Locomotive control method, device and electronic equipment based on multi-source information perception

Abstract

Embodiments of the present invention provide a locomotive control method, device, and electronic device based on multi-source information perception, including: real-time acquisition of line information, locomotive status information, and multi-source perception information, wherein the multi-source perception information includes at least weather conditions, obstacle information, and intruding foreign object information, the weather condition being one of sunny, rainy, or snowy; obtaining a first control parameter for controlling the locomotive when the weather condition is sunny based on the line information, the locomotive status information, the obstacle information, and the intruding foreign object information; modifying and adjusting the first control parameter based on the non-sunny weather condition to obtain a second control parameter; and automatically controlling the operation of the locomotive based on the second control parameter. The present invention is capable of multi-source information perception and, based on the multi-source perception information, implements optimal automatic control and safety protection strategies in different scenarios, thereby ensuring the safety of locomotive operation.

Description

Technical Field

[0001] The present invention belongs to the technical field of locomotive automatic control, and in particular relates to a locomotive control method, device and electronic equipment based on multi-source information perception. Background Art

[0002] Existing automatic driving systems for railway locomotives only perceive the external environment based on obstacles or intruding foreign objects, and do not incorporate the perception of weather conditions. Therefore, they fail to adopt corresponding optimal control strategies for combined perception scenarios under different weather conditions, causing trains to idle and slide, causing wear and tear on train equipment, and even bringing safety risks such as speeding and reckless driving. Summary of the Invention

[0003] The technical problem to be solved by the present invention is to provide a locomotive control method, device and electronic equipment based on multi-source information perception, so as to solve the problem that it is difficult to automatically control the locomotive operation by adopting the corresponding optimal control strategy according to multi-source information perception.

[0004] Based on the above-mentioned purpose, an embodiment of the present invention provides a locomotive control method based on multi-source information perception, including: real-time acquisition of line information, locomotive status information and multi-source perception information, wherein the multi-source perception information includes at least weather conditions, obstacle information, and intruding foreign object information, and the weather condition includes one of sunny days, rainy days or snowy days; obtaining a first control parameter for controlling the locomotive when the weather condition is sunny according to the line information, the locomotive status information, the obstacle information, and the intruding foreign object information; correcting and adjusting the first control parameter according to the weather condition that is not sunny to obtain a second control parameter; and automatically controlling the operation of the locomotive according to the second control parameter.

[0005] Optionally, the real-time acquisition of line information, locomotive status information and multi-source perception information includes: real-time acquisition of the locomotive status information from the locomotive network control system and the braking control system; real-time acquisition of the line information from the train operation monitoring device; real-time acquisition of the weather conditions in each station interval from the ground weather perception device; real-time acquisition of the obstacle information within the field of view in front of the locomotive by the obstacle perception device; real-time acquisition of the intrusion foreign object information of ground foreign objects invading the track outside the field of view in front of the locomotive and within the field of view by the ground foreign object intrusion perception device.

[0006] Optionally, the first control parameter for controlling the locomotive when the weather condition is sunny is obtained based on the line information, the locomotive status information, the obstacle information, the intruding foreign object information and the locomotive operation scenario, including: if the obstacle information and the intruding foreign object information are obtained, determining the air braking force with different decompression amounts to be applied according to the obstacle type and the obstacle distance as the first control parameter; if the obstacle information and the intruding foreign object information are not obtained, obtaining the first control parameter for controlling the locomotive when the weather condition is sunny based on the line information and the locomotive status information and the locomotive operation scenario; the first control parameter includes at least one of traction force / electric braking force, speed, distance and air braking force.

[0007] Optionally, the first control parameter for controlling the locomotive when the weather condition is sunny is obtained based on the line information and the locomotive status information in combination with the locomotive operation scenario, including: if the locomotive operation scenario is an uphill starting scenario, traction calculation is performed based on the line information and the locomotive status information, and the locomotive is controlled to gradually increase the first traction force to the starting resistance to relieve the train control, and then gradually increase the first traction force until the locomotive starts slowly; if the locomotive operation scenario is a temporary speed limit scenario, the operation of the train through the temporary speed limit section is planned based on the line information and the locomotive status information. curve, controlling the locomotive speed to be below the temporary speed limit by a first preset speed difference at a first preset distance before the temporary speed limit point; if the locomotive operation scenario is an in-station parking scenario, performing traction calculation according to the line information and the locomotive status information, and controlling the locomotive to reach different first target speeds at different first distances from the closed signal; if the locomotive operation scenario is an air brake speed regulation scenario, identifying a long and steep downhill section according to the line information, and planning the first target decompression speed and the first target decompression position of the air brake speed regulation according to the line information and the locomotive status information.

[0008] Optionally, the first control parameter is corrected and adjusted according to the weather condition that is not a sunny day to obtain a second control parameter, including: if the obstacle information and the intruding foreign object information are obtained, the air braking force is applied and a sand spreading operation is added; if the obstacle information and the intruding foreign object information are not obtained, the change rate or control value of the first control parameter is adjusted according to the weather condition of a rainy or snowy day and the corresponding duration to obtain the second control parameter.

[0009] Optionally, the second control parameter is obtained by multiplying or adding different empirical values ​​to the first control parameter according to the weather conditions of rainy or snowy days and the corresponding duration, including: if the locomotive operation scenario is an uphill starting scenario, adjusting the rising slope of the first traction force according to the continuous raining time or continuous snowing time, and controlling the locomotive to spread sand; if the locomotive operation scenario is a temporary speed limit scenario, adding a first empirical distance value and a second empirical distance value to the first preset distance according to the weather conditions of rainy or snowy days, wherein the first empirical distance value is less than the second empirical distance value; if the locomotive operation scenario is an in-station parking scenario, adding a third empirical distance value and a fourth empirical distance value to the first distance corresponding to the first target speed according to the weather conditions of rainy or snowy days, wherein the third empirical distance value is less than the fourth empirical distance value; if the locomotive operation scenario is an air brake speed regulation scenario, subtracting the first empirical speed value and the second empirical speed value from the first target decompression speed according to the weather conditions of rainy or snowy days, or adding a fifth empirical distance value and a sixth empirical distance value to the first target decompression position.

[0010] Optionally, the adjusting the rising slope of the first traction force according to the continuous raining time or the continuous snowing time includes: for rainy days, the time does not exceed the first threshold, the rising slope is multiplied by a first empirical coefficient, and the time exceeds the first threshold, the rising slope is multiplied by a second empirical coefficient, wherein the first empirical coefficient is smaller than the second empirical coefficient; for snowy days, the time does not exceed the second threshold, the rising slope is multiplied by a third empirical coefficient, and the time exceeds the second threshold, the rising slope is multiplied by a fourth empirical coefficient, wherein the third empirical coefficient is smaller than the fourth empirical coefficient.

[0011] Optionally, the multi-source sensing information also includes locomotive cargo loading information, and the first control parameter for controlling the locomotive when the weather condition is sunny is obtained based on the line information and the locomotive status information in combination with the locomotive operation scenario, and also includes: if the locomotive operation scenario is an uphill starting scenario, the weather condition is rainy, and the locomotive is loading water-absorbing cargo, the starting resistance is automatically dynamically corrected according to the amount of rainfall and the duration of rain, and the starting traction force is recalculated on this basis.

[0012] Based on the same inventive concept, an embodiment of the present invention also proposes a locomotive control device based on multi-source information perception, including: an information acquisition unit, used to acquire line information, locomotive status information and multi-source perception information in real time, wherein the multi-source perception information at least includes weather conditions, obstacle information, and intruding foreign object information, and the weather condition includes one of sunny days, rainy days or snowy days; a control parameter acquisition unit, used to obtain a first control parameter for controlling the locomotive when the weather condition is sunny according to the line information, the locomotive status information, the obstacle information, and the intruding foreign object information; a control parameter correction unit, used to correct and adjust the first control parameter according to the weather condition that is not sunny, and obtain a second control parameter; an operation control unit, used to automatically control the operation of the locomotive according to the second control parameter.

[0013] Based on the same inventive concept, an embodiment of the present invention also proposes an electronic device, including a memory, a processor, and a computer program stored in the memory and runnable on the processor, characterized in that when the processor executes the program, it implements the method described in any one of the above items.

[0014] From the above description, it can be seen that the embodiments of the present invention provide a locomotive control method, device and electronic equipment based on multi-source information perception, which obtains line information, locomotive status information and multi-source perception information in real time, wherein the multi-source perception information includes at least weather conditions, obstacle information, and intruding foreign object information, and the weather condition includes one of sunny days, rainy days or snowy days; according to the line information, the locomotive status information, the obstacle information, and the intruding foreign object information, a first control parameter for controlling the locomotive when the weather condition is sunny is obtained; according to the weather condition that is not sunny, the first control parameter is corrected and adjusted to obtain a second control parameter; according to the second control parameter, the operation of the locomotive is automatically controlled, multi-source information perception can be performed, and optimal automatic control and safety protection strategies in different scenarios are implemented according to the multi-source perception information, thereby ensuring the safety of locomotive operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0016] Figure 1 Schematic diagram of the flow of a locomotive control method based on multi-source information perception in an embodiment of the present invention;

[0017] Figure 2Schematic diagram of the structure of a locomotive control system based on multi-source information perception in an embodiment of the present invention;

[0018] Figure 3 Schematic diagram of the structure of a locomotive control device based on multi-source information perception in an embodiment of the present invention;

[0019] Figure 4 Schematic diagram of an electronic device in an embodiment of the present invention. DETAILED DESCRIPTION

[0020] In order to make the objectives, technical solutions and advantages of the present disclosure more clearly understood, the present disclosure is further described in detail below in conjunction with specific embodiments and with reference to the accompanying drawings.

[0021] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present invention should have the usual meanings understood by people with ordinary skills in the field to which the present disclosure belongs. The "first", "second" and similar words used in the embodiments of the present invention do not indicate any order, quantity or importance, but are only used to distinguish different components. "Include" or "comprise" and similar words mean that the elements or objects appearing before the word include the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Connect" or "connected" and similar words are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Up", "down", "left", "right" and the like are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0022] The embodiment of the present invention provides a locomotive control method based on multi-source information perception. Figure 1 As shown, the locomotive control method based on multi-source information perception includes:

[0023] Step S11: Acquire line information, locomotive status information, and multi-source perception information in real time, wherein the multi-source perception information at least includes weather conditions, obstacle information, and intruding foreign object information, and the weather conditions include one of sunny, rainy, or snowy days.

[0024] In an embodiment of the present invention, the multi-source perception information includes at least weather conditions, which include one of sunny, rainy or snowy days. The multi-source perception information may also include locomotive cargo transportation information. Figure 2As shown, the locomotive control system includes a locomotive control device, a locomotive network control system (CCU), a brake control system (BCU), a locomotive operation monitoring device (LKJ), a display, an on-board obstacle sensing device, an on-board wireless communication device, a ground weather sensing device, and a ground foreign object intrusion sensing device. The locomotive control method based on multi-source information perception in the embodiment of the present invention is applied to the locomotive control device. In step S11, the locomotive control device collects the locomotive status feedback from the microcomputer display unit, BCU and CCU, obtains line information such as slopes, curves, and signals from the LKJ, and obtains real-time weather conditions in each station interval from the ground weather sensing device. The obstacle information within the field of view in front of the locomotive is obtained by the obstacle sensing device, and the ground foreign object intrusion sensing device obtains the intrusion foreign object information of the ground foreign object intruding the track outside the field of view in front of the locomotive and within the field of view.

[0025] Step S12: obtaining a first control parameter for controlling the locomotive when the weather condition is sunny according to the line information, the locomotive state information, the obstacle information, and the intruding foreign object information.

[0026] In this embodiment of the present invention, in a normal scenario without obstacle information—that is, when the locomotive control device detects no abnormal information from the data provided by the onboard obstacle sensing device and foreign object intrusion sensing device—only the impact of weather conditions on locomotive control is considered, and different control strategies are adopted for different external sensing environments. On the one hand, the adhesion characteristics of the locomotive and vehicle wheel-rail relationship vary in different weather conditions; on the other hand, if the vehicle is an open wagon and is carrying hygroscopic cargo such as coal, the weather can affect the weight of the cargo. Both of these factors directly affect train operation. To achieve optimal train operation, this embodiment of the present invention adopts different operation strategies for different weather conditions in key impact scenarios.

[0027] Optionally, in step S12, if the obstacle information and the intruding foreign object information are obtained, the air braking force with different decompression amounts to be applied is determined based on the obstacle type and obstacle distance as the first control parameter. If the obstacle information and the intruding foreign object information are not obtained, the first control parameter for controlling the locomotive when the weather condition is sunny is obtained based on the line information and the locomotive status information in combination with the locomotive operation scenario. The first control parameter includes: at least one of traction force / electric braking force, speed, distance, and air braking force. The locomotive operation scenario includes one of an uphill start scenario, a temporary speed limit scenario, a station parking scenario, and an air brake speed regulation scenario.

[0028] If the locomotive operation scenario is an uphill start scenario, traction calculation is performed based on the line information and the locomotive status information, and the locomotive is controlled to gradually increase the first traction force to the starting resistance, relieve the train control, and then gradually increase the first traction force until the locomotive starts slowly. Specifically, normal traction calculation can be performed based on information such as line conditions, train load, and locomotive characteristics, and the locomotive is controlled to gradually increase the first traction force, then single slow brake, continue to increase the first traction force to the starting resistance (calculated according to the specific slope and weight), then relieve the train control, and then gradually increase the first traction force until the train starts slowly.

[0029] If the locomotive operation scenario involves passing through a temporary speed limit, a train operation curve for passing through the temporary speed limit section is planned based on the line information and the locomotive status information. The locomotive speed is controlled to be below the temporary speed limit by a first preset speed difference at a first preset distance before the temporary speed limit point. Specifically, a traction calculation can be performed based on parameters such as the preceding temporary speed limit, track conditions, locomotive gross weight, and current locomotive speed. The train operation curve for passing through the temporary speed limit section is automatically planned. The train speed is controlled to be below the temporary speed limit by a first preset speed difference at a first preset distance before the temporary speed limit drop point. The first preset distance is preferably 800 meters, and the first preset speed difference is preferably 5 km / h.

[0030] If the locomotive operation scenario is a station stop, a traction calculation is performed based on the line information and the locomotive status information, and the locomotive is controlled to reach different first target speeds at different first distances from the closed signal. Specifically, a normal traction calculation can be performed, and a staged speed control strategy can be adopted, that is, the locomotive is controlled to different first target speeds at different first distances from the closed signal to achieve precise train stopping.

[0031] If the locomotive is operating in an air brake speed control scenario, a long downhill section is identified based on the line information, and a first target decompression speed and a first target decompression position for the air brake speed control are planned based on the line information and the locomotive status information. Specifically, based on the slope data provided by the LKJ, a continuous long downhill section ahead is identified, and the first target decompression speed and a first target decompression position for the air brake speed control are planned based on the line slope and line speed limit requirements.

[0032] In an embodiment of the present invention, in step S12, when applying air braking forces of different decompression amounts according to the obstacle type and obstacle distance, normal traction calculations can be performed based on the obstacle distance, train load, line conditions, etc. For heavily loaded locomotives, applying emergency braking can easily cause the locomotive to roll over and derail, resulting in significant personal injury and property damage. Emergency braking should not be applied unless absolutely necessary, so different levels of protection are required based on the obstacle type and obstacle distance.

[0033] If the obstacle type is determined to be a person or a large obstacle based on the obstacle information, and application of the maximum normal braking force is insufficient to stop the vehicle before the obstacle, emergency braking is applied, and the electric brake force is fully applied. If the obstacle type is determined to be an animal or a small obstacle based on the obstacle information, an air braking force no greater than the maximum normal braking force is applied, and the electric brake force is fully applied. That is, if the obstacle type is a person or a large landslide or falling rock, and if application of the maximum normal braking force of 170kPa is insufficient to stop the vehicle before the obstacle, emergency braking is applied, and the air braking force is simultaneously fully applied. If the obstacle type is an animal or other small obstacle, only a maximum normal braking force of 170kPa is applied, and the air braking force is simultaneously applied and the electric brake force is fully applied.

[0034] If a foreign object intrusion is detected based on the intrusion information and the weather is sunny, traction calculations are performed based on the obstacle distance, track information, and locomotive status information, and air braking forces of varying decompression levels are applied, while electric braking is fully applied. Specifically, normal traction calculations can be performed based on the distance of the intruder, locomotive load, and track conditions, and air braking forces of varying decompression levels, such as 50kPa, 70kPa, 100kPa, or 170kPa, as well as emergency braking, can be applied for safety protection. Air braking force is applied while electric braking forces are fully applied.

[0035] Step S13: Correct and adjust the first control parameter according to the weather condition that is not a sunny day to obtain a second control parameter.

[0036] In an embodiment of the present invention, if the obstacle information and the intruding foreign object information are acquired, sanding may be applied simultaneously with the application of the air braking force. Since rain reduces wheel-rail adhesion, making it more likely for skidding to occur during braking, sanding may be added to the sunny weather protection strategy. Since snow reduces wheel-rail adhesion, making it more likely for skidding to occur during braking, sanding may be added to the sunny weather protection strategy. If foreign object intrusion is determined based on the intruding foreign object information in the multi-source perception information, the pressure reduction is increased based on the first control parameter and sanding may be added based on the weather conditions other than sunny weather. During rainy weather, since rain reduces wheel-rail adhesion, skidding may occur during braking, reducing braking force. Therefore, the pressure reduction may be appropriately increased compared to that during sunny weather, and sanding may be added as a safety precaution. During snowy weather, since snow reduces wheel-rail adhesion, skidding may occur during braking, reducing braking force. Therefore, the pressure reduction may be appropriately increased compared to that during sunny weather, and sanding may be added as a safety precaution.

[0037] If the obstacle information and the intruding foreign object information are not obtained, the change rate or control value of the first control parameter is adjusted according to the weather condition of rainy or snowy days and the corresponding duration to obtain the second control parameter. The following describes different application scenarios.

[0038] If the locomotive operation scenario is an uphill start, the rate of increase of the first traction force is adjusted based on the duration of rain or snow, and the locomotive is controlled to spread sand. Optionally, on rainy days, if the duration does not exceed a first threshold, the rate of increase is multiplied by a first empirical coefficient; if the duration exceeds the first threshold, the rate of increase is multiplied by a second empirical coefficient, where the first empirical coefficient is less than the second empirical coefficient. On snowy days, if the duration does not exceed a second threshold, the rate of increase is multiplied by a third empirical coefficient; if the duration exceeds the second threshold, the rate of increase is multiplied by a fourth empirical coefficient, where the third empirical coefficient is less than the fourth empirical coefficient. Because rain reduces wheel-rail adhesion, especially at the beginning of rain, the effect is greater. Rapid application of traction can easily affect idling. This embodiment of the present invention timely adjusts the rate of increase of traction force and the amount of sand spread by the locomotive based on the duration of rain. If the duration of rain is less than the first threshold, the rate of increase of the first traction force on sunny days is multiplied by a first empirical coefficient b1, which is less than 1, to reduce the rate of increase of the first traction force, while the locomotive is controlled to spread sand. If the duration of continuous rain is higher than the first threshold, the rising slope of the first traction force on sunny days is multiplied by a second empirical coefficient b2 that is less than 1 to reduce the rising slope of the overall traction force. Since snow will reduce wheel-rail adhesion, especially when it just snows, it has a greater impact on wheel-rail adhesion. If the traction is applied quickly, it is easy to affect idling. The embodiment of the present invention timely adjusts the rising slope of the first traction force and the amount of sand spread by the locomotive according to the length of continuous snowing. If the duration of continuous snowing is lower than the second threshold, the rising slope of the first traction force on sunny days is multiplied by a third empirical coefficient c1 that is less than 1 to reduce the rising slope of the first traction force, and at the same time, the locomotive is controlled to spread sand. If the duration of continuous snowing is higher than the second time threshold, the rising slope of the first traction force on sunny days is multiplied by a fourth empirical coefficient c2 that is less than 1 to reduce the rising slope of the first traction force, and at the same time, the locomotive is controlled to spread sand. The first slope coefficient b1, the second slope coefficient b2, the third slope coefficient c1 and the fourth slope coefficient c2 satisfy the relationship c1 <b1<c2<b2<1。

[0039] If the locomotive is operating in an uphill start scenario, the weather is rainy, and the locomotive is carrying water-absorbing cargo, the starting resistance is automatically and dynamically corrected based on the amount and duration of the rain. The starting traction force is then recalculated based on this correction to prevent the locomotive from slipping due to insufficient starting traction force. For example, if the locomotive is carrying water-absorbing cargo such as coal, the starting resistance is increased by an empirical resistance value a1 based on the traction force calculation performed on sunny days. This empirical resistance value a1 is then adjusted online based on the amount and duration of the rain to prevent the locomotive from slipping due to insufficient traction force when the train is relieved.

[0040] If the locomotive operation scenario involves passing through a temporary speed limit, a first empirical distance value and a second empirical distance value are added to the first preset distance based on the weather conditions of rainy or snowy days, respectively, where the first empirical distance value is smaller than the second empirical distance value. Because rain reduces wheel-rail adhesion, skidding is more likely to occur during braking, reducing braking force. Therefore, when controlling a locomotive through a temporary speed limit section, the parameters of the corresponding rule need to be adjusted by adding a first empirical distance value d1 to the first preset distance corresponding to sunny days. Because snow reduces wheel-rail adhesion, skidding is more likely to occur during braking, reducing braking force. Therefore, when controlling a locomotive through a temporary speed limit section, the parameters of the corresponding rule need to be adjusted by adding a second empirical distance value e1 to the first preset distance corresponding to sunny days. It should be noted that, generally, the second empirical distance value e1 is greater than the first empirical distance value d1.

[0041] If the locomotive operation scenario is a station parking scenario, a third empirical distance value and a fourth empirical distance value are added to the first distance corresponding to the first target speed based on the weather conditions of rainy or snowy days, respectively, wherein the third empirical distance value is less than the fourth empirical distance value. Because rain reduces wheel-rail adhesion, slippage is likely to occur during braking, and the braking force is reduced, the first distance corresponding to each stage of stage speed control is increased by a third empirical distance value f1 on the basis of that on sunny days. Because snow reduces wheel-rail adhesion, slippage is likely to occur during braking, and the braking force is reduced, the first distance corresponding to each stage of stage speed control is increased by a fourth empirical distance value g1 on the basis of that on sunny days. It should be noted that, generally, the fourth empirical distance value g1 is greater than the third empirical distance value f1.

[0042] If the locomotive operation scenario is an air brake speed regulation scenario, the first target decompression speed is subtracted from the first empirical speed value and the second empirical speed value, respectively, based on the weather conditions of rainy or snowy days, or the first target decompression position is increased by the fifth empirical distance value and the sixth empirical distance value, respectively. Because rain reduces wheel-rail adhesion, slippage is likely to occur during braking, reducing the braking force. The planned first target decompression position for air brake speed regulation is increased by the fifth empirical distance value h1 on the basis of sunny days, or the first target decompression speed is reduced by the first empirical speed value h2, so as to control the train to relieve the pressure at the same appropriate location. Because snow reduces wheel-rail adhesion, slippage is likely to occur during braking, reducing the braking force. The planned first target decompression position for air brake speed regulation is increased by the sixth empirical distance value j1 on the basis of sunny days, or the first target decompression speed is reduced by the second empirical speed value j2, so as to control the train to relieve the pressure at the same appropriate location.

[0043] Step S14: Automatically control the operation of the locomotive according to the second control parameter.

[0044] The locomotive is automatically controlled based on the second control parameter obtained by modifying and adjusting the first control parameter in step S13. The second control parameter may be a modification or adjustment of one or more of the first control parameters: traction force / electric braking force, speed, distance, and air braking force. The second control parameter may also be a modification or adjustment of the first control parameter to add a sand spreading operation.

[0045] The locomotive control method based on multi-source information perception in the embodiments of the present invention implements multi-source information perception for locomotive automatic control, including weather information, onboard obstacle information, and ground foreign object intrusion information. Based on this multi-source perception information, optimal automatic control and safety protection are implemented in corresponding scenarios. In scenarios such as uphill starting, passing through a temporary speed limit section, air brake speed regulation, and air brake speed regulation, the optimal operating strategy for each scenario is adopted for each weather condition. When there is an obstacle ahead of the locomotive, different safety protection strategies are promptly adopted based on the obstacle type, distance, and weather conditions. When there is an intrusion ahead of the locomotive, different safety protection strategies are promptly adopted based on the weather conditions. The embodiments of the present invention adopt optimal control strategies for different normal operating scenarios, reduce locomotive idling and coasting, ensure smooth locomotive operation, reduce wear on locomotive equipment, and mitigate the risk of locomotive overspeeding and overshooting in special weather conditions, thereby ensuring locomotive operation safety. Furthermore, the optimal safety protection strategy is adopted for different abnormal operating scenarios, minimizing safety risks in special weather conditions and abnormal situations.

[0046] The embodiment of the present invention obtains line information, locomotive status information and multi-source perception information in real time, wherein the multi-source perception information includes at least weather conditions, obstacle information, and intruding foreign object information, and the weather condition includes one of sunny days, rainy days or snowy days; according to the line information, and the locomotive status information, the obstacle information, and the intruding foreign object information, a first control parameter for controlling the locomotive when the weather condition is sunny is obtained; according to the weather condition that is not sunny, the first control parameter is corrected and adjusted to obtain a second control parameter; according to the second control parameter, the operation of the locomotive is automatically controlled, multi-source information perception can be performed, and according to the multi-source perception information, the optimal automatic control and safety protection strategy in different scenarios are realized, thereby ensuring the safety of the locomotive operation.

[0047] Based on the same inventive concept, an embodiment of the present invention also provides a locomotive control device based on multi-source information perception. Figure 3 As shown, the locomotive control device based on multi-source information perception includes: an information acquisition unit, a control parameter acquisition unit, a control parameter correction unit and an operation control unit.

[0048] An information acquisition unit, configured to acquire line information, locomotive status information, and multi-source sensing information in real time, wherein the multi-source sensing information includes at least weather conditions, obstacle information, and intruding foreign object information, wherein the weather condition includes one of sunny, rainy, or snowy days;

[0049] a control parameter acquisition unit, configured to acquire a first control parameter for controlling the locomotive when the weather condition is sunny based on the line information, the locomotive state information, the obstacle information, and the intruding foreign object information;

[0050] a control parameter correction unit, configured to correct and adjust the first control parameter according to the weather condition that is not a sunny day, to obtain a second control parameter;

[0051] An operation control unit is used to automatically control the operation of the locomotive according to the second control parameter.

[0052] For the convenience of description, the above devices are described as being divided into various modules according to their functions. Of course, when implementing the embodiments of the present invention, the functions of each module can be implemented in the same or multiple software and / or hardware.

[0053] The apparatus of the above embodiment is used to implement the corresponding method in the above embodiment and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0054] Based on the same inventive concept, an embodiment of the present invention further provides an electronic device, which includes a memory, a processor, and a computer program stored in the memory and runnable on the processor, wherein when the processor executes the program, the method described in any one of the above embodiments is implemented.

[0055] Figure 4 A more specific hardware structure diagram of an electronic device provided in this embodiment is shown. The device may include: a processor 401, a memory 402, an input / output interface 403, a communication interface 404, and a bus 405. The processor 401, the memory 402, the input / output interface 403, and the communication interface 404 are communicatively connected to each other within the device via the bus 405.

[0056] The processor 401 can be implemented using a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided by the embodiments of the present invention.

[0057] The memory 402 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage devices, dynamic storage devices, etc. The memory 402 can store an operating system and other application programs. When the technical solutions provided by the embodiments of the present invention are implemented through software or firmware, the relevant program codes are stored in the memory 402 and called and executed by the processor 401.

[0058] The input / output interface 403 is used to connect to input / output modules to implement information input and output. The input / output modules can be configured as components within the device (not shown in the figure) or can be externally connected to the device to provide corresponding functions. Input devices may include a keyboard, mouse, touch screen, microphone, various sensors, etc., and output devices may include a display, speaker, vibrator, indicator light, etc.

[0059] The communication interface 404 is used to connect to a communication module (not shown) to enable communication between the device and other devices. The communication module can communicate via a wired method (such as USB, network cable, etc.) or a wireless method (such as mobile network, WIFI, Bluetooth, etc.).

[0060] The bus 405 comprises a pathway for transmitting information between various components of the device (eg, the processor 401 , the memory 402 , the input / output interface 403 , and the communication interface 404 ).

[0061] It should be noted that although the above device only shows the processor 401, memory 402, input / output interface 403, communication interface 404, and bus 405, in a specific implementation, the device may also include other components necessary for normal operation. In addition, those skilled in the art will understand that the above device may only include the components necessary to implement the embodiments of the present invention, and does not necessarily include all the components shown in the figure.

[0062] The foregoing description is of specific embodiments of the present invention. In some cases, the actions or steps described in the specification may be performed in an order different from that shown in the embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order shown or the sequential order to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0063] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present application is limited to these examples. Within the scope of the present application, the technical features of the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations of the different aspects of the embodiments of the present application as described above, which are not provided in detail for the sake of simplicity.

[0064] The embodiments of this application are intended to encompass all such substitutions, modifications, and variations that fall within the broad scope of the appended application. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of this application should be included in the scope of protection of this application.

Claims

1. A locomotive control method based on multi-source information perception, characterized in that: The method comprises: Real-time acquisition of line information, locomotive status information, and multi-source sensing information, wherein the multi-source sensing information includes at least weather conditions, obstacle information, and intruding foreign object information, wherein the weather condition includes one of sunny, rainy, or snowy days; Obtaining, based on the route information, the locomotive status information, the obstacle information, and the intruding foreign object information, a first control parameter for controlling the locomotive when the weather condition is sunny, including: if the obstacle information and the intruding foreign object information are obtained, determining, based on the obstacle type and the obstacle distance, an air braking force of different decompression amounts to be applied as the first control parameter; if the obstacle information and the intruding foreign object information are not obtained, obtaining, based on the route information and the locomotive status information in combination with a locomotive operation scenario, the first control parameter for controlling the locomotive when the weather condition is sunny, the first control parameter including: at least one of traction force / electric braking force, speed, distance, and air braking force; Correcting and adjusting the first control parameter according to the weather condition that is not a sunny day to obtain a second control parameter; The operation of the locomotive is automatically controlled according to the second control parameter.

2. The method according to claim 1, wherein: The real-time acquisition of line information, locomotive status information, and multi-source sensing information includes: Acquire the locomotive status information in real time from the locomotive network control system and the brake control system; Acquiring the line information in real time from a train operation monitoring device; Acquire the weather conditions of each station interval in real time from a ground weather sensing device; Obstacle information within the field of view in front of the locomotive obtained in real time by the obstacle sensing device; The ground foreign object intrusion sensing device obtains in real time the information of ground foreign objects invading the track outside the field of view in front of the locomotive and within the field of view.

3. The method according to claim 1, wherein: The obtaining, based on the line information and the locomotive state information in combination with the locomotive operation scenario, a first control parameter for controlling the locomotive when the weather condition is sunny, includes: If the locomotive operation scenario is an uphill start scenario, traction calculation is performed based on the line information and the locomotive status information, and the locomotive is controlled to gradually increase the first traction force to the starting resistance to relieve the train control, and then gradually increase the first traction force until the locomotive slowly starts; If the locomotive operation scenario is a temporary speed limit scenario, an operation curve for the train to pass through the temporary speed limit section is planned based on the line information and the locomotive status information, and the locomotive speed is controlled to be below the temporary speed limit by a first preset speed difference at a first preset distance before the temporary speed limit point; If the locomotive operation scenario is a station parking scenario, performing traction calculation according to the line information and the locomotive state information, and controlling the locomotive to reach different first target speeds at different first distances from the closed signal; If the locomotive operation scenario is an air brake speed regulation scenario, a long downhill section is identified according to the line information, and a first target decompression speed and a first target decompression position of the air brake speed regulation are planned according to the line information and the locomotive status information.

4. The method according to claim 3, wherein: The step of correcting and adjusting the first control parameter according to the weather condition that is not a sunny day to obtain the second control parameter includes: If the obstacle information and the intruding foreign object information are obtained, it is necessary to apply the air braking force and add a sand spreading operation; If the obstacle information and the intruding foreign object information are not obtained, the change rate or control value of the first control parameter is adjusted according to the weather condition of rainy or snowy day and the corresponding duration to obtain the second control parameter.

5. The method according to claim 4, wherein: The step of multiplying or adding different empirical values ​​to the first control parameter according to the weather condition of rainy or snowy weather and the corresponding duration to obtain the second control parameter includes: If the locomotive operation scenario is an uphill start scenario, adjusting the rising slope of the first traction force according to the continuous raining time or the continuous snowing time, and controlling the locomotive to spread sand; If the locomotive operation scenario is passing through a temporary speed limit scenario, a first empirical distance value and a second empirical distance value are respectively added to the first preset distance according to the weather conditions of rainy or snowy days, wherein the first empirical distance value is smaller than the second empirical distance value; If the locomotive operation scenario is a station parking scenario, a third empirical distance value and a fourth empirical distance value are respectively added to the first distance corresponding to the first target speed according to the weather conditions of rainy or snowy days, wherein the third empirical distance value is smaller than the fourth empirical distance value; If the locomotive operation scenario is an air brake speed regulation scenario, the first target decompression speed is subtracted from the first experience speed value and the second experience speed value according to the weather conditions of rainy or snowy days, or the first target decompression position is increased by the fifth experience distance value and the sixth experience distance value.

6. The method according to claim 5, wherein: The adjusting the rising slope of the first traction force according to the continuous raining time or the continuous snowing time includes: On rainy days, if the time does not exceed the first threshold, the rising slope is multiplied by a first empirical coefficient; if the time exceeds the first threshold, the rising slope is multiplied by a second empirical coefficient, wherein the first empirical coefficient is less than the second empirical coefficient; On snowy days, if the time does not exceed the second threshold, the rising slope is multiplied by the third empirical coefficient; if the time exceeds the second threshold, the rising slope is multiplied by the fourth empirical coefficient, wherein the third empirical coefficient is smaller than the fourth empirical coefficient.

7. The method according to claim 3, wherein: The multi-source sensing information further includes locomotive cargo loading information, and the first control parameter for controlling the locomotive when the weather condition is sunny is obtained based on the route information and the locomotive status information in combination with the locomotive operation scenario, further comprising: If the locomotive operation scenario is an uphill start scenario, the weather condition is rainy, and the locomotive is carrying water-absorbing cargo, the starting resistance is automatically dynamically corrected according to the amount of rainfall and the duration of rain, and the first traction force is recalculated on this basis.

8. A locomotive control device based on multi-source information perception, characterized in that: The device comprises: An information acquisition unit, configured to acquire line information, locomotive status information, and multi-source sensing information in real time, wherein the multi-source sensing information includes at least weather conditions, obstacle information, and intruding foreign object information, wherein the weather condition includes one of sunny, rainy, or snowy days; a control parameter acquisition unit, configured to acquire, based on the line information, the locomotive state information, the obstacle information, and the intruding foreign object information, a first control parameter for controlling the locomotive when the weather condition is sunny, including: if the obstacle information and the intruding foreign object information are acquired, determining, based on the obstacle type and the obstacle distance, air braking forces of different decompression amounts to be applied as the first control parameter; and if the obstacle information and the intruding foreign object information are not acquired, acquiring, based on the line information and the locomotive state information in combination with a locomotive operation scenario, the first control parameter for controlling the locomotive when the weather condition is sunny, the first control parameter including at least one of traction force / electric braking force, speed, distance, and air braking force; a control parameter correction unit, configured to correct and adjust the first control parameter according to the weather condition that is not a sunny day, to obtain a second control parameter; An operation control unit is used to automatically control the operation of the locomotive according to the second control parameter.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor. Machine program, characterized by, When the processor executes the program, the method according to any one of claims 1 to 7 is implemented.

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