Control method for stable operation of heavy-load combined train

Abstract

The invention discloses a control method for stable operation of a heavy-load combined train. The method is applied to the heavy-load combined train formed by connecting at least two traction locomotives and at least one dragged vehicle in series, and comprises the following steps: when the ramp type of the heavy-load combined train running on the current line is a preset type, before or simultaneously adjusting the working state of an air braking device to be a relieving state, adjusting the working state of the air braking device to be the relieving state; controlling the power braking device of the master control locomotive to increase the power braking force, and increasing the power braking force by the power braking device of the slave control locomotive; when the working state is adjusted to be a relieving state, the initial relieving moment is determined, when the accumulative relieving duration reaches the preset first duration, the power braking force of the power braking device of the master control locomotive is adjusted and reduced, and the power braking force of the power braking device of the slave control locomotive is adjusted and reduced; changes of hook pulling force and hook pressing force of the middle slave control locomotive are reduced, the longitudinal force of the train is controlled within an evaluation index range, and the running safety and stability of the train are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of heavy-load combination train operation, and in particular to a method for operating a heavy-load combination train for smooth operation. Background Art

[0002] In current railway transportation, after the air brake release of a 10,000-ton heavy-load combined train, various slope forces exerted on the train couplers are extremely complex. The central locomotive, in particular, experiences increased longitudinal forces due to the combined train's air brake release characteristics, leading to frequent apron deformation and buffer failure during operation. These issues not only affect the safe operation of the train but can also cause train delays and equipment damage. Especially on consistent downgrades, the time difference in air brake release after the air brake release, combined with the downward force of the slope, further exacerbates the longitudinal forces of the combined train after the air brake release, posing a serious safety hazard to the train's stability and safety.

[0003] In existing technology, the control of combined trains relies primarily on the driver's personal experience and subjective judgment. Drivers operate the train based on their experience to mitigate the longitudinal force after the air brake releases. However, this experience-based control method, due to differences in driver experience and operating habits, makes it difficult to ensure that the train can achieve ideal operating conditions under various operating conditions, resulting in low train safety and poor stability. Summary of the Invention

[0004] The present invention provides a method for operating a heavy-load combination train for smooth operation, so as to reduce the variation of the hook pulling force and the hook pressing force of the central slave locomotive, control the longitudinal force of the train within the evaluation index range, and achieve the technical effect of improving the safety and stability of the heavy-load combination train operation.

[0005] According to one aspect of the present invention, a method for operating a heavy-load combination train for smooth operation is provided. The method is applied to a heavy-load combination train, wherein the heavy-load combination train is composed of at least two traction locomotives and at least one towed vehicle connected in series, the at least two traction locomotives including a master locomotive and a slave locomotive, at least one towed vehicle being connected between the master locomotive and the slave locomotive, and the slave locomotive moving along with the master locomotive; the traction locomotive and the towed vehicle are connected by a coupler, and the traction locomotive includes a power brake device and an air brake device; the method comprises:

[0006] During the travel of the heavy-load combination train, determining a slope type of a current route on which the heavy-load combination train is traveling;

[0007] In a case where the slope type is a preset type, in response to receiving a release instruction for the air brake device of the master locomotive, before or simultaneously adjusting the operating state of the air brake device from the braking state to the release state, controlling the power brake device of the master locomotive to increase the power braking force, and controlling the power brake device of the slave locomotive to follow suit and increase the power braking force based on a synchronization system; and, when the operating state of the air brake device is adjusted from the braking state to the release state, determining a start release time, so as to determine a cumulative release duration based on the start release time;

[0008] When the accumulated relief time reaches a preset first time, the power braking force of the power brake device of the master locomotive is reduced, and the power braking force of the power brake device of the slave locomotive is controlled to be reduced accordingly based on the synchronization system.

[0009] According to another aspect of the present invention, a control device for ensuring smooth operation of a heavy-load combination train is provided. The device is configured for a heavy-load combination train, wherein the heavy-load combination train is composed of at least two traction locomotives and at least one towed vehicle connected in series, the at least two traction locomotives including a master locomotive and a slave locomotive, at least one towed vehicle being connected between the master locomotive and the slave locomotive, the slave locomotive following the movement of the master locomotive; the traction locomotive and the towed vehicle being connected by a coupler, the traction locomotive including a power brake device and an air brake device; the device comprises:

[0010] a ramp type determination module, configured to determine the ramp type of the current route on which the heavy-haul combination train is traveling during the traveling of the heavy-haul combination train;

[0011] a brake increasing module, configured to, in response to receiving a release instruction for the air brake device of the master locomotive when the ramp type is a preset type, control the power brake device of the master locomotive to increase the power braking force before or simultaneously adjusting the working state of the air brake device from the braking state to the release state, and control the power brake device of the slave locomotive to follow suit and increase the power braking force based on the synchronization system;

[0012] a cumulative relief duration determining module, configured to determine a starting relief moment when adjusting the working state of the air brake device from the braking state to the relief state, so as to determine the cumulative relief duration based on the starting relief moment;

[0013] The braking reduction module is used to reduce the power braking force of the power braking device of the master locomotive when the cumulative relief time reaches a preset first time, and control the power braking force of the power braking device of the slave locomotive to follow the reduction based on the synchronization system.

[0014] According to another aspect of the present invention, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the method for operating a heavy-load combination train for smooth operation as described in any embodiment of the present invention when executed.

[0015] According to another aspect of the present invention, a computer program product is provided, comprising a computer program, which, when executed by a processor, implements the method for operating a heavy-load combination train for smooth operation as described in any embodiment of the present invention.

[0016] The technical solution of the embodiment of the present invention is to determine the slope type of the current line on which the heavy-load combination train is traveling; when the slope type is a preset type, in response to receiving a relief instruction for the air brake device of the master locomotive, before or at the same time as the working state of the air brake device is adjusted from the braking state to the relief state, control the power brake device of the master locomotive to increase the power braking force, and control the power brake device of the slave locomotive to follow the increase in the power braking force based on the synchronization system; and, when the working state of the air brake device is adjusted from the braking state to the relief state, determine the starting relief moment to determine the cumulative relief time based on the starting relief moment; when the cumulative relief time reaches a preset first time, reduce the power braking force of the power brake device of the master locomotive, and based on the synchronization system The power braking force of the power brake device of the slave locomotive is controlled and reduced accordingly, solving the problem of low train operation safety and poor stability in the prior art of controlling the train based on the subjective experience of the driver. The system detects whether a release instruction for the air brake device of the master locomotive is received when the heavy-load combination train is traveling on the current line with a preset slope type. If so, the power brake device of the master locomotive can be controlled to increase the power braking force before or at the same time as the working state of the air brake device is adjusted from the braking state to the release state. The power brake device of the slave locomotive is controlled to increase the power braking force accordingly based on the synchronization system, effectively reducing the changes in the hook pulling force and the hook pressing force of the middle slave locomotive, improving the safety and stability of the train operation, and improving the train operation efficiency. It also reduces the occurrence of deformation and failure problems of the connecting components between the middle slave locomotive and the vehicle, reducing the maintenance cost of the train. In addition, the technical solution provided in this embodiment also determines the starting relief time when the working state of the air brake device is adjusted from the braking state to the relief state, and determines the cumulative relief time based on the starting relief time. When the cumulative relief time reaches a preset first time, the power braking force of the power brake device of the master locomotive is reduced, and the power braking force of the power brake device of the slave locomotive is controlled to be reduced based on the synchronization system, so as to achieve the control of the longitudinal force of the train within the evaluation index range, thereby further improving the safety and stability of the train operation.

[0017] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present invention, nor is it intended to limit the scope of the present invention. Other features of the present invention will become readily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0019] Figure 1 This is a flow chart of a method for operating a heavy-load combination train for smooth operation according to a first embodiment of the present invention;

[0020] Figure 2 This is a structural diagram of a heavy-load combination train provided according to the second embodiment of the present invention;

[0021] Figure 3 The diagram is a structural diagram of an operating device for smooth operation of a heavy-load combination train provided according to a third embodiment of the present invention. DETAILED DESCRIPTION

[0022] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0023] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0024] Before introducing the present technical solution, the application scenario can be described first. The technical solution provided by the embodiment of the present invention can be applied to the scenario of controlling a heavy-load combination train after the air brake is released. Exemplarily, the operating method provided by the present embodiment can be applied to a heavy-load combination train, which can be composed of at least two traction locomotives and at least one towed vehicle in series. That is, the heavy-load combination train includes at least two traction locomotives, and the at least two traction locomotives include a master locomotive and a slave locomotive. In other words, the number of traction locomotives can include two or more. If two are included, then there is one master locomotive and one slave locomotive. If more than two are included, then the heavy-load combination train includes one master locomotive and at least two slave locomotives.

[0025] The traction locomotive includes both dynamic brakes and air brakes. Specifically, the master and slave locomotives are the train's power units, providing traction and braking force, driving the towed vehicles and ultimately driving the entire train. Dynamic brakes can generate dynamic braking force through motor reversal or regenerative braking (e.g., dynamic braking can be either resistance braking or regenerative braking), while air brakes generate braking force in the brake cylinders using compressed air. For example, the air brake pipes of a heavy-duty combination train run through the entire train's air ducts. This means that the operation of each vehicle's brake cylinders can be controlled by pressure changes within the air brake pipes. When braking is required, the pressure within the air brake pipes decreases, causing the brake cylinders to inflate and apply braking force. Conversely, when braking is released (i.e., when the brakes are released), the pressure within the pipes increases, causing the brake cylinders to vent, releasing the braking force. The master locomotive is responsible for supplying air to the air brake pipes throughout the train. The slave locomotives are also responsible for filling the air brake pipes. This ensures that the pressure within the air brake pipes quickly returns to the set value, allowing braking to be released throughout the entire train.

[0026] In this embodiment, at least one towed vehicle is connected between the master locomotive and the slave locomotive. A towed vehicle is a cargo-carrying unit of a train, used to carry cargo. The towed vehicle itself lacks power and dynamic braking systems; it relies on the traction provided by the traction locomotive for movement and the braking force provided by the traction locomotive for braking. At least one towed vehicle is connected behind the master locomotive or in front of the slave locomotive. That is, the rear end of the master locomotive is connected to a towed vehicle, which may be connected to the front end of another towed vehicle or the front end of a slave locomotive. In other words, the front end of a slave locomotive is connected to the rear end of a towed vehicle, which may be connected to the front end of yet another towed vehicle, or the rear end of a towed vehicle may be connected to the front end of another towed vehicle. Each traction locomotive and towed vehicle are connected via a coupler.

[0027] Specifically, during the operation of a heavy-load combination train, the coupler between the traction locomotive and the towed vehicle must withstand enormous traction and braking forces. Furthermore, when the combination train brakes or accelerates, the coupler must withstand longitudinal impact forces. In practice, the master and slave locomotives generate traction through their traction devices, which is transmitted to the towed vehicle via the coupler, propelling the entire train forward. When the combination train requires braking, the power brakes and air brakes of the master and slave locomotives operate simultaneously or separately to generate braking force, which is also transmitted to the towed vehicle via the coupler, slowing or stopping the entire train.

[0028] It should be noted that during the operation of a heavy-load combination train, the air brake devices of the master locomotive and the slave locomotive may be controlled to brake or release. During this process, when the air brake devices of the master locomotive and the slave locomotive are released (i.e., the air braking force is released so that the train can resume normal operation), the master locomotive charges the air brake pipe from front to back, and the slave locomotive charges the air brake pipe from the front to the rear at the same time. Since the charging directions of the master locomotive and the slave locomotive are different, the propagation path and speed of the charging wave will also be different. This charging method will cause differences in the charging time of vehicles at different positions on the train, which will lead to inconsistent release times for the towed vehicles at the front, middle, and rear of the train, resulting in poor synchronization of train release. If there is a delay in the communication between the master locomotive and the slave locomotive, the charging action of the slave locomotive will be delayed, which will further aggravate the asynchrony of train release.

[0029] For example, due to differences in the air charging time (i.e., relief) of vehicles at different positions on the train, there may be a situation where the vehicle at the rear of the slave locomotive accelerates the towed vehicle behind it, but the towed vehicle behind it may not have had time to accelerate, or the two vehicles may be traveling at different speeds. In this case, the vehicle at the rear of the slave locomotive pulls the towed vehicle behind it to accelerate, resulting in an increase in the coupling force between the vehicles. There may also be a situation where the vehicle at the front of the slave locomotive pushes the towed vehicle ahead of it to accelerate, but the towed vehicle ahead of it may not have had time to accelerate, or the two vehicles may be traveling at different speeds. This may cause the vehicle at the front of the slave locomotive to accelerate the towed vehicle ahead of it, leading to a collision between the vehicles and an increase in the coupling force between the vehicles. Of course, there may also be a situation where the vehicle at the rear of the master locomotive accelerates the towed vehicle behind it, but the towed vehicle behind it may not have had time to accelerate, resulting in an increase in the coupling force between the vehicles.

[0030] Typically, for heavy-load combined trains (such as 20,000-ton trains), due to the impact of time difference, the train's "downward force" on the slope causes the coupler to compress from a tensile state to a compressed state, and the coupler force becomes a compressive force. When the train negotiates a curve, if the coupler force is excessive and deflects, equal and opposite forces are generated on both ends of the connected car body, seriously affecting train operation safety, causing excessive wheel and rail wear, leading to track damage and derailment.

[0031] In order to solve the above problems, the heavy-load combination train can be controlled based on the technical solution provided in this embodiment to reduce the change in the hook force of the central slave locomotive of the heavy-load combination train and ensure the safety and stability of the train operation.

[0032] It should be noted that the above-mentioned marshaling structure of the heavy-load combination train is only an optional marshaling structure in the embodiment of the present invention. Of course, the technical solution provided in the embodiment of the present invention can also be applied to heavy-load combination trains with other marshaling structures. Any heavy-load combination train with a similar structure or a deformation of the heavy-load combination train falls within the protection scope of the embodiment of the present invention.

[0033] Example 1

[0034] Figure 1 This is a flowchart of a method for operating a heavy-load combination train for smooth operation according to a first embodiment of the present invention. This embodiment is applicable to the control of heavy-load combination trains. The method can be executed by an operating device for smooth operation of a heavy-load combination train. The operating device can be implemented in the form of hardware and / or software and can be configured in a computing device. Figure 1 As shown, the method includes:

[0035] S110. During the travel of the heavy-load combination train, determine the slope type of the current line on which the heavy-load combination train is traveling.

[0036] Among them, a heavy-load combination train is a train formation composed of multiple traction locomotives (including master locomotives and slave locomotives) and multiple towed vehicles connected in series through couplers. The ramp type is used to characterize the slope and shape characteristics of the ramp on the railway line. The current line refers to the railway line on which the heavy-load combination train is currently traveling. Ramp types include but are not limited to downhill ramps (the direction of train travel is opposite to the direction of the slope), flat ramps (the slope is zero, and the train travels on a horizontal line), consistent ramps (continuous uphill or downhill ramps with a consistent slope), and undulating ramps (lines with frequent changes in slope and direction, which may contain multiple uphill and downhill sections).

[0037] During the travel of a heavy-load combination train, there are multiple ways to determine the slope type of the current line. Each of the ways will be introduced below.

[0038] One implementation method may be: the heavy-load combination train may be connected to a railway line database, and the ramp type of the line where the heavy-load combination train is located may be queried from the database through positioning information.

[0039] Another implementation method is to set up track circuits on the railway line and set different circuit codes for different slope sections. The heavy-load combination train receives the track circuit code information through the track circuit sensor and identifies the slope type of the current line based on the code information.

[0040] Another implementation method may be: obtaining slope data and / or vehicle travel data of the current line on which the heavy-load combination train is traveling; and determining the slope type based on the slope data and / or vehicle travel data.

[0041] Slope data refers to various information related to the current line, including, but not limited to, line slope, curve radius, track type, and signal equipment distribution. For example, a slope of 2‰ indicates a 2-meter ascent or descent for every 1000 meters of horizontal distance. Vehicle travel data refers to various data generated during train operation, including, but not limited to, train speed, acceleration, braking force, traction, and coupler force.

[0042] Specifically, slope data for the current route can be collected using cameras or other sensors deployed on the heavy-haul combination train, or obtained from a route database. Simultaneously, vehicle travel data for the heavy-haul combination train can be collected using sensors on the heavy-haul combination train, such as speed sensors, acceleration sensors, coupler force sensors, or other detection equipment. Furthermore, the slope type can be determined by combining slope data and / or vehicle travel data. For example, the slope type corresponding to the actual acceleration can be determined by comparing the train's actual acceleration with theoretical accelerations calculated based on different slope gradients. Alternatively, if the acquired slope data includes a slope value, the slope type can be determined based on the slope value. For example, a slope greater than 0 and less than a certain threshold indicates an uphill slope, while a slope less than 0 and greater than a certain threshold indicates a downhill slope. Alternatively, if the vehicle travel data indicates that the train's speed decreases rapidly during braking and backward acceleration is detected, it can be inferred that the train is on a downhill slope. Conversely, if the train's speed increases slowly during acceleration and forward acceleration is detected, it can be inferred that the train is on an uphill slope.

[0043] This method, by combining the slope data of the current line and the vehicle driving data, comprehensively judges the slope type, which can improve the accuracy of slope type identification, thereby enhancing the safety and stability of train operation.

[0044] S120. When the ramp type is a preset type, in response to receiving a release instruction for the air brake device of the traction locomotive, before or at the same time as adjusting the working state of the air brake device from the braking state to the release state, control the power brake device of the master locomotive to increase the power braking force, and control the power brake device of the slave locomotive to follow suit and increase the power braking force based on the synchronization system.

[0045] Among them, the preset type refers to a predefined specific ramp type, and optionally, the preset type includes at least one of a consistent downhill slope, a long downhill slope and a flat road. A consistent downhill slope refers to a downhill slope with a consistent slope, or a downhill slope with a length exceeding a preset length. A long downhill slope may refer to a downhill slope with a longer and steeper slope. A flat road refers to a horizontal line with a slope of approximately zero. The relief instruction may be an electrical signal or code for instructing the air brake device to adjust the working state to a relief state. The braking state refers to a state in which braking force is generated by compressed air. The relief state refers to a state in which the braking force is released to resume driving of the vehicle.

[0046] In this embodiment, the ramp type may be compared with a preset type. If the ramp type is any of the preset types, it may be detected in real time or periodically whether a release instruction for the air brake device of the traction locomotive is received.

[0047] It should be noted that if the traction locomotive's air brake system releases, there will be a time difference in the release between the towed vehicles. This may cause the vehicle at the rear of the slave locomotive to accelerate the towed vehicle behind it, resulting in an increase in the coupler's pulling force between the vehicles. The vehicle at the front of the slave locomotive will accelerate the towed vehicle ahead of it, causing a collision between the vehicles and an increase in the coupler's pressing force between the vehicles. The rear of the master locomotive will accelerate the towed vehicle behind it, resulting in an increase in the coupler's pulling force between the vehicles. This can lead to coupler deformation and damage to vehicle components.

[0048] To effectively address these issues, upon receiving a relief command, the power brake device can be triggered to intervene and generate a power brake command before or simultaneously adjusting the operating state of the air brake device from the braking state to the relief state. Based on the power brake command, the operating state of the power brake device of the master locomotive is adjusted to increase the power braking force. The master locomotive can send the power brake command to the synchronization system. Alternatively, the synchronization system actively detects the operating state of the power brake device and controls the power brake device of the slave locomotive to follow the master locomotive in increasing the power braking force, ensuring that after the air brake is released, the coupling force generated between the middle slave locomotive and its front and rear vehicles is effectively reduced, ensuring the safety and stability of train operation.

[0049] In this embodiment, in the process of controlling the power braking device of the master locomotive to increase the power braking force, the power braking force of the power braking device of the master locomotive can be increased based on the preset braking force; when it is detected that the current power braking force of the power braking device reaches the preset braking force, the current power braking force of the power braking device is maintained.

[0050] Specifically, the power braking force of the power brake device of the master locomotive can be increased based on a preset braking force, so that a relatively large power braking force is applied to the locomotive and remains constant. The preset braking force can be pre-set based on the train's operating conditions, braking system characteristics, and safety requirements. Furthermore, the current braking force of the power brake device can be monitored in real time, compared with the preset braking force, and when it is detected that the current braking force is consistent with the preset braking force, the current braking force of the power brake device is continuously maintained to ensure that the current braking force of the power brake device is always maintained at the preset braking force.

[0051] It should be noted that the power braking force that needs to be increased can also be determined based on the time it takes to adjust the working state of the air brake device from the braking state to the relief state, and the power braking force of the power brake device of the master locomotive can be controlled based on the power braking force, and the current power braking force of the power brake device can be maintained at the preset braking force.

[0052] S130. When adjusting the working state of the air brake device from the braking state to the release state, determine a start release time, and determine a cumulative release duration based on the start release time.

[0053] The "initial release time" refers to the instant when the traction locomotive's air brake system switches from a braking state to a released state. This moment is the starting point for calculating the cumulative release duration. The cumulative release duration refers to the total time the traction locomotive's air brake system remains in the released state from the initial release time to the current moment.

[0054] In this embodiment, the working state of the air brake device of the master locomotive can be detected in real time or periodically. When it is detected that the working state of the air brake device is adjusted from the braking state to the relief state, this time is recorded as the starting relief moment. The timing is started from the starting relief moment to determine the cumulative relief duration. It should be noted that if the air brake device enters the braking state again, the timing is stopped and the cumulative relief duration is updated to a preset threshold (such as 0) so that the cumulative relief duration can be restarted when the air brake device enters the relief state again.

[0055] S140. When the accumulated relief time reaches a preset first time, the power braking force of the power brake device of the master locomotive is reduced, and the power braking force of the power brake device of the slave locomotive is reduced accordingly based on the synchronization system control.

[0056] Among them, the preset first duration can be the moment when the vehicle's maximum hook force is sent from the slave locomotive in the middle of the train. This moment can be set in advance or in real time based on the train's operating conditions, braking system characteristics and safety requirements.

[0057] It should be noted that since dynamic braking can suppress large tensile coupler forces while also generating large compressive coupler forces, this embodiment applies a large dynamic braking force before the train's hook-pulling force occurs, thereby suppressing the generation of large hook-pulling forces. However, if dynamic braking force is maintained, it will be added to the generated hook-pressing force, increasing the coupler force and potentially leading to excessive hook-pressing force, coupler deformation, and damage to vehicle components. Therefore, to avoid this problem, this embodiment reduces the generation of hook-pressing force by reducing the dynamic braking force of the traction locomotive after the hook-pulling force occurs and before the hook-pressing force occurs.

[0058] Specifically, when the cumulative relief time reaches a preset second duration, the master locomotive's dynamic braking system is controlled to reduce the braking force. Simultaneously, the synchronization system controls the slave locomotive's dynamic braking system to follow suit, reducing the hook-pressing force between the middle slave locomotive and its leading vehicle, ensuring train safety and stability.

[0059] In order to restore the normal operation of the heavy-load combination train, during the operation of the heavy-load combination train, when the slope type is a consistent downhill slope or a long downhill slope, when the cumulative relief time reaches the preset second time, the power braking force of the power braking device of the master locomotive can be increased, and the power braking force of the power braking device of the slave locomotive can be increased accordingly based on the synchronization system control.

[0060] Among them, the preset second duration is greater than the preset first duration.

[0061] In the embodiment of the present invention, the first time duration is preset to be any time duration between 19 and 50 seconds, and the second time duration is preset to be any time duration between 50 and 60 seconds. It can be understood that the maximum hook pulling force of the combination train occurs between 0 and 18 seconds, and the maximum hook pressing force occurs between 19 and 50 seconds.

[0062] It should be noted that if the slope type is a flat road, the current power braking force of the power brake device can continue to be maintained as the preset braking force.

[0063] The technical solution provided in this embodiment uses dynamic braking force to suppress the generation of large tensile coupler force and large compressive coupler force. Specifically, before the train has a hook-pulling force (that is, before or at the same time as the working state of the air brake device is adjusted from the braking state to the relief state), a large dynamic braking force is applied to suppress the generation of a large hook-pulling force between the vehicles corresponding to the central slave locomotive. If the dynamic braking force is maintained, it will be superimposed when the hook-pressing force occurs, thereby increasing the coupler force. Therefore, reducing the locomotive dynamic braking force after the hook-pulling force occurs and before the hook-pressing force occurs (that is, the cumulative relief time reaches the preset first time length) can reduce the generation of the hook-pressing force, that is, effectively reduce the train's hook-pressing force.

[0064] In an embodiment of the present invention, the ramp type can also be displayed in real time on the display screen in the cab of the master locomotive, so that the driving user in the master locomotive can operate the heavy-load combination train to reduce the longitudinal force when the ramp type is determined to be a preset type.

[0065] The technical solution provided by the embodiment of the present invention determines the slope type of the current line on which the heavy-load combination train is traveling; when the slope type is a preset type, in response to receiving a relief instruction for the air brake device of the master locomotive, before or at the same time as the working state of the air brake device is adjusted from the braking state to the relief state, the power brake device of the master locomotive is controlled to increase the power braking force, and the power brake device of the slave locomotive is controlled to follow the increase in the power braking force based on the synchronization system; and, when the working state of the air brake device is adjusted from the braking state to the relief state, the starting relief moment is determined to determine the cumulative relief time based on the starting relief moment; when the cumulative relief time reaches a preset first time, the power braking force of the power brake device of the master locomotive is reduced, and based on the synchronization system The system controls the dynamic braking force of the slave locomotive's power brake device to be adjusted accordingly, solving the problem of low train operation safety and poor stability in the prior art of controlling trains based on the driver's subjective experience. The system detects whether a release instruction for the master locomotive's air brake device has been received when the heavy-load combination train is traveling on a current line with a preset slope type. If so, the master locomotive's power brake device can be controlled to increase the dynamic braking force before or simultaneously with adjusting the air brake device's operating state from a braking state to a release state. The system also controls the slave locomotive's power brake device to increase the dynamic braking force accordingly based on the synchronization system, effectively reducing the changes in the hook pulling and pressing forces of the middle slave locomotive, improving train operation safety and stability, and improving train operation efficiency. It also reduces the occurrence of deformation and failure of the connecting components between the middle slave locomotive and the vehicle, reducing train maintenance costs. In addition, the technical solution provided in this embodiment also determines the starting relief time when the working state of the air brake device is adjusted from the braking state to the relief state, and determines the cumulative relief time based on the starting relief time. When the cumulative relief time reaches a preset first time, the power braking force of the power brake device of the master locomotive is reduced, and the power braking force of the power brake device of the slave locomotive is controlled to be reduced based on the synchronization system, so as to achieve the control of the longitudinal force of the train within the evaluation index range, thereby further improving the safety and stability of the train operation.

[0066] Example 2

[0067] As an alternative embodiment to the above embodiment, in order to make those skilled in the art further understand the technical solution of the embodiment of the present invention, a specific application scenario example is given. For details, please refer to the following specific content.

[0068] See also Figure 2 , Figure 2 The structure of a heavy-haul combination train can be represented as a schematic diagram. A heavy-haul combination train includes a master locomotive, a slave locomotive, and multiple towed vehicles. The towed vehicles are connected to the front of the slave locomotive and to the rear of the slave locomotive.

[0069] During heavy-haul combined train operation, the natural downward force of descending a slope is greater than the locomotive's dynamic braking capacity, necessitating the use of both locomotive dynamic braking and cyclic braking with air decompression. Heavy-haul trains are subject to various slope forces during operation, placing significant and complex stresses on the middle vehicle and locomotive couplers. In particular, the locomotive couplers in the middle of the train are made of inferior quality to the vehicle couplers. This impacts the coupler's stability after decompression, leading to frequent problems such as carbody misalignment and large longitudinal impulses, resulting in frequent stops and bridge plate and coupler deformation, as well as buffer failure, disrupting normal transportation and compromising train safety. Furthermore, the use of different air control valves for different carbody types results in varying decompression wave speeds. A higher decompression wave speed significantly reduces decompression time differences. For a 20,000-ton heavy-haul combined train, due to the decompression time difference, the couplers, under the influence of the slope's downward force, transition from compression to compression, with the coupler force becoming a compressive force. When a train passes through a curved line, if the coupler force is too large and deflection occurs, equal and opposite forces will be generated on the two ends of the connected car body, seriously affecting the safety of train operation. Therefore, it is necessary to reduce the coupler force.

[0070] Based on this, when the working state of the air brake device is adjusted from the braking state to the relief state or before, that is, when the hook force occurs or before, the master locomotive and the slave locomotive can remain unchanged by applying a relatively large power braking force, wait for the maximum hook force to occur and reduce the locomotive power braking force, and increase the power braking force in time after the maximum hook pressing force occurs to ensure the train inflation time and meet the re-braking requirements.

[0071] In other words, the large tensile and compressive coupler forces can be suppressed by dynamic braking force. Applying a large dynamic braking force before the train's hook-pulling force occurs can suppress the generation of large hook-pulling force. If the dynamic braking force is maintained, it will be superimposed when the hook-pressing force occurs, increasing the coupler force. Therefore, reducing the locomotive dynamic braking force after the hook-pulling force occurs and before the hook-pressing force occurs can reduce the generation of the hook-pressing force. The train's maximum hook-pulling force occurs between 0 and 18 seconds, and the maximum hook-pressing force occurs between 19 and 50 seconds. Therefore, the locomotive dynamic braking force can be reduced according to the duration of the train's maximum coupler force to reduce the train's hook-pressing force.

[0072] Example 3

[0073] Figure 3This is a schematic diagram of the structure of a control device for smooth operation of a heavy-load combination train according to a third embodiment of the present invention. The device is configured in a heavy-load combination train, which is composed of at least two traction locomotives and at least one towed vehicle connected in series. The at least two traction locomotives include a master locomotive and a slave locomotive. At least one towed vehicle is connected between the master locomotive and the slave locomotive, and the slave locomotive moves in conjunction with the master locomotive. The traction locomotive and the towed vehicle are connected by a coupler, and the traction locomotive includes a dynamic brake device and an air brake device. Figure 3 As shown, the device includes: a ramp type determination module 210 , a brake increase module 220 , a cumulative relief time determination module 230 and a brake reduction module 240 .

[0074] Among them, the ramp type determination module 210 is used to determine the ramp type of the current line on which the heavy-load combination train is traveling during the travel of the heavy-load combination train; the brake increase module 220 is used to, in response to receiving a release instruction for the air brake device of the master locomotive, control the power brake device of the master locomotive to increase the power braking force before or at the same time as adjusting the working state of the air brake device from the braking state to the release state, and control the power brake device of the slave locomotive to follow suit and increase the power braking force based on the synchronization system; the cumulative relief time determination module 230 is used to determine the starting relief time when the working state of the air brake device is adjusted from the braking state to the release state, so as to determine the cumulative relief time based on the starting relief time; the brake reduction module 240 is used to reduce the power braking force of the power brake device of the master locomotive when the cumulative relief time reaches a preset first time, and control the power braking force of the power brake device of the slave locomotive to follow suit and reduce it based on the synchronization system.

[0075] The technical solution of this embodiment is to determine the type of slope on the current line on which the heavy-load combination train is traveling; when the slope type is a preset type, in response to receiving a relief instruction for the air brake device of the master locomotive, before or at the same time as adjusting the working state of the air brake device from the braking state to the relief state, control the power brake device of the master locomotive to increase the power braking force, and control the power brake device of the slave locomotive to follow and increase the power braking force based on the synchronization system; and, when adjusting the working state of the air brake device from the braking state to the relief state, determine the starting relief moment, so as to determine the cumulative relief time based on the starting relief moment; when the cumulative relief time reaches the preset first time, reduce the power braking force of the power brake device of the master locomotive, and control the power brake device of the slave locomotive based on the synchronization system. The power braking force of the power brake device of the slave locomotive is adjusted accordingly, which solves the problem of low train operation safety and poor stability in the prior art of controlling the train based on the subjective experience of the driver. It is realized by detecting whether a release instruction for the air brake device of the master locomotive is received when the heavy-load combination train is traveling on the current line of the preset slope type. If so, the power brake device of the master locomotive can be controlled to increase the power braking force before or at the same time as the working state of the air brake device is adjusted from the braking state to the release state, and the power brake device of the slave locomotive is controlled to increase the power braking force accordingly based on the synchronization system, effectively reducing the changes in the hook pulling force and the hook pressing force of the middle slave locomotive, improving the safety and stability of the train operation, and improving the train operation efficiency. It also reduces the occurrence of deformation and failure problems of the connecting components between the middle slave locomotive and the vehicle, reducing the train maintenance cost. In addition, the technical solution provided in this embodiment also determines the starting relief time when the working state of the air brake device is adjusted from the braking state to the relief state, and determines the cumulative relief time based on the starting relief time. When the cumulative relief time reaches a preset first time, the power braking force of the power brake device of the master locomotive is reduced, and the power braking force of the power brake device of the slave locomotive is controlled to be reduced based on the synchronization system, so as to achieve the control of the longitudinal force of the train within the evaluation index range, thereby further improving the safety and stability of the train operation.

[0076] Based on the above device, optionally, the preset type includes at least one of a uniform downhill slope, a long downhill slope and a flat road.

[0077] Based on the above device, optionally, the ramp type determination module 210 includes:

[0078] a data acquisition unit, configured to acquire slope data and / or vehicle travel data of a current line on which the heavy-load combination train is traveling;

[0079] The ramp type determining unit is configured to determine the ramp type based on the ramp data and / or the vehicle driving data.

[0080] On the basis of the above device, optionally, the brake increasing module 220 further includes:

[0081] a braking force increasing unit, configured to increase the power braking force of the power brake device of the master locomotive based on a preset braking force;

[0082] The braking force maintaining unit is used to maintain the current dynamic braking force of the dynamic braking device when it is detected that the current dynamic braking force of the dynamic braking device reaches the preset braking force.

[0083] On the basis of the above device, optionally, the device further includes:

[0084] A relief recovery unit is used to increase the power braking force of the power braking device of the master locomotive when the cumulative relief time reaches a preset second time when the slope type is a consistent downhill slope or a long downhill slope, and to control the power braking force of the power braking device of the slave locomotive to follow suit based on the synchronization system; wherein the preset second time is greater than the preset first time.

[0085] Based on the above device, optionally, the preset first time length is any time length between nineteen and fifty seconds; the preset second time length is any time length between fifty and sixty seconds.

[0086] The operating device for smooth operation of a heavy-load combination train provided in an embodiment of the present invention can execute the operating method for smooth operation of a heavy-load combination train provided in any embodiment of the present invention, and has functional modules and beneficial effects corresponding to the execution method.

[0087] Example 4

[0088] An embodiment of the present invention further provides a computer program product, comprising a computer program, which, when executed by a processor, implements the method for operating a heavy-load combination train for smooth operation as provided in any embodiment of the present invention.

[0089] The computer program product may be implemented by writing computer program code for performing the operations of the present invention in one or more programming languages, or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a stand-alone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer via any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0090] It should be understood that the various forms of the processes shown above can be used to reorder, add, or delete steps. For example, the steps described in the present invention can be performed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of the present invention can be achieved. This is not limited herein.

[0091] The above specific embodiments do not limit the scope of protection of the present invention. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may be made based on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention are intended to be included within the scope of protection of the present invention.

Claims

1. A method for operating a heavy-load combination train for smooth operation, characterized in that: Applicable to a heavy-load combination train, the heavy-load combination train is composed of at least two traction locomotives and at least one towed vehicle in series, the at least two traction locomotives include a master locomotive and a slave locomotive, at least one towed vehicle is connected between the master locomotive and the slave locomotive, and the slave locomotive moves following the master locomotive; The traction locomotive and the towed vehicle are connected by a coupler, and the traction locomotive includes a power brake device and an air brake device; the method includes: During the travel of the heavy-load combination train, determining a slope type of a current route on which the heavy-load combination train is traveling; In a case where the slope type is a preset type, in response to receiving a release instruction for the air brake device of the traction locomotive, before or simultaneously adjusting the operating state of the air brake device from the braking state to the release state, controlling the power brake device of the master locomotive to increase the power braking force, and controlling the power brake device of the slave locomotive to follow suit and increase the power braking force based on the synchronization system; and When adjusting the working state of the air brake device from the braking state to the release state, determining a start release time, and determining a cumulative release time based on the start release time; When the accumulated relief time reaches a preset first time, the power braking force of the power brake device of the master locomotive is reduced, and the power braking force of the power brake device of the slave locomotive is controlled to be reduced accordingly based on the synchronization system.

2. The method according to claim 1, characterized in that The preset type includes at least one of a uniform downhill slope, a long downhill slope, and a flat road.

3. The method according to claim 1, characterized in that The step of determining the slope type of the current route on which the heavy-load combination train is traveling comprises: Acquiring slope data and / or vehicle travel data of a current route on which the heavy-load combination train is traveling; Based on the hill data and / or the vehicle driving data, a hill type is determined.

4. The method according to claim 1, wherein The controlling the power brake device of the master locomotive to increase the power braking force includes: Controlling the power braking force of the power brake device of the master locomotive to increase the power braking force based on the preset braking force; When it is detected that the current dynamic braking force of the dynamic braking device reaches the preset braking force, the current dynamic braking force of the dynamic braking device is maintained.

5. The method according to claim 1, wherein The method further comprises: In the case where the slope type is a consistent downhill slope or a long downhill slope, when the accumulated relief time reaches a preset second time, the power braking force of the power braking device of the master locomotive is increased, and the power braking force of the power braking device of the slave locomotive is controlled to be increased based on the synchronization system; wherein the preset second time is greater than the preset first time.

6. The method according to any one of claims 1 to 5, characterized in that The preset first duration is any duration between nineteen seconds and fifty seconds; the preset second duration is any duration between fifty seconds and sixty seconds.

7. A control device for the smooth operation of a heavy-load combination train, characterized in that: The heavy-haul combination train is configured to be composed of at least two traction locomotives and at least one towed vehicle in series, wherein the at least two traction locomotives include a master locomotive and a slave locomotive, at least one towed vehicle is connected between the master locomotive and the slave locomotive, and the slave locomotive moves following the master locomotive; The traction locomotive and the towed vehicle are connected based on a coupler, and the traction locomotive includes a power brake device and an air brake device; the operating device includes: a ramp type determination module, configured to determine the ramp type of the current route on which the heavy-haul combination train is traveling during the traveling of the heavy-haul combination train; a brake increasing module, configured to, in response to receiving a release instruction for the air brake device of the master locomotive when the ramp type is a preset type, control the power brake device of the master locomotive to increase the power braking force before or simultaneously adjusting the working state of the air brake device from the braking state to the release state, and control the power brake device of the slave locomotive to follow suit and increase the power braking force based on the synchronization system; a cumulative relief duration determining module, configured to determine a starting relief moment when adjusting the working state of the air brake device from the braking state to the relief state, so as to determine the cumulative relief duration based on the starting relief moment; The braking reduction module is used to reduce the power braking force of the power braking device of the master locomotive when the cumulative relief time reaches a preset first time, and control the power braking force of the power braking device of the slave locomotive to follow the reduction based on the synchronization system.

8. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the operating method for smooth operation of a heavy-load combination train according to any one of claims 1 to 6 when executed.

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