, the distribution coefficient is reset to zero, and the traction / electric braking force of the locomotive rises or falls by a certain amount per second to restore the state where the master and slave locomotives are equal. The traction / electric braking force slope is controlled according to the slope of the locomotive itself and does not directly return to the state where the master and slave traction / electric braking forces are equal immediately.

[0103] This control method aims to improve the longitudinal force of the train. According to the difference in the line conditions before and after the heavy-haul combined train, through the dynamic distribution of the locomotive traction / electric braking force, the difference in the traction / electric braking force between the master and slave locomotives is realized to relieve or offset the inconsistent forces on the front and rear of the train caused by the line difference, thereby reducing the longitudinal impulse of the train.

[0104] In some embodiments, when the line condition is a force-limiting condition, step S4 "dynamically adjust the output power of the main locomotive and the slave locomotive of the target heavy-haul combined train according to the current line condition and the current train condition" further includes:

[0105] Step S431: Determine whether the main locomotive or the slave locomotive of the target heavy-haul combined train is in the force-limiting section according to the geographical location information.

[0106] Step S432: When the main locomotive or the slave locomotive is in the force-limiting section, obtain the upper limit of the allowable output power of the force-limiting section.

[0107] Step S433: Adjust the output power of the main locomotive and the slave locomotive of the target heavy-haul combined train under the force-limiting condition according to the upper limit of the output power and the set value of the output power of the main locomotive / slave locomotive.

[0108] The length of a heavy-haul combined train is relatively long. Usually, the length of a special line section that restricts the traction / electromagnetic braking force of locomotives is less than the train length. When passing through such a line section, the locomotives outside the line section can exert the traction / electromagnetic braking force at the normal level. By adopting the dynamic distribution method of traction / electromagnetic braking force, the traction / electromagnetic braking force of the locomotives in the special line section can be transferred to other locomotives, which can ensure that the total traction / electromagnetic braking force of the train remains unchanged and ensure the running speed of the train.

[0109] When the train passes through the section with restricted traction / electromagnetic braking force, only one of the master and slave locomotives is in the force-restricted section, and the transfer and distribution ratio of the traction / electromagnetic braking force of the master and slave locomotives is K l The relationship is as follows:

[0110]

[0111] k l : The weight coefficient of the force-restricted section, taking values from 0.3 to 1, which is specifically determined according to the locomotive model and the line. The weight coefficients corresponding to the force-restricted sections at different positions on the same line are slightly different. Since the above three working conditions may occur superimposed in actual operation, when a working condition appears alone, k l takes 1, and when there is a superposition of other working conditions and the starting working condition, the value of k needs to be determined according to the superimposed working conditions l .

[0112] F l : The maximum allowable traction / electromagnetic braking force in the force-restricted section, which is specifically related to the line. The force-restricted sections at different positions on the same line are different

[0113] The value of the electromagnetic braking force distribution of the master control locomotive is f0, and there is:

[0114] f0 = f * (1 + k m * K l );

[0115] The value of the electromagnetic braking force distribution of the slave control locomotive is f1, and there is:

[0116] f1 = f * (1 + k s * K l );

[0117] k m : The master control restricted section mark, which is -1 in the force-restricted section and 1 outside the force-restricted section;

[0118] k s : The master control restricted section mark, which is -1 in the force-restricted section and 1 outside the force-restricted section;

[0119] Only consider that one of the master and slave locomotives is in the force-restricted section and the other is not. If both locomotives are in the force-restricted section or both are not, no traction / electromagnetic braking force distribution will be carried out.

[0120] Since various working conditions may be superimposed during actual operation, in order to clarify how to handle the situation when working conditions are superimposed, this application sets priorities for various working conditions. The highest priority is the startup working condition, followed by the slope-changing working condition, and finally the force-limiting working condition. The manifestation of the priority is mainly in k p , k i and k l . When other working conditions are superimposed with the startup working condition, among them, k p is greater than k i and k l . When the slope-changing working condition is superimposed with the force-limiting working condition, k i is greater than k l .

[0121] The length of a heavy-haul combined train is relatively long. Usually, the length of a special line section that needs to limit the locomotive traction / electric braking force is less than the train length. When passing through such a line section, the locomotives outside the line section can exert traction / electric braking force according to the normal grade. This control method adopts a dynamic distribution method of traction / electric braking force to transfer the locomotive traction / electric braking force in the special line section to other locomotives, which can ensure that the total traction / electric braking force of the train remains unchanged and ensure the train running speed.

[0122] Of course, the method of this application can be applied to determine the output power of the current master and slave locomotives according to the current line working conditions and train working conditions during the train running, so as to realize the dynamic adjustment of the output power of the master locomotive and the slave locomotives. It is also possible to generate the ratio of the output power of the master and slave locomotives at each position and each moment along the line according to the operation planning information before departure, store these ratios of output power, and then call the stored corresponding ratios of output power in a timely manner as the train runs and the moment changes, so as to realize the dynamic asynchronous control of the master locomotive and the slave locomotives during the operation process.

[0123] Therefore, the method of this application can at least solve the problem that as the traction tonnage increases, in a complex line environment, undifferentiated synchronous control will inevitably cause longitudinal impulses of the train, and there are risks in train operation. According to the differences in the line states and train working conditions before and after the heavy-haul combined train, through the dynamic distribution of locomotive traction / electric braking force, the difference in traction / electric braking force between the master and slave locomotives is realized, so as to alleviate or offset the inconsistent forces on the front and rear of the train caused by line differences and train working condition differences, thereby reducing the longitudinal impulse of the train.

[0124] Embodiment 2:

[0125] Based on the foregoing embodiments, an embodiment of the present application provides an adjustment device for the output force of a train. Each module included in the device, as well as each unit included in each module, can be implemented by a processor in a computer device; of course, it can also be implemented by specific logic circuits. During implementation, the processor can be a central processing unit (CPU, Central Processing Unit), a microprocessor (MPU, Microprocessor Unit), a digital signal processor (DSP, Digital Signal Processing), or a field programmable gate array (FPGA, Field Programmable Gate Array), etc.

[0126] As Figure 2 shown, an adjustment device for the output force of a train includes: a first acquisition module 1, a first determination module 2, a second determination module 3, and a third determination module 4.

[0127] The first acquisition module 1 is configured to acquire the current time information, the geographical location information, and the operation plan information of the target heavy-haul combined train. The first determination module 2 is configured to determine the current train condition of the target heavy-haul combined train according to the current time information and the operation plan information. The second determination module 3 is configured to determine the current line condition according to the geographical location information and the operation plan information. The third determination module 4 is configured to dynamically adjust the output power of the main locomotive and the slave locomotives of the target heavy-haul combined train according to the current line condition and the current train condition.

[0128] Each module in the above adjustment device for the output force of a train can be implemented in whole or in part by software, hardware, or a combination thereof. The above modules can be embedded in the processor in the device in hardware form or be independent of the processor, or can be stored in the memory in the processing device in software form, so as to facilitate the processor to call and execute the operations corresponding to the above modules. It should be noted that the division of modules in the embodiments of the present application is illustrative, only a logical function division, and there can be other division methods in actual implementation.

[0129] Embodiment 3:

[0130] In a third aspect, the present application provides a computer electronic production device, including a memory, a processor, and a computer program stored on the memory. The processor executes the computer program to implement the steps of the method described in any one of the first aspects.

[0131] Among them, the memory and the processor are connected in a bus manner. The bus may include any number of interconnected buses and bridges, and the bus connects various circuits of one or more processors and the memory together. The bus may also connect various other circuits such as peripheral devices, voltage regulators, and power management circuits, etc., which are well known in the art, and thus will not be further described herein. The bus interface provides an interface between the bus and the transceiver. The transceiver may be a single component or multiple components, such as multiple receivers and transmitters, and provides a unit for communicating with various other devices over a transmission medium. The data processed by the processor is transmitted over a wireless medium via an antenna. Further, the antenna also receives data and transmits the data to the processor.

[0132] The processor is responsible for managing the bus and general processing, and can also provide various functions, including timing, peripheral interface, voltage regulation, power management, and other control functions. The memory can be used to store the data used by the processor when executing operations.

[0133] Embodiment 4:

[0134] In a fourth aspect, the present application proposes a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the method described in any one of the first aspects are implemented.

[0135] Embodiment 5:

[0136] In a fifth aspect, the present application proposes a computer program product, including a computer program / instructions, characterized in that when the computer program is executed by a processor, the steps of the method described in any one of the first aspects are implemented.

[0137] Those skilled in the art can understand that all or part of the steps of implementing the methods in the above embodiments can be completed by instructing relevant hardware through a program. The program is stored in a storage medium, including several instructions for causing a device (which can be a single-chip microcomputer, a chip, etc.) or a processor to execute all or part of the steps of the methods described in various embodiments of the present application. The foregoing storage medium includes: various media such as USB flash drives, mobile hard disks, read-only memories (ROM), random access memories (RAM), magnetic disks, or optical discs that can store program codes.

[0138] Those of ordinary skill in the art can understand that the above embodiments are specific embodiments for implementing the present application, and in practical applications, various changes can be made in form and details without departing from the spirit and scope of the present application.

Claims

1. A method for adjusting the output force of a train, characterized in that, Including: Obtain the current time information, the geographical location information and the operation plan information of the target heavy-haul combined train; Determine the current train condition of the target heavy-haul combined train according to the current time information and the operation plan information; Determine the current line condition according to the geographical location information and the operation plan information; Dynamically adjust the output power of the main locomotive and the slave locomotives of the target heavy-haul combined train according to the current line condition and the current train condition.

2. The method according to claim 1, wherein The current line condition includes: starting condition; the dynamically adjusting the output power of the main locomotive and the slave locomotives of the target heavy-haul combined train according to the current line condition and the current train condition includes: Obtain the current driving speed and the target driving speed; Determine the speed difference ratio according to the current driving speed and the target driving speed; Adjust the output power of the traction motors of the main locomotive and the slave locomotives under the starting condition according to the speed difference ratio.

3. The method according to claim 2, characterized in that, The dynamically adjusting the output power of the main locomotive and the slave locomotives of the target heavy-haul combined train according to the current line condition and the current train condition further includes: Obtain the continuous duration of the target heavy-haul combined train in the starting condition; Obtain a preset duration; When the continuous duration is greater than or equal to the preset duration, obtain a preset adjustment gradient; Adjust the output power of the main locomotive and the slave locomotives of the target heavy-haul combined train according to the adjustment gradient.

4. The method according to claim 1, wherein The current line condition includes: slope-changing condition; the dynamically adjusting the output power of the main locomotive and the slave locomotives of the target heavy-haul combined train according to the current line condition and the current train condition further includes: Determine the train length of the target heavy-haul combined train passing through the slope-changing point according to the geographical location information; Obtain a preset first length range; When the train length is within the first length range, obtain the first slope information and the second slope information on both sides of the slope-changing point; Determine the first average slope of the part of the target heavy-haul combined train passing through the slope-changing point according to the train length and the first slope information; Determine the second average slope of the part of the target heavy-haul combined train not passing through the slope-changing point according to the train length and the second slope information; Adjust the output power of the main locomotive and the slave locomotives of the target heavy-haul combined train in the slope-changing condition according to the first average slope and the second average slope.

5. The method according to claim 4, characterized in that The dynamically adjusting the output power of the main locomotive and the slave locomotives of the target heavy-haul combined train according to the current line condition and the current train condition further includes: When the train length is greater than or equal to the maximum value of the first length range, obtain a preset adjustment gradient; Adjust the output power of the main locomotive and the slave locomotives of the target heavy-haul combined train according to the adjustment gradient.

6. The method according to claim 1, characterized in that, The current line condition further includes: force-limiting condition; the dynamically adjusting the output power of the main locomotive and the slave locomotives of the target heavy-haul combined train according to the current line condition and the current train condition further includes: Determine whether the main locomotive or the slave locomotive of the target heavy-haul combined train is in the force-limiting section according to the geographical location information; When the host locomotive or the slave locomotive is in the force limit interval, obtain the upper limit of the output power allowed in the force limit interval; Adjust the output power of the host locomotive and the slave locomotive of the target heavy-haul combined train under the force limit condition according to the upper limit of the output power and the set value of the output power of the host locomotive / slave locomotive.

7. An adjustment device for the output force of a train, characterized in that, It includes: A first acquisition module, configured to acquire the current time information, the geographical location information and the operation plan information of the target heavy-haul combined train; A first determination module, configured to determine the current train condition of the target heavy-haul combined train according to the current time information and the operation plan information; A second determination module, configured to determine the current line condition according to the geographical location information and the operation plan information; A third determination module, configured to dynamically adjust the output power of the host locomotive and the slave locomotive of the target heavy-haul combined train according to the current line condition and the current train condition.

8. A computer electronic production device, characterized in that, It includes a memory, a processor and a computer program stored on the memory, and the processor executes the computer program to implement the steps of the method according to any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of the method according to any one of claims 1 to 6.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the steps of the method according to any one of claims 1 to 6.

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