Traction control method, device, equipment and medium

Abstract

The present application discloses a traction control method, device, equipment and medium, which relate to the field of rail transportation. By obtaining the traction target value and operating speed of the heavy-loaded locomotive, and obtaining the traction characteristic curve of the heavy-loaded locomotive; obtaining the current speed range of the heavy-loaded locomotive according to the operating speed and the traction characteristic curve; wherein the current speed range includes a constant force area, a torque limit area and a constant power area; adjusting the traction force of each axle of the heavy-loaded locomotive according to the traction target value and the current speed range, so as to perform axle weight compensation. The above scheme determines the current speed range of the heavy-loaded locomotive according to the operating speed and the traction characteristic curve of the heavy-loaded locomotive, thereby adjusting the traction force of each axle of the heavy-loaded locomotive according to different ranges; the scheme creatively starts from the whole vehicle control and performs traction force compensation of each axle of the locomotive in advance; it makes up for the defect of the previous project of evenly distributing the target traction force to each axle, and effectively improves the traction performance and adhesion utilization rate of each axle of the heavy-loaded locomotive.

Description

Technical Field

[0001] The present application relates to the field of rail transportation, and in particular to a traction control method, device, equipment and medium. Background Art

[0002] Currently, heavy-haul locomotives experience axle load shifts during operation due to the misalignment between wheel traction and coupler resistance. In some cases, this axle load shift can reach 20% or even more of the locomotive's axle weight, reducing the maximum available adhesion of a particular axle by 20%. This axle load shift severely impacts the locomotive's adhesion weight utilization, limiting its traction and potentially causing idling, wheelset wear, or accidents. Therefore, effective axle load compensation and optimally utilizing the adhesion of each axle have been a long-standing research topic for heavy-haul locomotives.

[0003] Currently, axle load compensation and adhesion control are primarily implemented by the traction converter. While the traction converter will compensate for axle loads based on actual conditions, compensating for axle loads across the entire locomotive and considering axle load offsets in advance will be more beneficial for overall vehicle traction control and adhesion utilization.

[0004] In view of the above problems, how to compensate for axle weight from the overall control of the locomotive, improve the locomotive adhesion utilization rate, and give full play to the traction advantage of heavy-load locomotives is an urgent problem to be solved by technical personnel in this field. Summary of the Invention

[0005] The purpose of this application is to provide a traction control method, device, equipment and medium to compensate for axle weight from the overall control of the locomotive, improve the locomotive adhesion utilization rate, and give full play to the traction advantage of heavy-load locomotives.

[0006] To solve the above technical problems, the present application provides a traction control method, comprising:

[0007] Obtaining a target traction force value and an operating speed of a heavy-load locomotive, and obtaining a traction characteristic curve of the heavy-load locomotive;

[0008] Obtaining a current speed range of the heavy-load locomotive according to the operating speed and the traction characteristic curve; wherein the current speed range includes a constant force area, a torque limit area, and a constant power area;

[0009] The traction force of each axle of the heavy-load locomotive is adjusted according to the traction force target value and the current speed range to perform axle load compensation.

[0010] Preferably, the adjusting the traction force of each axle of the heavy-load locomotive according to the traction force target value and the current speed range includes:

[0011] Adjust the traction force of each axle of the main control section of the heavy-load locomotive according to the traction force target value and the current speed range;

[0012] The traction forces of the respective shafts of the coupled slave control sections of the heavy-load locomotive are adjusted respectively according to the traction forces of the respective shafts of the main control section.

[0013] Preferably, the adjusting the traction force of each axle of the heavy-load locomotive according to the traction force target value and the current speed range includes:

[0014] When the current speed interval is the constant force zone, obtaining an axle load compensation value of the heavy-load locomotive according to the offset characteristics of the heavy-load locomotive;

[0015] The traction force of each axle of the heavy-load locomotive is adjusted respectively according to the traction force target value, the number of axles of the heavy-load locomotive and the axle weight compensation value.

[0016] Preferably, the adjusting the traction force of each axle of the heavy-load locomotive according to the traction force target value and the current speed range includes:

[0017] When the current speed interval is the torque limit zone, obtaining an axle load compensation value of the heavy-load locomotive according to the offset characteristics of the heavy-load locomotive;

[0018] Obtaining the endpoint velocity value of the torque limiting zone;

[0019] The traction force of each axle of the heavy-load locomotive is adjusted respectively according to the traction force target value, the number of axles of the heavy-load locomotive, the operating speed, the interval endpoint speed value and the axle weight compensation value.

[0020] Preferably, the adjusting the traction force of each axle of the heavy-load locomotive according to the traction force target value and the current speed range includes:

[0021] When the current speed range is the constant power range, the traction force of each axle of the heavy-load locomotive is adjusted according to the traction force target value and the number of axles of the heavy-load locomotive.

[0022] Preferably, after respectively adjusting the traction force of each axle of the heavy-load locomotive according to the traction force target value and the current speed range, the method further includes:

[0023] The information of the tractive force of each axle of the heavy-load locomotive is output.

[0024] Preferably, after outputting the information of the traction force of each axle of the heavy-load locomotive, the method further comprises:

[0025] An adjustment log of the traction force of each axle of the heavy-load locomotive is generated to facilitate a retrospective audit of the traction force control process based on the adjustment log.

[0026] To solve the above technical problems, the present application further provides a traction control device, comprising:

[0027] a first acquisition module, configured to acquire a target traction force value and an operating speed of a heavy-load locomotive, and to acquire a traction characteristic curve of the heavy-load locomotive;

[0028] a second acquisition module, configured to acquire a current speed range of the heavy-load locomotive according to the operating speed and the traction characteristic curve; wherein the current speed range includes a constant force area, a torque limit area, and a constant power area;

[0029] The traction force adjustment module is used to adjust the traction force of each axle of the heavy-load locomotive according to the traction force target value and the current speed range to perform axle load compensation.

[0030] To solve the above technical problems, the present application further provides a traction control device, comprising:

[0031] Memory for storing computer programs;

[0032] A processor is configured to implement the steps of the above-mentioned traction control method when executing the computer program.

[0033] In order to solve the above technical problems, the present application also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the above traction control method are implemented.

[0034] The traction control method provided by the present application obtains the traction target value and operating speed of the heavy-loaded locomotive, and obtains the traction characteristic curve of the heavy-loaded locomotive; obtains the current speed range of the heavy-loaded locomotive based on the operating speed and the traction characteristic curve; wherein the current speed range includes a constant force area, a torque limit area, and a constant power area; and adjusts the traction force of each axle of the heavy-loaded locomotive according to the traction target value and the current speed range to perform axle weight compensation. It can be seen that the above scheme determines the current speed range of the heavy-loaded locomotive based on the operating speed and the traction characteristic curve of the heavy-loaded locomotive, thereby adjusting the traction force of each axle of the heavy-loaded locomotive according to different ranges; the scheme creatively starts from the whole vehicle control and performs traction force compensation of each axle of the locomotive in advance; it makes up for the defect of previous projects that evenly distributes the target traction force to each axle, and effectively improves the traction performance and adhesion utilization rate of each axle of the heavy-loaded locomotive.

[0035] In addition, the embodiments of the present application also provide a traction control device, equipment and medium, with the same effects as above. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] In order to more clearly illustrate the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0037] Figure 1 A flowchart of a traction control method provided in an embodiment of the present application;

[0038] Figure 2 A schematic diagram of a traction characteristic curve provided in an embodiment of the present application;

[0039] Figure 3 A schematic diagram of an 8-axle heavy-load locomotive provided in an embodiment of the present application;

[0040] Figure 4 A schematic diagram of a traction control device provided in an embodiment of the present application;

[0041] Figure 5 A schematic diagram of a traction control device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0042] The following will be combined with the accompanying drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0043] The core of this application is to provide a traction control method, device, equipment and medium.

[0044] In order to enable those skilled in the art to better understand the present application, the present application is further described in detail below with reference to the accompanying drawings and specific implementation methods.

[0045] Normally, a heavy-loaded locomotive will calculate the target traction force that the locomotive needs to exert based on the control command signal of the driver controller level or other controllers (such as the speed control handle, etc.), and then distribute the target traction force evenly to each axle of the locomotive, so that each axle can exert traction evenly. This control method is simple and reliable, but due to the existence of axle weight transfer, the adhesion force that can be exerted by each axle is not the same, which is not conducive to each axle fully exerting its own adhesion force. Although the traction inverter will perform axle weight compensation according to actual conditions, performing axle weight compensation from the perspective of the locomotive as a whole and considering the problem of axle weight offset in advance will be more conducive to the traction control and adhesion utilization of the entire vehicle. Therefore, an embodiment of the present application provides a traction control method. Figure 1This is a flow chart of a traction control method provided in an embodiment of the present application. Figure 1 As shown, the method includes:

[0046] S10: Obtaining the target traction force value and running speed of the heavy-load locomotive, and obtaining the traction characteristic curve of the heavy-load locomotive.

[0047] It is understandable that, based on actual operating experience, axle load offsets are significant during the startup phase of a heavily loaded locomotive. This offset decreases as operating speed increases. Once the operating speed reaches a certain value, the offset becomes negligible, and the axle load shifts toward the loaded end of the heavily loaded locomotive. Therefore, axle load compensation must be performed according to the above principles when distributing traction throughout the vehicle.

[0048] Specifically, the target traction force and operating speed of the heavy-haul locomotive are first obtained. The target traction force F is determined by many factors, such as the driver controller position and operating speed, and is variable at different speeds. The traction characteristic curve of the heavy-haul locomotive is also obtained. It is understood that different heavy-haul locomotives have different traction characteristic curves.

[0049] Figure 2 This is a schematic diagram of the traction characteristic curve provided in the embodiment of the present application. Figure 2 As shown in the figure, the traction force of a heavy-loaded locomotive is the largest and constant at low speeds; after exceeding a certain speed, the torque is limited to a certain range, taking into account the trend of adhesion traction changing with operating speed; when the speed increases further, the locomotive traction force is limited by the power of the traction motor; the maximum operating speed of the locomotive is 120km / h.

[0050] S11: Obtain the current speed range of the heavy-load locomotive according to the operating speed and traction characteristic curve.

[0051] The current speed range includes a constant force zone, a torque limit zone, and a constant power zone.

[0052] Furthermore, the current speed range of the heavy-load locomotive is obtained according to the running speed of the heavy-load locomotive and the traction characteristic curve. Specifically, the current speed range is the range where the running speed of the heavy-load locomotive is located in the traction characteristic curve. Figure 2 As shown in the figure, in the traction characteristic curve, when the operating speed of the heavy-loaded locomotive is in the interval [0, m], the traction force is the largest and unchanged, so this interval is the constant force area; when the operating speed of the heavy-loaded locomotive is in the interval (m, p), the torque is limited to a certain range, so this interval is the torque limit area; when the operating speed of the heavy-loaded locomotive is in the interval [p, x), the locomotive traction force is limited by the traction motor power, so this interval is the constant power area.

[0053] S12: The traction force of each axle of the heavy-load locomotive is adjusted according to the traction force target value and the current speed range to perform axle weight compensation.

[0054] As can be seen from the above, heavy-load locomotives have different tractive forces at different operating speeds. Therefore, to achieve axle load compensation, the tractive forces of each axle of the heavy-load locomotive must be adjusted based on the target tractive force value and the current speed range of the heavy-load locomotive. By pre-emptively compensating the tractive forces of each axle, this overcomes the drawback of previous projects that evenly distribute the target tractive force across all axles. The specific process of axle load compensation is not limited in this embodiment and will be determined based on specific implementation circumstances.

[0055] It should be noted that since a heavy-load locomotive is usually composed of a main control section and one or more reconnected slave control sections, as a preferred embodiment, in the specific implementation of adjusting the traction force of each axle of the heavy-load locomotive according to the traction force target value and the current speed range, it is necessary to adjust the traction force of each axle of the main control section of the heavy-load locomotive according to the traction force target value and the current speed range, and then adjust the traction force of each axle of each reconnected slave control section of the heavy-load locomotive according to the traction force of each axle of the main control section; that is, the traction force of each axle of each reconnected slave control section is adjusted in the manner of adjusting the traction force of each axle of the main control section, and finally the axle weight compensation of the entire heavy-load locomotive is achieved.

[0056] In this embodiment, the traction force target value and operating speed of the heavy-loaded locomotive are obtained, and the traction characteristic curve of the heavy-loaded locomotive is obtained; the current speed range of the heavy-loaded locomotive is obtained according to the operating speed and the traction characteristic curve; wherein the current speed range includes a constant force area, a torque limit area, and a constant power area; the traction force of each axle of the heavy-loaded locomotive is adjusted according to the traction force target value and the current speed range to perform axle weight compensation. It can be seen that the above scheme determines the current speed range of the heavy-loaded locomotive according to the operating speed and traction characteristic curve of the heavy-loaded locomotive, and thus adjusts the traction force of each axle of the heavy-loaded locomotive according to different ranges; the scheme creatively starts from the whole vehicle control and compensates the traction force of each axle of the locomotive in advance; it makes up for the defect of previous projects that evenly distributes the target traction force to each axle, and effectively improves the traction performance and adhesion utilization rate of each axle of the heavy-loaded locomotive.

[0057] In specific implementation, since the current speed range includes the constant force area, the torque limit area, and the constant power area, the specific process of adjusting the traction force of each axle of the heavy-load locomotive according to the traction force target value and the current speed range is divided into three cases for explanation:

[0058] (1) The current speed range is the constant force zone

[0059] Specifically, when the current speed range is the constant force zone, the axle load compensation value for the heavy-load locomotive is obtained based on the heavy-load locomotive's offset characteristics. It should be noted that the axle load compensation value is an empirical value, consisting of compensation value a and compensation value b, where 1>a>b>0. In actual projects, parameters can be adjusted during the locomotive commissioning phase to select the most appropriate axle load compensation value. Furthermore, the traction force of each axle of the heavy-load locomotive is adjusted based on the traction force target value, the number of axles of the heavy-load locomotive, and the axle load compensation value.

[0060] Figure 3 This is a schematic diagram of an 8-axle heavy-duty locomotive provided in an embodiment of the present application. Figure 3 As shown, in this embodiment, an 8-axle heavy-duty locomotive is used as an example. The heavy-duty locomotive has 8 axles, a main control section and a multi-connected slave control section. The main control section and the multi-connected slave control section each have 4 axles. The motors of each axle from the main control section to the multi-connected slave control section are numbered 1 to 8. The traction force calculation method for the 4 axles of the main control section is as follows:

[0061]

[0062]

[0063]

[0064]

[0065] Where F1, F2, F3, and F4 are the traction forces of motors 1 to 4 in the master control section, respectively. a and b are the axle load compensation values, respectively. 1>a>b>0. Accordingly, the traction force compensation method for motors 5 to 8 in the reconnected slave control section is the same as that for motors 1 to 4 in the master control section.

[0066] (2) The current speed range is the torque limit area

[0067] Specifically, when the current speed interval is the torque limit zone, the axle load compensation value of the heavy-load locomotive is obtained according to the offset characteristics of the heavy-load locomotive, and the interval endpoint speed value of the torque limit zone is obtained. It should be noted that the axle load compensation value here is the same as the axle load compensation value mentioned above, including compensation value a and compensation value b, where 1>a>b>0. Figure 2 As shown in the figure, the endpoint speeds of the torque-limited zone are the intersections of the torque-limited zone and the other two zones on the traction characteristic curve, namely, p and m, where p > m > 0. Furthermore, the traction force of each axle of the heavy-haul locomotive is adjusted based on the target traction force, the number of axles of the heavy-haul locomotive, the operating speed, the endpoint speeds, and the axle load compensation value.

[0068] by Figure 3 Taking the 8-axle heavy-load locomotive in the example, when the current speed range is the torque limit area, the traction force calculation method of the 4 axles of the main control section is as follows:

[0069]

[0070]

[0071]

[0072]

[0073] Where F1, F2, F3, and F4 are the traction forces of motors 1 through 4 in the master control sections, respectively; a and b are the axle load compensation values, with 1>a>b>0; p and m are the interval endpoint speeds, with p>m>0; and v is the operating speed of the heavy-load locomotive. Accordingly, the traction force compensation method for motors 5 through 8 in the reconnected slave control sections is the same as that for motors 1 through 4 in the master control sections.

[0074] (3) The current speed range is the constant power range

[0075] Specifically, when the current speed range is the constant power range, the traction force of each axle of the heavy-load locomotive is adjusted according to the traction force target value and the number of axles of the heavy-load locomotive.

[0076] by Figure 3 Taking the 8-axle heavy-load locomotive in the example, when the current speed range is the constant power range, the traction force calculation method of the 4 axles of the main control section is as follows:

[0077]

[0078] Where F1, F2, F3, and F4 are the traction forces of motors 1 to 4 in the master control section, respectively, and F is the target traction force value. Accordingly, the traction force compensation method for motors 5 to 8 in the reconnected slave control section is the same as that for motors 1 to 4 in the master control section.

[0079] Furthermore, as a preferred embodiment, after adjusting the tractive force of each axle of the heavy-haul locomotive based on the tractive force target value and the current speed range, information on the tractive force of each axle of the heavy-haul locomotive can also be output. Specifically, in a specific implementation, the tractive force information of each axle of the heavy-haul locomotive can be output in real time in the control room of the heavy-haul locomotive, allowing personnel to better understand the specific situation of the heavy-haul locomotive's axle load compensation.

[0080] Furthermore, in specific implementation, an adjustment log of the traction force of each axle of the heavy-load locomotive can be generated so that the staff can conduct a retrospective audit of the traction force control process or evaluate the axle weight compensation effect based on the adjustment log.

[0081] In the above embodiments, the traction control method is described in detail. The present application also provides corresponding embodiments of the traction control device.

[0082] Figure 4This is a schematic diagram of a traction control device provided in an embodiment of the present application. Figure 4 As shown, the traction control device includes:

[0083] The first acquisition module 10 is used to acquire the target traction force value and running speed of the heavy-load locomotive, and to acquire the traction characteristic curve of the heavy-load locomotive.

[0084] The second acquisition module 11 is used to acquire the current speed range of the heavy-load locomotive according to the running speed and the traction characteristic curve, wherein the current speed range includes a constant force area, a torque limit area and a constant power area.

[0085] The traction force adjustment module 12 is used to adjust the traction force of each axle of the heavy-load locomotive according to the traction force target value and the current speed range to perform axle load compensation.

[0086] In this embodiment, the traction control device includes a first acquisition module, a second acquisition module, and a traction adjustment module. By acquiring the traction target value and operating speed of the heavy-loaded locomotive, and acquiring the traction characteristic curve of the heavy-loaded locomotive; acquiring the current speed range of the heavy-loaded locomotive according to the operating speed and the traction characteristic curve; wherein the current speed range includes a constant force area, a torque limit area, and a constant power area; adjusting the traction force of each axle of the heavy-loaded locomotive according to the traction target value and the current speed range to perform axle weight compensation. It can be seen that the above scheme determines the current speed range of the heavy-loaded locomotive according to the operating speed and the traction characteristic curve of the heavy-loaded locomotive, thereby adjusting the traction force of each axle of the heavy-loaded locomotive according to different ranges; the scheme creatively starts from the whole vehicle control and performs traction force compensation of each axle of the locomotive in advance; it makes up for the defect of previous projects that evenly distributes the target traction force to each axle, and effectively improves the traction performance and adhesion utilization rate of each axle of the heavy-loaded locomotive.

[0087] Figure 5 This is a schematic diagram of a traction control device provided in an embodiment of the present application. Figure 5 As shown, the traction control equipment includes:

[0088] The memory 20 is used to store computer programs.

[0089] The processor 21 is configured to implement the steps of the traction control method mentioned in the above embodiment when executing the computer program.

[0090] The traction control device provided in this embodiment may include but is not limited to a smart phone, a tablet computer, a laptop computer, or a desktop computer.

[0091] Among them, the processor 21 may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor 21 can be implemented in at least one hardware form of a digital signal processor (DSP), a field programmable gate array (FPGA), and a programmable logic array (PLA). The processor 21 may also include a main processor and a coprocessor. The main processor is a processor for processing data in the awake state, also known as a central processing unit (CPU); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor 21 may be integrated with a graphics processing unit (GPU), which is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor 21 may also include an artificial intelligence (AI) processor, which is used to process computing operations related to machine learning.

[0092] Memory 20 may include one or more computer-readable storage media, which may be non-transitory. Memory 20 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In this embodiment, memory 20 is used to store at least the following computer program 201. When loaded and executed by processor 21, this computer program is capable of implementing the relevant steps of the traction control method disclosed in any of the aforementioned embodiments. Resources stored in memory 20 may also include an operating system 202 and data 203, which may be stored in either a transient or persistent manner. Operating system 202 may include Windows, Unix, Linux, and the like. Data 203 may include, but is not limited to, data related to the traction control method.

[0093] In some embodiments, the traction control device may further include a display screen 22 , an input / output interface 23 , a communication interface 24 , a power supply 25 , and a communication bus 26 .

[0094] Those skilled in the art will understand that Figure 5 The structure shown in the figure does not constitute a limitation of the traction control device, and may include more or fewer components than shown.

[0095] In this embodiment, the traction control device includes a memory and a processor. The memory is used to store a computer program; the processor is used to execute the computer program to implement the steps of the traction control method described in the above embodiment. The method obtains the target traction force value and operating speed of the heavy-load locomotive, and obtains the traction characteristic curve of the heavy-load locomotive; obtains the current speed range of the heavy-load locomotive based on the operating speed and the traction characteristic curve; wherein the current speed range includes a constant force zone, a torque limit zone, and a constant power zone; and adjusts the traction force of each axle of the heavy-load locomotive based on the target traction force value and the current speed range to compensate for axle load. Therefore, the above scheme determines the current speed range of the heavy-load locomotive based on the operating speed and the traction characteristic curve, and thus adjusts the traction force of each axle of the heavy-load locomotive based on different speed ranges. This scheme creatively implements traction force compensation for each axle of the locomotive in advance based on vehicle control. This overcomes the drawback of previous projects that evenly distributes the target traction force to each axle, effectively improving the traction performance and adhesion utilization of each axle of the heavy-load locomotive.

[0096] Finally, the present application also provides an embodiment corresponding to a computer-readable storage medium. The computer-readable storage medium stores a computer program, which, when executed by a processor, implements the steps described in the above method embodiment.

[0097] It is understandable that if the method in the above embodiment is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, which is stored in a storage medium and executes all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0098] In this embodiment, a computer program is stored on a computer-readable storage medium, and when the computer program is executed by a processor, the steps described in the above method embodiment are implemented. By obtaining the traction force target value and operating speed of the heavy-load locomotive, and obtaining the traction characteristic curve of the heavy-load locomotive; obtaining the current speed range of the heavy-load locomotive based on the operating speed and the traction characteristic curve; wherein the current speed range includes a constant force area, a torque limit area, and a constant power area; adjusting the traction force of each axle of the heavy-load locomotive according to the traction force target value and the current speed range to perform axle weight compensation. It can be seen that the above scheme determines the current speed range of the heavy-load locomotive based on the operating speed and the traction characteristic curve of the heavy-load locomotive, and thus adjusts the traction force of each axle of the heavy-load locomotive according to different ranges; the scheme creatively starts from the whole vehicle control and performs traction force compensation for each axle of the locomotive in advance; it makes up for the defect of previous projects that evenly distributes the target traction force to each axle, and effectively improves the traction performance and adhesion utilization rate of each axle of the heavy-load locomotive.

[0099] The above is a detailed introduction to the traction control method, device, equipment, and medium provided by the present application. The various embodiments in the specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to in detail. For the devices disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple. For relevant parts, please refer to the description of the methods. It should be noted that for ordinary technicians in this technical field, without departing from the principles of the present application, several improvements and modifications can be made to the present application, and these improvements and modifications also fall within the scope of protection of the claims of the present application.

[0100] It should also be noted that, in this specification, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variants thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus comprising the element.

Claims

1. A traction control method, characterized in that: include: Obtaining a target traction force value and an operating speed of a heavy-load locomotive, and obtaining a traction characteristic curve of the heavy-load locomotive; Obtaining a current speed range of the heavy-load locomotive according to the operating speed and the traction characteristic curve; wherein the current speed range includes a constant force area, a torque limit area, and a constant power area; adjusting the traction force of each axle of the heavy-load locomotive according to the traction force target value and the current speed range to perform axle load compensation; The adjusting the traction force of each axle of the heavy-load locomotive according to the traction force target value and the current speed range includes: Adjust the traction force of each axle of the main control section of the heavy-load locomotive according to the traction force target value and the current speed range; The traction forces of the respective shafts of the coupled slave control sections of the heavy-load locomotive are adjusted respectively according to the traction forces of the respective shafts of the main control section.

2. The traction control method according to claim 1, characterized in that: The adjusting the traction force of each axle of the heavy-load locomotive according to the traction force target value and the current speed range includes: When the current speed interval is the constant force zone, obtaining an axle load compensation value of the heavy-load locomotive according to the offset characteristics of the heavy-load locomotive; The traction force of each axle of the heavy-load locomotive is adjusted respectively according to the traction force target value, the number of axles of the heavy-load locomotive and the axle weight compensation value.

3. The traction control method according to claim 1, characterized in that: The adjusting the traction force of each axle of the heavy-load locomotive according to the traction force target value and the current speed range includes: When the current speed interval is the torque limit zone, obtaining an axle load compensation value of the heavy-load locomotive according to the offset characteristics of the heavy-load locomotive; Obtaining the endpoint velocity value of the torque limiting zone; The traction force of each axle of the heavy-load locomotive is adjusted respectively according to the traction force target value, the number of axles of the heavy-load locomotive, the operating speed, the interval endpoint speed value and the axle weight compensation value.

4. The traction control method according to claim 1, characterized in that: The adjusting the traction force of each axle of the heavy-load locomotive according to the traction force target value and the current speed range includes: When the current speed range is the constant power range, the traction force of each axle of the heavy-load locomotive is adjusted according to the traction force target value and the number of axles of the heavy-load locomotive.

5. The traction control method according to any one of claims 1 to 4, characterized in that: After respectively adjusting the traction force of each axle of the heavy-load locomotive according to the traction force target value and the current speed range, the method further includes: The information of the tractive force of each axle of the heavy-load locomotive is output.

6. The traction control method according to claim 5, characterized in that: After outputting the information of the traction force of each axle of the heavy-load locomotive, the method further includes: An adjustment log of the traction force of each axle of the heavy-load locomotive is generated to facilitate a retrospective audit of the traction force control process based on the adjustment log.

7. A traction control device, characterized in that: include: a first acquisition module, configured to acquire a target traction force value and an operating speed of a heavy-load locomotive, and to acquire a traction characteristic curve of the heavy-load locomotive; a second acquisition module, configured to acquire a current speed range of the heavy-load locomotive according to the operating speed and the traction characteristic curve; wherein the current speed range includes a constant force area, a torque limit area, and a constant power area; a traction force adjustment module, configured to adjust the traction force of each axle of the heavy-load locomotive according to the traction force target value and the current speed range, so as to perform axle load compensation; The traction force adjustment module is specifically used to adjust the traction force of each shaft of the main control section of the heavy-load locomotive according to the traction force target value and the current speed range; and adjust the traction force of each shaft of each coupled slave control section of the heavy-load locomotive according to the traction force of each shaft of the main control section.

8. A traction control device, characterized in that: include: memory for storing computer programs; A processor, configured to implement the steps of the traction control method according to any one of claims 1 to 6 when executing the computer program.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the traction control method according to any one of claims 1 to 6 are implemented.

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