A locomotive consist traction operation control method and apparatus

Abstract

The application discloses a locomotive marshalling traction operation control method and device. The method comprises the following steps: acquiring an actual speed value at a previous moment and an actual speed value at a current moment, and obtaining an actual speed change rate of the locomotive at the current moment; acquiring a preset target speed value of a main traction locomotive and a constant speed interval speed change rate threshold matched with the target speed value; if the actual speed value is smaller than the target speed value, and the actual speed change rate at the current moment is smaller than the constant speed interval speed change rate threshold, acquiring a traction force adjustment proportion parameter and transmitting the traction force adjustment proportion parameter to the main traction locomotive and an auxiliary traction locomotive, so that the auxiliary traction locomotive outputs a traction force based on the traction force adjustment proportion parameter to assist in controlling the operation speed of the locomotive. The method can automatically adjust the control strategy under different load conditions, and the main traction locomotive and the auxiliary traction locomotive can control the operation speed of the locomotive respectively, so that the control mode is more flexible and effective.

Description

Technical Field

[0001] This invention relates to the field of railway locomotive technology, and more specifically, to a locomotive formation traction operation control method and device. Background Technology

[0002] The Shaoshan 4B electric locomotive (hereinafter referred to as the SS4B DC locomotive) is an 8-axle high-power mainline freight electric locomotive with two locomotives coupled together. It consists of two identical four-axle locomotives connected by a central coupler and rubber coupling windshields. Each locomotive is a complete system with one driver's cab. The two locomotives are connected by an internal electrical coupling control cable (internal coupling) and a coupling control air duct for the air braking system, and are connected by a central corridor. A high-voltage connection line is installed on the roof, allowing the driver to control the locomotive from either end of the cab. The two locomotives can also be separated and operated independently as two four-axle locomotives.

[0003] The SS4B DC locomotive, as an important component of railway vehicles, undertakes crucial transportation tasks and is widely used both domestically and internationally. With the increasingly urgent and demanding requirements for heavy-haul railway transportation, it is often necessary to modify existing locomotives to meet these requirements. For example, the two sections of an SS4B DC locomotive can be separated, and several integrated line inspection cars or power supply cars can be incorporated between them according to actual needs.

[0004] During operation, especially on complex tracks with long or undulating gradients, modified locomotive formations often require continuous adjustment of locomotive traction to control the smoothness and safety of the train's movement. Current technologies often employ only a single-locomotive traction mode, lacking a train traction smoothness control method that suits the operating characteristics of locomotive formations and allows for changes in conditions (the inclusion of intermediate vehicles is uncertain). Therefore, improvements are necessary. Summary of the Invention

[0005] The present invention provides a locomotive formation traction operation control method and device to overcome at least one technical problem existing in the prior art.

[0006] In a first aspect, embodiments of the present invention provide a locomotive formation traction operation control method, wherein the locomotive formation includes a main traction locomotive and an auxiliary traction locomotive, and a plurality of traction cars are further provided between the main traction locomotive and the auxiliary traction locomotive. Both the main traction locomotive and the auxiliary traction locomotive are equipped with a multiple-unit control unit, and the multiple-unit control units communicate with each other to form a wireless multiple-unit management system. The method is applied to the wireless multiple-unit management system and includes:

[0007] The actual speed value of the main traction locomotive at the previous moment and the actual speed value at the current moment are obtained to obtain the actual speed change rate of the main traction locomotive at the current moment.

[0008] Obtain the preset target speed value of the main traction locomotive and the speed change rate threshold of the constant speed range that matches the target speed value;

[0009] If the actual speed value is less than the target speed value, and the rate of change of the actual speed at the current moment is less than the threshold of the rate of change of the constant speed range, then the traction force adjustment ratio parameter is obtained and the traction force adjustment ratio parameter is transmitted to the main traction locomotive and the auxiliary traction locomotive, so that the auxiliary traction locomotive outputs traction force based on the traction force adjustment ratio parameter to assist in controlling the locomotive's running speed.

[0010] Specifically, obtaining the traction force adjustment ratio parameter includes:

[0011] Based on the difference between the target speed and the current actual speed, a first proportional parameter is obtained;

[0012] The current load value of the locomotive is determined based on the information of the locomotive being towed at the current moment, wherein the information of the towed car includes the basic parameters of the tractor and the number of tractors.

[0013] The second proportional parameter corresponding to the current load value is obtained from the pre-stored correspondence between load values ​​and second proportional parameters;

[0014] The traction force adjustment ratio parameter is determined based on the first ratio parameter and the second ratio parameter.

[0015] Optionally, the first proportional parameter is positively correlated with the difference between the target speed and the current actual speed.

[0016] Optionally, the locomotive formation traction operation control method further includes:

[0017] Based on historical data of locomotive operating conditions, corresponding constant speed range speed change rate thresholds are pre-set for different target speed values.

[0018] Optionally, the locomotive formation traction operation control method further includes:

[0019] If the actual speed value is less than the target speed value, and the rate of change of the actual speed at the current moment is greater than the preset constant speed interval rate of change threshold, then the actual speed value of the locomotive at the next moment is reduced using the preset speed step parameter.

[0020] Optionally, obtaining the preset target speed value of the main traction locomotive specifically includes:

[0021] The corresponding voltage signal is obtained based on the position of the speed adjustment knob of the main traction locomotive, and the corresponding target speed value is calculated according to the linear relationship between voltage and speed.

[0022] Secondly, embodiments of the present invention provide a locomotive formation traction operation control device, comprising:

[0023] The first acquisition unit is used to acquire the actual speed value of the locomotive at the previous moment and the actual speed value at the current moment, and obtain the actual speed change rate of the locomotive at the current moment; wherein, the locomotive formation includes a main traction locomotive and an auxiliary traction locomotive, and several traction cars are also provided between the main traction locomotive and the auxiliary traction locomotive. Both the main traction locomotive and the auxiliary traction locomotive are equipped with a multiple-unit control unit, and the multiple-unit control units communicate with each other to form a wireless multiple-unit management system.

[0024] The second acquisition unit is used to acquire the preset target speed value of the main traction locomotive and the constant speed range speed change rate threshold that matches the target speed value.

[0025] The adjustment ratio parameter unit is used to obtain the traction force adjustment ratio parameter and transmit the traction force adjustment ratio parameter to the main traction locomotive and the auxiliary traction locomotive if the actual speed value is less than the target speed value and the actual speed change rate at the current moment is less than the constant speed interval speed change rate threshold. This allows the auxiliary traction locomotive to output traction force based on the traction force adjustment ratio parameter to assist in controlling the locomotive's running speed.

[0026] Specifically, obtaining the traction force adjustment ratio parameter includes:

[0027] Based on the difference between the target speed and the current actual speed, a first proportional parameter is obtained;

[0028] The current load value of the locomotive is determined based on the information of the locomotive being towed at the current moment, wherein the information of the towed car includes the basic parameters of the tractor and the number of tractors.

[0029] The second proportional parameter corresponding to the current load value is obtained from the pre-stored correspondence between load values ​​and second proportional parameters;

[0030] The traction force adjustment ratio parameter is determined based on the first ratio parameter and the second ratio parameter.

[0031] Thirdly, embodiments of the present invention provide a storage medium storing program code, which, when executed by a processor, implements the locomotive formation traction operation control method as described in any of the technical solutions in the first aspect.

[0032] Fourthly, embodiments of the present invention provide an electronic device, the electronic device including a memory and a processor, the memory storing program code executable on the processor, the program code being executed by the processor to implement the locomotive formation traction operation control method as described in any of the technical solutions in the first aspect.

[0033] Compared with the prior art, the beneficial effects of the present invention are:

[0034] The locomotive formation traction operation control method provided by the present invention first obtains the actual speed value of the locomotive at the previous moment and the actual speed value at the current moment to calculate the actual speed change rate of the locomotive at the current moment; then obtains the preset target speed value of the main traction locomotive and the constant speed range speed change rate threshold that matches the target speed value; if the actual speed value is less than the target speed value and the actual speed change rate at the current moment is less than the constant speed range speed change rate threshold, then obtains the traction force adjustment ratio parameter and transmits the traction force adjustment ratio parameter to the main traction locomotive and the auxiliary traction locomotive, so that the auxiliary traction locomotive outputs traction force based on the traction force adjustment ratio parameter to assist in controlling the locomotive's running speed.

[0035] As can be seen, the technical solution provided by the embodiments of the present invention can simultaneously transmit the traction force adjustment ratio parameter, which is jointly determined by the target speed, actual speed, and actual load value, to the auxiliary traction locomotive while controlling the locomotive's operating speed based on the main traction locomotive. This not only enables the auxiliary traction locomotive to control its own operating speed based on the traction force adjustment ratio parameter, but also allows it to automatically adjust the control strategy under different load conditions. This enables the main traction locomotive and the auxiliary traction locomotive to control their own operating speeds separately. Compared with the existing method where only the main traction locomotive controls the operation, the control method of the present invention is more flexible and effective.

[0036] The innovative aspects of this invention include:

[0037] Based on the locomotive's current load value and the difference between the target speed and the current actual speed, the traction force adjustment ratio parameter is jointly determined and simultaneously sent to the main traction locomotive and the auxiliary traction locomotive. This allows the auxiliary traction locomotive to output traction force based on the traction force adjustment ratio parameter to assist in controlling the locomotive's operating speed. Compared to the existing method where only the main traction locomotive controls the operation, the control method of this invention is more flexible and effective, which is one of the innovations of this invention. Attached Figure Description

[0038] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0039] Figure 1 This is a flowchart of a locomotive formation traction operation control method according to an embodiment of the present invention;

[0040] Figure 2 This is a block diagram of a locomotive formation traction operation control device according to an embodiment of the present invention. Detailed Implementation

[0041] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0042] It should be noted that the terms "comprising" and "having," and any variations thereof, in the embodiments and drawings of this invention are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the steps or units listed, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or devices.

[0043] To better understand the embodiments of the present invention, we will first introduce the commonly used ultrasonic testing methods in the prior art. Figure 1 This is a flowchart illustrating a locomotive formation traction operation control method according to an embodiment of the present invention. Figure 1 As shown, a locomotive formation traction operation control method is disclosed. The locomotive formation includes a main traction locomotive and an auxiliary traction locomotive. Several traction cars are also provided between the main traction locomotive and the auxiliary traction locomotive. Both the main traction locomotive and the auxiliary traction locomotive are equipped with a multiple-unit control unit. The multiple-unit control units communicate with each other to form a wireless multiple-unit management system. The method is applied to the wireless multiple-unit management system and includes the following steps:

[0044] Step S101: Obtain the actual speed value of the main traction locomotive at the previous moment and the actual speed value at the current moment, and obtain the actual speed change rate of the main traction locomotive at the current moment;

[0045] Step S102: Obtain the preset target speed value of the main traction locomotive and the constant speed range speed change rate threshold that matches the target speed value;

[0046] Step S103: If the actual speed value is less than the target speed value, and the actual speed change rate at the current moment is less than the constant speed interval speed change rate threshold, then obtain the traction force adjustment ratio parameter and transmit the traction force adjustment ratio parameter to the main traction locomotive and the auxiliary traction locomotive, so that the auxiliary traction locomotive outputs traction force based on the traction force adjustment ratio parameter to assist in controlling the locomotive's running speed.

[0047] Specifically, obtaining the traction force adjustment ratio parameter includes:

[0048] Based on the difference between the target speed and the current actual speed, a first proportional parameter is obtained;

[0049] The current load value of the locomotive is determined based on the information of the locomotive being towed at the current moment, wherein the information of the towed car includes the basic parameters of the tractor and the number of tractors.

[0050] The second proportional parameter corresponding to the current load value is obtained from the pre-stored correspondence between load values ​​and second proportional parameters;

[0051] The traction force adjustment ratio parameter is determined based on the first ratio parameter and the second ratio parameter.

[0052] Several traction cars are arranged between the main traction locomotive and the auxiliary traction locomotive. Both the main and auxiliary traction locomotives can control the operation and braking of the locomotive formation. The traction cars included in the middle can be comprehensive inspection cars or power supply cars. The main traction locomotive and the auxiliary traction locomotive in the formation can operate as independent locomotives. Under normal circumstances, only one car is needed for traction or braking to achieve single-car traction. Relying on existing equipment, the two locomotives also need to achieve information exchange and display, fault information, and status, etc. When the main traction locomotive is used as the traction locomotive, if a fault occurs during operation, the main traction locomotive can operate the auxiliary traction locomotive as the power car, and similarly, the auxiliary traction locomotive can also operate the main traction locomotive as the power car. As an example, a wireless synchronous control system for heavy-haul combined trains is installed on a DC train, and communication between the main traction locomotive and the auxiliary traction locomotive is realized through a wireless multiple-connection system.

[0053] As an example, the basic parameters of the towed vehicle include vehicle model, vehicle weight, and cargo weight. Specifically, based on the information of the towed vehicle at the current moment and combined with dynamic analysis, the current load value of the locomotive can be determined. For details, please refer to existing technologies, which will not be elaborated here. Each locomotive in the locomotive formation can be equipped with a sensor to obtain the speed value of the main traction locomotive.

[0054] The main traction locomotive can transmit the traction force adjustment ratio parameter to the auxiliary traction locomotive. The auxiliary traction locomotive can then calculate and determine its required traction force based on the traction force adjustment ratio parameter. As an example, the correspondence between the traction force adjustment ratio parameter and the traction force can be pre-established and stored in a two-dimensional table. The required traction force from the auxiliary traction locomotive can then be determined by searching this table.

[0055] The constant speed range speed change rate threshold is obtained based on historical data of locomotive operating conditions. For different speed values, a corresponding constant speed range speed change rate threshold is set.

[0056] After determining the traction force adjustment ratio parameters, the data is simultaneously sent to the control system of the auxiliary traction locomotive, in addition to the main traction locomotive. The auxiliary traction locomotive then determines the traction force to be output based on these parameters, and the two locomotives work together to control the operation of the locomotive formation.

[0057] Based on the difference between the target speed and the current actual speed, a first proportional parameter is obtained. Specifically, the larger the difference, the larger the first proportional parameter. Similarly, the second proportional parameter is also positively correlated with the load value. Based on the first proportional parameter and the second proportional parameter, a traction force adjustment proportional parameter is determined. Specifically, this may include multiplying the first proportional parameter and the second proportional parameter or multiplying them after weighting to obtain the traction force adjustment proportional parameter.

[0058] Specifically, the more cars being towed and the greater the load, the longer it takes for the main traction locomotive to reach the target speed from the current actual speed when speed increase is required and the main traction locomotive is used for traction control alone. However, the method provided in this embodiment of the invention is different from the traditional single traction mode. It comprehensively considers two dimensions, load and speed change rate, to jointly determine the traction force adjustment parameters, so that the main traction locomotive and the auxiliary traction locomotive can work together to achieve a smooth and controllable speed change of the locomotive formation.

[0059] The control method provided by this invention can simultaneously transmit the traction force adjustment ratio parameter, which is jointly determined by the target speed, actual speed, and actual load value, to the auxiliary traction locomotive while controlling the locomotive's operating speed based on the main traction locomotive. This not only enables the auxiliary traction locomotive to control its own operating speed based on the traction force adjustment ratio parameter, but also allows it to automatically adjust the control strategy under different load conditions. This enables the main traction locomotive and the auxiliary traction locomotive to control their own operating speeds separately. Compared with the existing method where only the main traction locomotive controls the operation, the control method of this invention is more flexible and effective.

[0060] Based on the locomotive's current load value and the difference between the target speed and the current actual speed, the traction force adjustment ratio parameter is jointly determined and simultaneously sent to the main traction locomotive and the auxiliary traction locomotive. This allows the auxiliary traction locomotive to output traction force based on the traction force adjustment ratio parameter to assist in controlling the locomotive's operating speed. Compared to the existing method where only the main traction locomotive controls the operation, the control method of this invention is more flexible and effective, which is one of the innovations of this invention.

[0061] In one implementation, the first proportional parameter is positively correlated with the difference between the target speed and the current actual speed.

[0062] In one implementation, the locomotive formation traction operation control method further includes:

[0063] Based on historical data of locomotive operating conditions, corresponding constant speed range speed change rate thresholds are pre-set for different target speed values.

[0064] In one implementation, the locomotive formation traction operation control method further includes:

[0065] If the actual speed value is less than the target speed value, and the rate of change of the actual speed at the current moment is greater than the preset constant speed interval rate of change threshold, then the actual speed value of the locomotive at the next moment is reduced using the preset speed step parameter.

[0066] Use a velocity step function to slow down the change in velocity.

[0067] In one implementation, obtaining the preset target speed value of the main traction locomotive specifically includes:

[0068] The corresponding voltage signal is obtained based on the position of the speed adjustment knob of the main traction locomotive, and the corresponding target speed value is calculated according to the linear relationship between voltage and speed.

[0069] Figure 2 This is a block diagram of a locomotive formation traction operation control device according to an embodiment of the present invention.

[0070] like Figure 2 As shown, a locomotive formation traction operation control device 200 includes:

[0071] The first acquisition unit 210 is used to acquire the actual speed value of the locomotive at the previous moment and the actual speed value at the current moment, and obtain the actual speed change rate of the locomotive at the current moment; wherein, the locomotive formation includes a main traction locomotive and an auxiliary traction locomotive, and several traction cars are also provided between the main traction locomotive and the auxiliary traction locomotive. Both the main traction locomotive and the auxiliary traction locomotive are equipped with a multiple-unit control unit, and the multiple-unit control units communicate with each other to form a wireless multiple-unit management system.

[0072] The second acquisition unit 220 is used to acquire the preset target speed value of the main traction locomotive and the constant speed range speed change rate threshold that matches the target speed value.

[0073] The adjustment ratio parameter unit 230 is used to obtain the traction force adjustment ratio parameter and transmit the traction force adjustment ratio parameter to the main traction locomotive and the auxiliary traction locomotive if the actual speed value is less than the target speed value and the actual speed change rate at the current moment is less than the constant speed interval speed change rate threshold. This allows the auxiliary traction locomotive to output traction force based on the traction force adjustment ratio parameter to assist in controlling the locomotive's running speed.

[0074] Specifically, obtaining the traction force adjustment ratio parameter includes:

[0075] Based on the difference between the target speed and the current actual speed, a first proportional parameter is obtained;

[0076] The current load value of the locomotive is determined based on the information of the locomotive being towed at the current moment, wherein the information of the towed car includes the basic parameters of the tractor and the number of tractors.

[0077] The second proportional parameter corresponding to the current load value is obtained from the pre-stored correspondence between load values ​​and second proportional parameters;

[0078] The traction force adjustment ratio parameter is determined based on the first ratio parameter and the second ratio parameter.

[0079] Another embodiment of the present invention provides a storage medium storing program code, which, when executed by a processor, implements the locomotive formation traction operation control method as described in any of the above embodiments.

[0080] Another embodiment of the present invention provides an electronic device, the electronic device including a memory and a processor, wherein the memory stores program code that can run on the processor, and when the program code is executed by the processor, it implements the locomotive formation traction operation control method as described in any embodiment.

[0081] Compared with the prior art, the beneficial effects of the present invention are:

[0082] Those skilled in the art will understand that the accompanying drawings are merely schematic diagrams of one embodiment, and the modules or processes shown in the drawings are not necessarily essential for implementing the present invention.

[0083] Those skilled in the art will understand that the modules in the apparatus of the embodiments can be distributed in the apparatus of the embodiments as described in the embodiments, or they can be located in one or more devices different from this embodiment with corresponding changes. The modules of the above embodiments can be combined into one module, or they can be further divided into multiple sub-modules.

[0084] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A locomotive formation traction operation control method, wherein the locomotive formation includes a main traction locomotive and an auxiliary traction locomotive, and a plurality of traction cars are further provided between the main traction locomotive and the auxiliary traction locomotive; both the main traction locomotive and the auxiliary traction locomotive are equipped with a multiple-unit control unit, and the multiple-unit control units communicate with each other to form a wireless multiple-unit management system, characterized in that... The method is applied to the wireless reconnection management system, and comprises: obtaining an actual speed value at a previous moment and an actual speed value at a current moment of the locomotive to obtain an actual speed change rate of the locomotive at the current moment; obtaining a preset target speed value of the main traction locomotive and a constant speed interval speed change rate threshold value matched with the target speed value, the constant speed interval speed change rate threshold value being obtained according to historical data of locomotive operation condition data; if the actual speed value is less than the target speed value and the actual speed change rate at the current moment is less than the constant speed interval speed change rate threshold value, obtaining a traction force adjustment proportion parameter and transmitting the traction force adjustment proportion parameter to the main traction locomotive and the auxiliary traction locomotive, so that the auxiliary traction locomotive outputs traction force based on the traction force adjustment proportion parameter to assist in controlling the running speed of the locomotive; wherein, obtaining the traction force adjustment proportion parameter specifically comprises: obtaining a first proportion parameter based on the difference between the target speed and the current actual speed; obtaining a current load value of the locomotive based on the current moment and the information of the towed vehicle, the information of the towed vehicle including basic parameters of the towed vehicle and the number of towed vehicles; finding the second proportion parameter corresponding to the current load value from the corresponding relationship between the pre-stored load value and the second proportion parameter; determining the traction force adjustment proportion parameter based on the first proportion parameter and the second proportion parameter.

2. The locomotive consist traction effort control method of claim 1 wherein, The first proportion parameter is positively correlated with the difference between the target speed and the current actual speed.

3. The locomotive consist traction effort control method of claim 1 wherein, Further comprising: previously setting the corresponding constant speed interval speed change rate threshold value for different target speed values based on the historical data of the locomotive operation condition.

4. The locomotive consist traction profile control method of claim 1 wherein, Further comprising: if the actual speed value is less than the target speed value and the actual speed change rate at the current moment is greater than the preset constant speed interval speed change rate threshold value, reducing the actual speed value of the locomotive at the next moment by using a preset speed ladder parameter.

5. The locomotive consist traction profile control method of claim 1 wherein, The target speed value of the main traction locomotive is obtained specifically by: obtaining a corresponding voltage signal according to the position of the speed adjustment knob of the main traction locomotive, and calculating a corresponding target speed value according to the linear relationship between voltage and speed.

6. A locomotive consist traction operation control apparatus characterized by, Comprising: a first obtaining unit, configured to obtain an actual speed value at a previous moment and an actual speed value at a current moment of the locomotive to obtain an actual speed change rate of the locomotive at the current moment; wherein, the locomotive consists of a main traction locomotive and an auxiliary traction locomotive, and a plurality of towed vehicles are arranged between the main traction locomotive and the auxiliary traction locomotive, and a reconnection control unit is arranged on each of the main traction locomotive and the auxiliary traction locomotive, and the reconnection control units communicate with each other to form a wireless reconnection management system; a second obtaining unit, configured to obtain a preset target speed value of the main traction locomotive and a constant speed interval speed change rate threshold value matched with the target speed value, the constant speed interval speed change rate threshold value being obtained according to historical data of locomotive operation condition data; The adjusting proportion parameter unit is configured to, if the actual speed value is less than the target speed value and the actual speed change rate at the current time is less than the constant speed interval speed change rate threshold, obtain a traction force adjusting proportion parameter and transmit the traction force adjusting proportion parameter to the main traction locomotive and the auxiliary traction locomotive, so that the auxiliary traction locomotive outputs traction force based on the traction force adjusting proportion parameter to assist in controlling the running speed of the locomotive. The traction force adjusting proportion parameter is obtained by: obtaining a first proportion parameter based on the difference between the target speed and the current actual speed; obtaining a current load value of the locomotive based on the current actual speed and the target speed, and determining the current load value of the locomotive based on the information of the towed vehicles of the locomotive, the information of the towed vehicles including basic parameters of the towed vehicles and the number of the towed vehicles; obtaining a second proportion parameter corresponding to the current load value from a pre-stored corresponding relationship between load values and second proportion parameters; and determining the traction force adjusting proportion parameter based on the first proportion parameter and the second proportion parameter.

7. A storage medium having stored thereon program code, characterized in that The program code is executed by the processor to implement the locomotive marshalling traction operation control method according to any one of claims 1 to 5.

8. An electronic device, comprising: The electronic device includes a memory and a processor, and the memory stores program code executable on the processor, and the program code is executed by the processor to implement the locomotive marshalling traction operation control method according to any one of claims 1 to 5.

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