A power control method, device, electronic device and medium for a traction device

Abstract

The present application relates to the field of power control technologies, and in particular, to a method, device, electronic device, and medium for power control of a traction device. The method includes: obtaining a track image of a to-be-traveled area in real time; determining the track type corresponding to the to-be-traveled area according to the track image, and determining the corresponding track resistance according to the track type, where the track types include flat, uphill, downhill, and turning; obtaining the current transportation weight of the track transport vehicle, and determining the transportation resistance according to the current transportation weight; determining a target gear according to the track resistance and the transportation resistance, and controlling the traction device to traction the track transport vehicle at the target gear. The present application facilitates improving the stability of the track transport vehicle during movement.

Description

Technical Field

[0001] The present application relates to the technical field of power control, and in particular, to a method, device, electronic device and medium for power control of a traction device. Background Art

[0002] Rail transporters are generally used to carry materials. When using a rail transporter, it is generally necessary to connect it to a traction device, which provides power for it to move forward or backward on the track. In related technologies, generally, a fixed driving force is provided for the rail transporter before it moves, so that the rail transporter moves on the track. However, due to the relatively loose laying conditions of the track, the rail transporter may face situations such as uphill, downhill, and turning during the driving process on the track, and when going uphill, downhill, or turning, the resistance received by the rail transporter is different. If a fixed driving force is used to provide a fixed driving force for the rail transporter, it may cause the rail transporter to derail during the uphill, downhill, or turning process, thus possibly causing resource losses.

[0003] Therefore, there is an urgent need for a power control method for a traction device to improve the stability of the rail transporter during the moving process, thereby reducing the probability of derailment of the rail transporter during the moving process. Summary of the Invention

[0004] To facilitate improving the stability of the rail transporter during the moving process, the present application provides a method, device, electronic device and medium for power control of a traction device.

[0005] In a first aspect, the present application provides a method for power control of a traction device, adopting the following technical solution:

[0006] A method for power control of a traction device includes:

[0007] Obtain the track image of the area to be traveled in real time;

[0008] Determine the track type corresponding to the area to be traveled according to the track image, and determine the corresponding track resistance according to the track type. The track types include flat, uphill, downhill, and turning;

[0009] Obtain the current transport weight of the rail transporter, and determine the transport resistance according to the current transport weight;

[0010] Determine the target gear according to the track resistance and the transport resistance, and control the traction device to tow the rail transporter at the target gear.

[0011] By adopting the above technical solution, the track type of the area to be traveled is determined to facilitate real-time determination of the track resistance generated by the area to be traveled on the rail transport vehicle. The driving force provided by the traction device is adjusted based on the track resistance, that is, the target gear when the traction device pulls the rail transport vehicle is adjusted according to the track resistance, and the transport resistance currently received by the rail transport vehicle is determined in real time according to the current transport weight of the rail transport vehicle. Since the transport weight of the rail transport vehicle may change during movement and different transport weights generate different transport resistances, the transport resistance received by the rail transport vehicle can be determined in real time based on the current transport weight of the rail transport vehicle. Finally, the target gear of the traction device is determined jointly by the track resistance and the transport resistance, and the rail transport vehicle is pulled by controlling the traction device at the target gear to enable the rail transport vehicle to travel stably, thereby facilitating reduction of the probability of derailment of the rail transport vehicle during movement.

[0012] In a possible implementation manner, the determining the track type corresponding to the area to be traveled according to the track image includes:

[0013] Identifying the track features and the preset marker features in the track image and marking them in the track image to obtain a feature image; importing the feature image into a preset coordinate system and determining the feature coordinate information corresponding to the track features and the preset marker features respectively;

[0014] Determining the positional relationship between the track and the preset marker according to the feature coordinate information corresponding to the track features and the preset marker features respectively;

[0015] Determining the track type corresponding to the area to be traveled according to the positional relationship.

[0016] By adopting the above technical solution, the relative position between the preset marker and the track is easily determined through the coordinate information of the preset marker feature and the track feature, and the positional relationship between the preset marker and the track is determined through the relative position between the preset marker and the track, so as to realize the determination of the track type, rather than only identifying the image containing the track. The relative position between the preset marker and the track facilitates improving the accuracy when determining the track type.

[0017] In a possible implementation manner, when the track type is a turn, before determining the target gear according to the track resistance and the transport resistance, it further includes:

[0018] Obtaining the construction parameters corresponding to the track with a turn type in the area to be traveled, where the construction parameters include the bend radius, the inner bend height, and the inner bend height;

[0019] Determine the centripetal force corresponding to the track of the turning type according to the construction parameters and the current transportation weight; determine the track resistance according to the centripetal force.

[0020] By adopting the above technical solution, by determining the construction parameters corresponding to the track of the turning type, it is convenient to determine the minimum driving force required for the rail transport vehicle not to derail at the bend, that is, it is convenient to determine the minimum track resistance required for the rail transport vehicle not to derail at the bend. By determining the minimum track resistance, it is convenient to reduce the probability of derailment of the rail transport vehicle at the bend, thereby improving the safety of the rail transport vehicle during driving.

[0021] In a possible implementation manner, the method further includes:

[0022] When the target path information input by the user is detected, obtain the current position information, where the current position is the position of the traction device in the target path information;

[0023] Determine the track type change area according to the target path information and the current position information;

[0024] Determine the interval distance between the traction device and the track type change area according to the current position information;

[0025] Determine the power adjustment value based on the interval distance, and adjust the target gear according to the power adjustment value.

[0026] By adopting the above technical solution, if it is detected during the driving of the rail transport vehicle that the track type may change, by determining the interval distance between the current position and the change area where the track type changes, and determining the required time for driving the interval distance as the adjustment time, adjust the target gear according to the power adjustment value within the adjustment time, so that when the rail transport vehicle reaches the change area, the driving force corresponding to the adjusted target gear can reduce the probability of derailment of the rail transport vehicle when passing through the change area.

[0027] In a possible implementation manner, before determining the power adjustment value according to the interval distance, it further includes:

[0028] Obtain the vehicle length of the rail transport vehicle;

[0029] Compare the vehicle length with a preset length. When the vehicle length of the rail transport vehicle is greater than the preset length, obtain the driving image of the rail transport vehicle at the track change area;

[0030] Determine the relative position between the rail transport vehicle and the track type change area according to the driving image;

[0031] Among them, determining the power adjustment value based on the interval distance includes:

[0032] Determine the power adjustment value according to the relative position and the interval distance.

[0033] By adopting the above technical solution, by determining the length of the rail transport vehicle and determining the power adjustment value according to the relative position of the longer rail transport vehicle in the process of traveling in the rail type change area, rather than always controlling the traction device to tow the rail transport vehicle at the same target gear, it is convenient to improve the flexibility of determining the power adjustment value.

[0034] In a possible implementation manner, when the rail type is uphill, determining the power adjustment value according to the relative position and the interval distance includes:

[0035] Determine the driving path of the rail transport vehicle in the rail type change area according to the relative position;

[0036] Compare the driving path with the full path of the rail type change area to obtain the proportion of the driving path;

[0037] When the proportion of the driving path exceeds the preset proportion, reduce the power adjustment value according to the preset change value.

[0038] By adopting the above technical solution, by determining the driving path corresponding to the rail transport vehicle going uphill and reducing the power adjustment value when the driving path exceeds the preset proportion of the full path of the rail change area, thereby reducing the driving force provided by the traction device. Since the rail transport vehicle needs the traction device to increase the driving force to ensure that the rail transport vehicle can complete going uphill, but when the driving path of the rail transport vehicle exceeds the preset proportion of the full path of the rail change area, the driving force required by the rail transport vehicle may decrease. At this time, reducing the power adjustment value is convenient for reducing energy consumption while the rail transport vehicle completes going uphill.

[0039] In a possible implementation manner, the device further includes:

[0040] Identify the rail type in the target path information;

[0041] Determine the minimum driving force required in the target path corresponding to the target path information according to the rail type in the target path information;

[0042] Obtain the maximum traction force corresponding to the highest gear of the traction device;

[0043] Determine the maximum load capacity of the rail transport vehicle according to the minimum driving force and the maximum traction force;

[0044] Generate a warning message when it is detected that the current transportation weight of the rail transport vehicle is higher than the maximum load capacity.

[0045] By adopting the above technical solution, identify the possible track types in the target path information, and determine the minimum driving force required for the track corresponding to the track type in the driving target path information, so as to limit the weight of the materials carried by the rail transport vehicle through the minimum track driving force, and reduce the probability of the situation that the rail transport vehicle cannot drive on the corresponding track due to overloading during driving.

[0046] In a second aspect, the present application provides a traction device power control device, adopting the following technical solution:

[0047] A traction device power control device includes:

[0048] An orbit image acquisition module for real-time acquisition of the orbit image of the area to be traveled;

[0049] An orbit type determination module for determining the orbit type corresponding to the area to be traveled according to the orbit image, and determining the corresponding orbit resistance according to the orbit type, where the orbit type includes flat, uphill, downhill, and turning;

[0050] A transportation resistance determination module for acquiring the current transportation weight of the rail transport vehicle and determining the transportation resistance according to the current transportation weight;

[0051] A target gear determination module for determining a target gear according to the orbit resistance and the transportation resistance, and controlling the traction device to tow the rail transport vehicle at the target gear.

[0052] By adopting the above technical solution, determine the orbit type of the area to be traveled, so as to determine the orbit resistance generated by the area to be traveled on the rail transport vehicle in real time. Through the orbit resistance, it is convenient to adjust the driving force provided by the traction device, that is, through the orbit resistance, it is convenient to adjust the target gear when the traction device towes the rail transport vehicle, and determine the transportation resistance currently received by the rail transport vehicle in real time according to the current transportation weight of the rail transport vehicle. Since the transportation weight of the rail transport vehicle may change during movement, and different transportation weights generate different transportation resistances, therefore, through the current transportation weight of the rail transport vehicle, it is convenient to determine the transportation resistance received by the rail transport vehicle in real time. Finally, determine the target gear of the traction device through the orbit resistance and the transportation resistance, and control the traction device to tow the rail transport vehicle at the target gear to make the rail transport vehicle drive stably, thereby facilitating the reduction of the probability of derailment of the rail transport vehicle during movement.

[0053] In a possible implementation manner, when determining the track type corresponding to the area to be traveled based on the track image, the track type determination module is specifically configured to:

[0054] Identify the track features and preset marker features in the track image, and mark them in the track image to obtain a feature image; import the feature image into a preset coordinate system, and determine the feature coordinate information corresponding to the track features and the preset marker features respectively;

[0055] Determine the positional relationship between the track and the preset marker according to the feature coordinate information corresponding to the track features and the preset marker features respectively;

[0056] Determine the track type corresponding to the area to be traveled according to the positional relationship.

[0057] In a possible implementation manner, the device further includes:

[0058] A construction parameter acquisition module, configured to acquire the construction parameters corresponding to the track with a turning track type in the area to be traveled, where the construction parameters include the curve radian, the inner curve height, and the inner curve height;

[0059] A centripetal force determination module, configured to determine the centripetal force corresponding to the track with a turning track type according to the construction parameters and the current transportation weight;

[0060] A track resistance determination module, configured to determine the track resistance according to the centripetal force.

[0061] In a possible implementation manner, the device further includes:

[0062] A current position information acquisition module, configured to acquire the current position information when detecting the target path information input by the user, where the current position is the position of the traction device in the target path information;

[0063] A track type change area determination module, configured to determine the track type change area according to the target path information and the current position information;

[0064] An interval distance determination module, configured to determine the interval distance between the traction device and the track type change area according to the current position information;

[0065] A target gear adjustment module, configured to determine a power adjustment value based on the interval distance, and adjust the target gear according to the power adjustment value.

[0066] In a possible implementation manner, the device further includes:

[0067] Obtain the vehicle length module, which is used to obtain the vehicle length of the rail transport vehicle;

[0068] Obtain the driving image module, which is used to compare the vehicle length with a preset length. When the vehicle length of the rail transport vehicle is greater than the preset length, obtain the driving image of the rail transport vehicle at the rail change area;

[0069] Determine the relative position module, which is used to determine the relative position between the rail transport vehicle and the rail type change area according to the driving image;

[0070] Among them, when the adjustment target gear module determines the power adjustment value based on the determined interval distance, it is specifically used for:

[0071] Determine the power adjustment value according to the relative position and the interval distance.

[0072] In a possible implementation manner, when the adjustment target gear module determines the power adjustment value according to the relative position and the interval distance, it is specifically used for:

[0073] Determine the driving path of the rail transport vehicle in the rail type change area according to the relative position;

[0074] Compare the driving path with the full path of the rail type change area to obtain the proportion of the driving path;

[0075] When the proportion of the driving path exceeds the preset proportion, reduce the power adjustment value according to the preset change value.

[0076] In a possible implementation manner, the device further includes:

[0077] Identify the rail type module, which is used to identify the rail type in the target path information;

[0078] Determine the minimum driving force module, which is used to determine the minimum driving force required in the target path corresponding to the target path information according to the rail type in the target path information;

[0079] Obtain the maximum traction force module, which is used to obtain the maximum traction force corresponding to the highest gear of the traction device;

[0080] Determine the maximum load capacity module, which is used to determine the maximum load capacity of the rail transport vehicle according to the minimum driving force and the maximum traction force;

[0081] Generate a warning information module, which is used to generate warning information when it is detected that the current transport weight of the rail transport vehicle is higher than the maximum load capacity.

[0082] In a third aspect, the present application provides an electronic device, adopting the following technical solution:

[0083] An electronic device, the electronic device comprising:

[0084] At least one processor;

[0085] A memory;

[0086] At least one application program, wherein the at least one application program is stored in the memory and is configured to be executed by the at least one processor, and the at least one application program is configured to: execute the method for controlling the power of the above-mentioned traction device.

[0087] In a fourth aspect, the present application provides a computer-readable storage medium, adopting the following technical solution:

[0088] A computer-readable storage medium, comprising: a computer program stored therein that can be loaded and executed by a processor to perform the above-mentioned method for controlling the power of the traction device.

[0089] In summary, the present application includes at least one of the following beneficial technical effects:

[0090] 1. By determining the track type of the area to be traveled, it is convenient to determine in real time the track resistance generated by the area to be traveled on the rail transport vehicle. Through the track resistance, it is convenient to adjust the driving force provided by the traction device, that is, through the track resistance, it is convenient to adjust the target gear when the traction device pulls the rail transport vehicle, and determine in real time the transport resistance received by the rail transport vehicle according to the current transport weight of the rail transport vehicle. Since the transport weight of the rail transport vehicle may change during the movement process, and different transport weights generate different transport resistances, therefore, through the current transport weight of the rail transport vehicle, it is convenient to determine in real time the transport resistance received by the rail transport vehicle. Finally, the target gear of the traction device is determined jointly by the track resistance and the transport resistance, and the rail transport vehicle is pulled by controlling the traction device at the target gear, so that the rail transport vehicle travels stably, thereby facilitating the reduction of the probability of derailment of the rail transport vehicle during the movement process.

[0091] 2. If it is detected during the driving process of the rail transport vehicle that the track type may change, by determining the interval distance between the current position and the change area where the track type changes, the duration required for traveling the interval distance is determined as the adjustment duration, and the target gear is adjusted according to the power adjustment value within the adjustment duration, so that when the rail transport vehicle reaches the change area, the driving force corresponding to the adjusted target gear can reduce the probability of derailment of the rail transport vehicle when passing through the change area. Description of the Drawings

[0092] Figure 1 is a schematic flowchart of a method for controlling the power of a traction device in an embodiment of the present application;

[0093] Figure 2 It is a schematic diagram of a track type change area in an embodiment of the present application;

[0094] Figure 3 It is a schematic structural diagram of a traction device power control device in an embodiment of the present application;

[0095] Figure 4 It is a schematic structural diagram of an electronic device in an embodiment of the present application. Detailed implementation manners

[0096] The following will further describe the present application in detail with reference to the Figures 1-4 accompanying drawings.

[0097] After reading this specification, those skilled in the art can make modifications to this embodiment without creative contributions according to needs, but as long as they are within the scope of the claims of the present application, they are protected by the Patent Law.

[0098] To make the objectives, technical solutions, and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Apparently, the described embodiments are some, but not all, of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without making creative efforts fall within the scope of protection of the present application.

[0099] Specifically, the embodiment of the present application provides a traction device power control method, which is executed by an electronic device. The electronic device can be a server or a terminal device. Among them, the server can be an independent physical server, a server cluster or a distributed system composed of multiple physical servers, or a cloud server providing cloud computing services. The terminal device can be a smart phone, a tablet computer, a notebook computer, a desktop computer, etc., but is not limited thereto. The terminal device and the server can be directly or indirectly connected through wired or wireless communication methods, and the embodiments of the present application do not make limitations here.

[0100] Referring to Figure 1 , Figure 1 It is a schematic flowchart of a traction device power control method in an embodiment of the present application. The method includes step S110, step S120, step S130, and step S140, where:

[0101] Step S110: Real-time obtain the track image of the area to be traveled.

[0102] Specifically, the area to be traveled is the moving area of the rail transport vehicle. The track image of the area to be traveled can be collected by an image acquisition device arranged in the area to be traveled and uploaded to the electronic device.

[0103] Step S120: Determine the track type corresponding to the area to be traveled according to the track image, and determine the corresponding track resistance according to the track type.

[0104] Among them, the track types include flat, uphill, downhill, and turning.

[0105] Specifically, by performing feature recognition on the track image, and then determining the type of the track corresponding to the track in the track image according to the recognized features.

[0106] Among them, step S120 determines the track type corresponding to the area to be traveled according to the track image, and determines the corresponding track resistance according to the track type, specifically including step S1201 (not shown in the drawings), step S1202 (not shown in the drawings), step S1203 (not shown in the drawings), and step S1204 (not shown in the drawings), where:

[0107] Step S1201: Identify the track features and preset marker features in the track image, and mark them in the track image to obtain a feature image.

[0108] Specifically, the track feature can be a set of edge points of the track or the contour of the track. The specific track feature is not specifically limited in the embodiments of the present application, as long as the track can be characterized by the track feature. The preset marker can be a building or a basic function marker in the track image, such as a street lamp, a road sign, a telegraph pole, etc. The specific preset marker is not specifically limited in the embodiments of the present application and can be determined by user input. The preset marker feature can be a set of edge points or a contour of the preset marker. The specific preset marker feature is not specifically limited in the embodiments of the present application. The track features and preset marker features in the track image can be identified by a feature recognition model. The feature image is a track image containing feature marks.

[0109] Step S1202: Import the feature image into a preset coordinate system, and determine the feature coordinate information corresponding to the track feature and the preset marker feature respectively.

[0110] Specifically, when both the track feature and the preset marker feature in the feature image are sets of edge points, the feature coordinate information corresponding to the track feature is the coordinates of all edge points of the track, and the coordinates of all edge points of the preset marker.

[0111] Step S1203: Determine the positional relationship between the track and the preset marker according to the feature coordinate information corresponding to the track feature and the preset marker feature respectively.

[0112] Step S1204: Determine the track type corresponding to the area to be traveled according to the positional relationship.

[0113] Specifically, when determining the positional relationship between the track and the preset marker, the coordinates of the corresponding positions of the track and the preset marker can be compared to determine whether the track and the preset marker are in the same plane. If the track and the preset marker are in the same plane, the track type is determined to be a plane. For example, the feature image is imported into the preset three-dimensional coordinate system, and the plane formed by the X-axis and the Y-axis is determined as the plane. The key points of the track are (1, 0, 0), (2, 2, 0), (3, 4, 0), and the key points of the preset marker are (0, 2, 0), (0, 2, 1), (0, 2, 3). Since the key point coordinates of the track all fall on the plane formed by the X-axis and the Y-axis, and the key point coordinates of the bottom surface of the preset marker are located on the Y-axis, it is determined that the track and the preset marker are in the same plane. If the feature image is imported into the preset three-dimensional coordinate system, and the plane formed by the X-axis and the Y-axis is determined as the plane. The key points of the track are (1, 0, 0), (2, 2, 1), (3, 4, 5), and the key points of the preset marker are (0, 2, 0), (0, 2, 1), (0, 2, 3). Since the key point coordinates of the track fall within the three-dimensional model formed by the X-axis, Y-axis, and Z-axis, and since the value of the Z-axis in the key point coordinates of the track is increasing, the track type can be determined to be uphill. If the feature image is imported into the preset three-dimensional coordinate system, and the plane formed by the X-axis and the Y-axis is determined as the plane. The key points of the track are (1, 0, 5), (2, 2, 1), (3, 4, 0), and the key points of the preset marker are (0, 2, 0), (0, 2, 1), (0, 2, 3). Since the key point coordinates of the track fall within the three-dimensional model formed by the X-axis, Y-axis, and Z-axis, and since the value of the Z-axis in the key point coordinates of the track is decreasing, the track type can be determined to be downhill. If the feature image is imported into the preset three-dimensional coordinate system, and the plane formed by the X-axis and the Y-axis is determined as the plane. The key points of the track are (1, 0, 0), (2, 2, 0), (3, 3, 0), (4, 2, 0), and the key points of the preset marker are (0, 2, 0), (0, 2, 1), (0, 2, 3). Since the key point coordinates of the track fall within the plane formed by the X-axis and the Y-axis, and since the value of the Y-axis in the key point coordinates of the track increases and then decreases, the track type can be determined to be a turn. Among them, the track type corresponding to the track in the area to be traveled can be one or multiple types.

[0114] Through the coordinate information of the preset marker features and the track features, it is convenient to determine the relative position between the preset marker and the track, and determine the positional relationship between the preset marker and the track through the relative position between the preset marker and the track, so as to realize the determination of the track type, rather than only identifying the image containing the track. The relative position between the preset marker and the track is convenient to improve the accuracy when determining the track type.

[0115] Different track types correspond to different track resistances. When determining the track resistance corresponding to a track type, it can be determined through the preset correspondence between the track type and the track resistance, where the preset correspondence between the track type and the preset track resistance can be determined from historical test records.

[0116] Step S130: Obtain the current transportation weight of the rail transporter and determine the transportation resistance according to the current transportation weight.

[0117] Specifically, since rail transporters are generally used to haul materials, the transportation weight may increase during the movement of the rail transporter, such as during the process of loading materials. However, the transportation weight may also decrease during the movement of the rail transporter, such as during the process of unloading materials. Since the transportation weight is related to the resistance suffered by the rail transporter during movement, without considering the friction coefficient, the greater the transportation weight, the greater the resistance suffered by the rail transporter during movement, that is, the transportation resistance. Therefore, it is necessary to obtain the transportation weight of the rail transporter in real time.

[0118] Step S140: Determine the target gear according to the track resistance and the transportation resistance, and control the traction device to tow the rail transporter at the target gear.

[0119] Specifically, the traction device provides power for the rail transporter by adjusting the gear. Different gears correspond to different traction forces. The higher the gear, the greater the traction force provided by the traction device. When determining the target gear, obtain the traction force corresponding to each gear, and compare the traction force corresponding to each gear with the sum of the resistances composed of the track resistance and the transportation resistance to determine the target gear. For example, the traction device has three gears, namely the first gear, the second gear, and the third gear. The traction force that the first gear can provide is 100 N, the traction force that the second gear can provide is 150 N, and the traction force that the third gear can provide is 200 N. At this time, the sum of the track resistance and the transportation resistance is 130 N. Therefore, the target gear can be the second gear or the third gear.

[0120] For the embodiments of the present application, by determining the track type of the area to be traveled, it is convenient to determine the track resistance generated by the area to be traveled on the track transport vehicle in real time. Through the track resistance, it is convenient to adjust the driving force provided by the traction device, that is, through the track resistance, it is convenient to adjust the target gear when the traction device pulls the track transport vehicle, and determine the transport resistance currently received by the track transport vehicle in real time according to the current transport weight of the track transport vehicle. Since the transport weight of the track transport vehicle may change during the movement, and different transport weights generate different transport resistances, therefore, through the current transport weight of the track transport vehicle, it is convenient to determine the transport resistance received by the track transport vehicle in real time. Finally, the target gear of the traction device is determined jointly by the track resistance and the transport resistance, and the track transport vehicle is pulled by controlling the traction device at the target gear, so that the track transport vehicle can travel stably, thereby facilitating the reduction of the probability of derailment of the track transport vehicle during the movement.

[0121] Further, in order to improve the safety of the track transport vehicle during driving, in the embodiments of the present application, when the track type is a turn, it further includes step Sa1 (not shown in the drawings), step Sa2 (not shown in the drawings), and step Sa3 (not shown in the drawings), where:

[0122] Step Sa1: Obtain the construction parameters corresponding to the track with a turn track type in the area to be traveled. The construction parameters include the bend radian, the inner bend height, and the inner bend height.

[0123] Specifically, when determining the construction parameters of the guide rail in the area to be traveled, it can be judged by whether there is a track identification code in the track image. If there is a track identification code in the track image, the construction parameters corresponding to the track identification code are obtained from the preset parameter information table. The preset parameter information is determined by the construction parameters of the tracks traveled during the historical driving process, and the preset parameter information can be added and deleted according to the user's needs. The bend radian is used to represent the turning radius at the turning of the track when the track type is a turn type. The inner bend height is the height of the inner bend, and the outer bend height is the height of the outer bend. For example, when turning to the right, the right side of the track is the inner bend, and the left side of the track is the outer bend.

[0124] Step Sa2: Determine the centripetal force corresponding to the track with a turn track type according to the construction parameters and the current transport weight.

[0125] Step Sa3: Determine the track resistance according to the centripetal force.

[0126] Specifically, the centripetal force is the resultant external force acting towards the center of the circle when the rail transport vehicle moves along the track. When the rail transport vehicle turns on the track, the centripetal force it receives is related to the track curvature, the height of the inner bend, the height of the outer bend, and the current transport weight of the rail transport vehicle. Among them, according to the calculation formula of the centripetal force it can be known that the larger the radius of the track at the turning point, the greater the centripetal force received by the rail transport vehicle, where:

[0127] F is used to represent the first centripetal force received by the rail transport vehicle;

[0128] m is the mass of the rail transport vehicle;

[0129] v represents the speed of the rail transport vehicle when turning;

[0130] r represents the turning radius of the track at the turning point.

[0131] The second centripetal forces generated by different height differences between the inner bend height and the outer bend height are different. The second centripetal force corresponding to the height difference between the inner bend and the outer bend in the construction parameters is determined according to the preset correspondence between the height difference and the second centripetal force, and the track resistance is determined according to the first centripetal force and the second centripetal force.

[0132] For the embodiments of the present application, by determining the construction parameters corresponding to the track of the turning type, it is convenient to determine the minimum driving force required for the rail transport vehicle not to derail at the bend, that is, it is convenient to determine the minimum track resistance required for the rail transport vehicle not to derail at the bend. By determining the minimum track resistance, it is convenient to reduce the probability of the rail transport vehicle derailing at the bend, thereby improving the safety of the rail transport vehicle during driving.

[0133] In order to reduce the probability of the rail transport vehicle derailing when passing through the track type change area, the embodiments of the present application further include step Sb1 (not shown in the drawings), step Sb2 (not shown in the drawings), step Sb3 (not shown in the drawings), and step Sb4 (not shown in the drawings), where:

[0134] Step Sb1: When the target path information input by the user is detected, obtain the current position information, and the current position is the position where the traction device is located in the target path information.

[0135] Specifically, the target path is the complete driving path of the rail transport vehicle, including the driving start point and the driving end point. The target path information can be input by the user, and the input method can be voice or text or selected from the local. In the embodiments of the present application, there is no specific limitation as long as the target path information can be obtained. The current position can be collected by a positioning device set on the rail transport vehicle or on the traction device and uploaded to the electronic device.

[0136] Step Sb2: Determine the track type change area according to the target path information and the current position information.

[0137] Specifically, the track type change area is generally a partial area in the track corresponding to the previous track type before the track type changes. For example, Figure 2 as shown, Figure 2 is a schematic diagram of a track type change area in an embodiment of the present application. For example, the target path information includes two track types, namely track type A and track type B. Among them, the current position of the track transport vehicle is on the track corresponding to track type A, and the track type change area is at the dotted line area.

[0138] The size of the track change area can be input by the user, and the specific size is not specifically limited in the embodiment of the present application.

[0139] Step Sb3: Determine the interval distance between the traction device and the track type change area according to the current position information.

[0140] Step Sb4: Determine the power adjustment value based on the interval distance and adjust the target gear according to the power adjustment value.

[0141] Specifically, the interval distance between the traction device and the track type change area is the straight-line distance between the traction device and the boundary of the track change type area. The power adjustment value is the change amount of raising or lowering the target gear. If driving from a flat type track to an uphill type track, the target gear needs to be raised; if driving from an uphill type track to a downhill type track, the target gear needs to be lowered.

[0142] For the embodiment of the present application, if it is detected during the driving of the track transport vehicle that the track type may change, by determining the interval distance between the current position and the change area where the track type changes, the time required for driving the interval distance is determined as the adjustment time, and the target gear is adjusted according to the power adjustment value within the adjustment time, so that when the track transport vehicle reaches the change area, the driving force corresponding to the adjusted target gear can reduce the probability of the track transport vehicle derailing when passing through the change area.

[0143] To improve the flexibility of determining the power adjustment value, the embodiment of the present application further includes step Sc1 (not shown in the drawings), step Sc2 (not shown in the drawings), and step Sc3 (not shown in the drawings), where:

[0144] Step Sc1: Obtain the vehicle length of the track transport vehicle.

[0145] Specifically, the rail transport vehicle can be a single carriage or a combination of multiple transport carriages. When the rail transport vehicle is a single carriage, the vehicle length of the rail transport vehicle is the length of the carriage. When the rail transport vehicle is a combination of multiple carriages, the vehicle length of the rail transport vehicle is the total length of the multiple transport carriages.

[0146] Step Sc2: Compare the vehicle length with a preset length. When the vehicle length of the rail transport vehicle is greater than the preset length, obtain the driving image of the rail transport vehicle at the rail change area.

[0147] Specifically, the preset length can be input by the user, and the specific length is not specifically limited in the embodiments of the present application. The driving image of the rail transport vehicle at the rail change area can be collected by an image acquisition device arranged at the rail change area and uploaded to an electronic device. The driving image includes at least a traction device, a rail transport vehicle, and a rail.

[0148] Step Sc3: Determine the relative position of the rail transport vehicle and the rail type change area according to the driving image.

[0149] Specifically, the relative position is used to represent the driving distance of the rail transport vehicle at the rail change area. The relative position of the rail transport vehicle and the rail type change area includes a first relative position when the rail transport vehicle just enters the rail type change area, a second relative position of the rail transport vehicle in the rail type change area, and a third relative position when the rail transport vehicle leaves the rail change area.

[0150] Among them, step Sb4 determines the power adjustment value based on the interval distance, specifically including:

[0151] Determine the power adjustment value according to the relative position and the interval distance.

[0152] Specifically, if the vehicle length of the rail transport vehicle is relatively long, during the driving process in the rail type change area, the driving forces required for different relative positions of the rail transport vehicle and the rail change area may be different, and different interval distances correspond to different power adjustment values for different relative positions.

[0153] For the embodiments of the present application, by determining the length of the rail transport vehicle and determining the power adjustment value according to the relative position of the longer rail transport vehicle and the rail type change area during the driving process, rather than always controlling the traction device to tow the rail transport vehicle at the same target gear, it is convenient to improve the flexibility of determining the power adjustment value.

[0154] Among them, when the rail type is an uphill slope, determining the power adjustment value according to the relative position and the interval distance specifically includes step Sd1 (not shown in the drawings), step Sd2 (not shown in the drawings), and step Sd3 (not shown in the drawings), where:

[0155] Step Sd1: Determine the driving path of the rail vehicle in the rail type change area according to the relative position.

[0156] Specifically, when the rail type is uphill, the corresponding rail type change area is the area near the next rail type of the uphill rail. At this time, the relative position is the positional relationship between the rail vehicle during the uphill process and the rail type change area in the uphill rail. The driving path of the vehicle near the rail type change area can be determined through the driving image.

[0157] Step Sd2: Compare the driving path with the full path of the rail type change area to obtain the proportion of the driving path.

[0158] Step Sd3: When the proportion of the driving path exceeds the preset proportion, reduce the power adjustment value according to the preset change value.

[0159] Specifically, the driving path is the path of the rail vehicle within the rail type change area. For example, if the full path of the rail type change area is 20 meters and the driving path of the rail vehicle within the rail type change area is 5 meters, the proportion of the driving path is 1 / 4 at this time.

[0160] The preset proportion can be input by the user and is not specifically limited in the embodiments of the present application. Compare the proportion of the driving path with the preset proportion. When the proportion of the driving path is higher than the preset proportion, reduce the power adjustment value, that is, reduce the driving force generated by the traction device. The preset change value can be input by the user. For example, the preset change value can be 20 N. By reducing 20 N for the traction device in the target gear each time, the moving speed of the rail vehicle is reduced.

[0161] For the embodiments of the present application, by determining the driving path corresponding to the uphill rail vehicle and reducing the power adjustment value to reduce the driving force provided by the traction device when the driving path exceeds the preset proportion of the full path of the rail change area. Since the rail vehicle needs the traction device to increase the driving force to ensure that the rail vehicle can complete the uphill when going uphill, but when the driving path of the rail vehicle exceeds the preset proportion of the full path of the rail change area, the driving force required by the rail vehicle may decrease. At this time, reducing the power adjustment value facilitates reducing energy consumption while the rail vehicle completes the uphill.

[0162]

[0163] Step Se1: Identify the rail type in the target path information.

[0164] ​Specifically, all track types in the target path information are identified. There may be one or multiple track types in the target path information.

[0165] Step Se2: Determine the minimum driving force required for the target path corresponding to the target path information according to the track type in the target path information.

[0166] Specifically, when traveling on the target path, the minimum driving force required for the target path is the driving force required for the rail transport vehicle to travel the whole journey. For example, when the track types in the target path include a flat type and an uphill type, since the driving force required for the rail transport vehicle during the uphill process is greater than the driving force required for the rail transport vehicle on the flat track, the driving force required for the rail transport vehicle during the uphill track travel is the minimum driving force required for the target path.

[0167] Step Se3: Obtain the maximum traction force corresponding to the highest gear of the traction device.

[0168] Specifically, the traction device has different gears, and the maximum traction force that can be provided by different gears is different. For example, the traction device is divided into 3 gears. The traction force corresponding to the first gear is 100 N, that is, when the traction device is in the first gear, it can provide a traction force of 0 - 100 N; the traction force corresponding to the first gear is 150 N, that is, when the traction device is in the first gear, it can provide a traction force of 0 - 150 N; the traction force corresponding to the first gear is 200 N, that is, when the traction device is in the first gear, it can provide a traction force of 0 - 200 N.

[0169] Step Se4: Determine the maximum load capacity of the rail transport vehicle according to the minimum driving force and the maximum traction force.

[0170] Specifically, since the rail transport vehicle has a weight and the transport weight of the rail transport vehicle changes with the loading and unloading of materials, the rail transport vehicle will generate corresponding transport resistance. When the track resistance generated by the track on the rail transport vehicle is determined as a fixed value, the driving force of the rail transport vehicle = traction force - transport resistance - track resistance. When the driving force and the track resistance are known, it is convenient to determine the corresponding relationship between the traction force and the transport resistance. Also, because the transport resistance is related to the transport weight of the rail transport vehicle, and the transport weight of the rail transport vehicle corresponds to the maximum load capacity, the corresponding relationship between the traction force and the maximum load capacity can be determined.

[0171] Step Se5: Generate a warning message when it is detected that the current transport weight of the rail transport vehicle is higher than the maximum load capacity.

[0172] Specifically, if the current transportation weight of the rail transporter is higher than the maximum load capacity, that is, the transportation resistance corresponding to the rail transporter and the rail resistance may be greater than the traction force provided by the traction device. At this time, the generated warning information is used to remind the relevant staff to stop loading materials into the rail transporter.

[0173] For the embodiments of the present application, by identifying the possible track types in the target path information and determining the minimum driving force required for the tracks corresponding to the track types in the driving target path information, the weight of the materials carried by the rail transporter is limited by the minimum track driving force, so as to reduce the probability of the situation that the rail transporter cannot drive on the corresponding track due to overloading during driving.

[0174] The above embodiments introduce a method for controlling the power of a traction device from the perspective of the method flow. The following embodiments introduce a device for controlling the power of a traction device from the perspective of virtual modules or virtual units. For details, see the following embodiments.

[0175] The embodiments of the present application provide a device for controlling the power of a traction device, as Figure 3 shown. The device may specifically include an orbit image acquisition module 310, an orbit type determination module 320, a transportation resistance determination module 330, and a target gear determination module 340:

[0176] The orbit image acquisition module 310 is configured to acquire the orbit image of the area to be traveled in real time;

[0177] The orbit type determination module 320 is configured to determine the orbit type corresponding to the area to be traveled according to the orbit image, and determine the corresponding orbit resistance according to the orbit type. The orbit types include flat, uphill, downhill, and turn;

[0178] The transportation resistance determination module 330 is configured to acquire the current transportation weight of the rail transporter and determine the transportation resistance according to the current transportation weight;

[0179] The target gear determination module 340 is configured to determine the target gear according to the orbit resistance and the transportation resistance, and control the traction device to tow the rail transporter at the target gear.

[0180] In a possible implementation manner, when the orbit type determination module 320 determines the orbit type corresponding to the area to be traveled according to the orbit image, it is specifically configured to:

[0181] Identify the orbit features and preset marker features in the orbit image, and mark them in the orbit image to obtain a feature image; import the feature image into a preset coordinate system, and determine the feature coordinate information corresponding to the orbit features and the preset marker features respectively; determine the position relationship between the orbit and the preset marker according to the feature coordinate information corresponding to the orbit features and the preset marker features respectively.

[0182] Determine the track type corresponding to the area to be traveled according to the positional relationship.

[0183] In a possible implementation manner, the device further includes:

[0184] A construction parameter acquisition module, configured to acquire the construction parameters corresponding to the track with a turning track type in the area to be traveled, where the construction parameters include the bend radian, the inner bend height, and the inner bend height;

[0185] A centripetal force determination module, configured to determine the centripetal force corresponding to the track with a turning track type according to the construction parameters and the current transportation weight;

[0186] A track resistance determination module, configured to determine the track resistance according to the centripetal force.

[0187] In a possible implementation manner, the device further includes:

[0188] A current position information acquisition module, configured to acquire the current position information when detecting the target path information input by the user, where the current position is the position where the traction device is located in the target path information;

[0189] A track type change area determination module, configured to determine the track type change area according to the target path information and the current position information;

[0190] An interval distance determination module, configured to determine the interval distance between the traction device and the track type change area according to the current position information; a target gear adjustment module, configured to determine a power adjustment value based on the interval distance and adjust the target gear according to the power adjustment value.

[0191] In a possible implementation manner, the device further includes:

[0192] A vehicle length acquisition module, configured to acquire the vehicle length of the rail transport vehicle;

[0193] A driving image acquisition module, configured to compare the vehicle length with a preset length, and when the vehicle length of the rail transport vehicle is greater than the preset length, acquire the driving image of the rail transport vehicle at the track change area;

[0194] A relative position determination module, configured to determine the relative position between the rail transport vehicle and the track type change area according to the driving image; wherein, when the target gear adjustment module determines the power adjustment value based on the interval distance, it is specifically configured to:

[0195] Determine the power adjustment value according to the relative position and the interval distance.

[0196] In a possible implementation manner, when the target gear adjustment module determines the power adjustment value according to the relative position and the interval distance, it is specifically configured to:

[0197] Determine the driving path of the rail transport vehicle in the rail type change area according to the relative position;

[0198] Compare the driving path with the whole path of the rail type change area to obtain the proportion of the driving path;

[0199] When the proportion of the driving path exceeds the preset proportion, reduce the power adjustment value according to the preset change value.

[0200] In a possible implementation manner, the device further includes:

[0201] A rail type identification module, configured to identify the rail type in the target path information;

[0202] A minimum driving force determination module, configured to determine the minimum driving force required in the target path corresponding to the target path information according to the rail type in the target path information;

[0203] A maximum traction force acquisition module, configured to acquire the maximum traction force corresponding to the highest gear of the traction device;

[0204] A maximum load capacity determination module, configured to determine the maximum load capacity of the rail transport vehicle according to the minimum driving force and the maximum traction force; a warning information generation module, configured to generate a warning information when it is detected that the current transport weight of the rail transport vehicle is higher than the maximum load capacity.

[0205] In an embodiment of the present application, an electronic device is provided, as Figure 4 shown, Figure 4 The electronic device 400 shown includes: a processor 401 and a memory 403. Among them, the processor 401 and the memory 403 are connected, such as being connected through a bus 402. Optionally, the electronic device 400 may further include a transceiver 404. It should be noted that in practical applications, the transceiver 404 is not limited to one, and the structure of the electronic device 400 does not constitute a limitation to the embodiments of the present application.

[0206] The processor 401 may be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It can implement or execute various exemplary logical blocks, modules, and circuits described in connection with the disclosure of this application. The processor 401 may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, etc.

[0207] The bus 402 may include a path for transmitting information between the above components. The bus 402 may be a PCI (Peripheral Component Interconnect) bus, an EISA (Extended Industry Standard Architecture) bus, or the like. The bus 402 may be divided into an address bus, a data bus, a control bus, etc. For the sake of representation, Figure 4 only a thick line is used to represent it in the figure, but it does not mean that there is only one bus or one type of bus.

[0208] The memory 403 may be a ROM (Read Only Memory) or other type of static storage device that can store static information and instructions, a RAM (Random Access Memory) or other type of dynamic storage device that can store information and instructions, or it may also be an EEPROM (Electrically Erasable Programmable Read Only Memory), a CD-ROM (Compact Disc Read Only Memory), or other optical disc storage, optical disc storage (including compact discs, laser discs, optical discs, digital versatile discs, Blu-ray discs, etc.), magnetic disk storage media, or any other medium that can be used to carry or store the desired program code in the form of instructions or data structures and can be accessed by a computer, but is not limited thereto.

[0209] The memory 403 is used to store the application program code for implementing the solution of this application, and is controlled by the processor 401 to execute. The processor 401 is used to execute the application program code stored in the memory 403 to implement the content shown in the foregoing method embodiments.

[0210] Among them, the electronic device includes but is not limited to: mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Tablet Computers), PMPs (Portable Multimedia Players), vehicle terminals (such as vehicle navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. It can also be a server, etc. Figure 4 The electronic device shown is only an example and should not impose any limitations on the functions and usage scope of the embodiments of this application.

[0211] The embodiments of this application provide a computer-readable storage medium, on which a computer program is stored. When it runs on a computer, it enables the computer to execute the corresponding content in the foregoing method embodiments.

[0212] Next, it is shown, but these steps are not necessarily executed in the order indicated by the arrows in sequence. Unless there is a clear description in this article, the execution of these steps has no strict order limitation, and they can be executed in other orders. Moreover, at least a part of the steps in the flowchart of the accompanying drawings may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily executed at the same time, but can be executed at different times, and their execution order is not necessarily sequential, but can be executed alternately or alternately with at least a part of other steps or sub-steps or stages of other steps.

[0213] The above are only some implementation manners of this application. It should be noted that for those of ordinary skill in the art, without departing from the principle of this application, several improvements and refinements can be made, and these improvements and refinements should also be regarded as the protection scope of this application.

Claims

1. A power control method for a traction device, characterized in that, Including: Obtain the track image of the area to be traveled in real time; Determine the track type corresponding to the area to be traveled according to the track image, and determine the corresponding track resistance according to the track type. The track types include flat, uphill, downhill, and turning; Obtain the current transportation weight of the track transport vehicle, and determine the transportation resistance according to the current transportation weight; Determine the target gear according to the track resistance and the transportation resistance, and control the traction device to traction the track transport vehicle at the target gear; Wherein, when the track type is turning, before determining the target gear according to the track resistance and the transportation resistance, it further includes: Obtain the construction parameters corresponding to the track with the turning track type in the area to be traveled. The construction parameters include the curve radian, the inner curve height and the inner curve height; Determine the centripetal force corresponding to the track with the turning track type according to the construction parameters and the current transportation weight; Determine the track resistance according to the centripetal force; Wherein, it further includes: When detecting the target path information input by the user, obtain the current position information. The current position is the position where the traction device is located in the target path information; Determine the track type change area according to the target path information and the current position information; Determine the interval distance between the traction device and the track type change area according to the current position information; Determine the power adjustment value based on the interval distance, and adjust the target gear according to the power adjustment value; Wherein, before determining the power adjustment value according to the interval distance, it further includes: Obtain the vehicle length of the track transport vehicle; Compare the vehicle length with a preset length. When the vehicle length of the track transport vehicle is greater than the preset length, obtain the driving image of the track transport vehicle at the track change area; Determine the relative position between the track transport vehicle and the track type change area according to the driving image; Wherein, determining the power adjustment value based on the interval distance includes: Determine the power adjustment value according to the relative position and the interval distance.

2. The power control method of a traction device according to claim 1, characterized in that Determining the track type corresponding to the area to be traveled according to the track image includes: Identify the track features and the preset marker features in the track image, and mark them in the track image to obtain a feature image; Import the feature image into a preset coordinate system, and determine the feature coordinate information corresponding to the track features and the preset marker features respectively; Determine the positional relationship between the track and the preset marker according to the feature coordinate information corresponding to the track features and the preset marker features respectively; Determine the track type corresponding to the area to be traveled according to the positional relationship.

3. A method for controlling the power of a traction device according to claim 1, characterized in that, When the track type is uphill, determining the power adjustment value according to the relative position and the interval distance includes: Determine the driving path of the track transport vehicle in the track type change area according to the relative position; Compare the driving path with the whole path of the track type change area to obtain the driving path ratio; When the driving path ratio exceeds the preset ratio, reduce the power adjustment value according to the preset change value.

4. A power control method for a traction device according to claim 1, characterized in that, It further includes: Identifying the track type in the target path information; Determining the minimum driving force required in the target path corresponding to the target path information according to the track type in the target path information; Obtaining the maximum traction force corresponding to the highest gear of the traction device; Determining the maximum load capacity of the rail transport vehicle according to the minimum driving force and the maximum traction force; Generating a warning message when it is detected that the current transport weight of the rail transport vehicle is higher than the maximum load capacity.

5. An electronic device, characterized in that, The electronic device includes: At least one processor; A memory; At least one application program, wherein the at least one application program is stored in the memory and is configured to be executed by at least one processor, and the at least one application program is configured to: execute the method for controlling the power of a traction device according to any one of claims 1-4.

6. A computer-readable storage medium, characterized in that, It includes: A computer program stored with a method for controlling the power of a traction device that can be loaded and executed by a processor according to any one of claims 1-4.

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