Coupler test pulling method, device and electronic equipment

Abstract

This invention provides a coupler testing method, apparatus, and electronic equipment, comprising: after the coupling operation of the locomotive and freight car is completed, receiving a coupler testing operation command, controlling the locomotive direction to the rearward position, and simultaneously controlling the release of the train pipe and the release of the locomotive's small brake; gradually applying a rearward traction force to the locomotive according to a preset coupler testing procedure, obtaining the actual traction force, and determining whether it meets preset conditions; if any actual traction force in the coupler testing procedure does not meet the corresponding preset condition, the coupler testing is determined to have failed, the coupler testing procedure is terminated, and air brakes are applied to park the locomotive; real-time monitoring is performed during the coupler testing procedure, and safety protection is provided for the locomotive when an abnormality is detected. This invention can precisely control the magnitude and inclination of the traction force applied during the coupler testing, maintain the stability of the testing while completing an effective coupler testing, and can provide automatic safety protection for abnormal situations caused by unsuccessful coupling, ensuring the effectiveness, stability, and safety of the coupler testing.

Description

TECHNICAL FIELD

[0001] The present application belongs to the field of automatic control technology of locomotive, and particularly relates to a method and device for testing a drawbar and an electronic device. BACKGROUND

[0002] For freight locomotives, after the coupling of the locomotive and the freight vehicle is completed, a drawbar test needs to be performed to check whether the coupling of the drawbar of the locomotive and the drawbar of the freight vehicle is complete. The existing technology usually adopts manual operation to perform the drawbar test. When the drawbar test is performed manually, the applied traction force is too large, too fast or too small. If the applied traction force is too large or too fast, a large impulse is caused. If the applied traction force is too small, the drawbar cannot be pulled, and the drawbar test cannot be performed. In addition, if the coupling of the drawbar is not successful, the locomotive may be uncoupled during the drawbar test, and the manual operation may not be timely to prevent the uncoupling, which may cause safety accidents such as personnel or equipment damage. SUMMARY

[0003] The present application aims to solve the problems of the existing technology, that is, the applied traction force is too large, too fast or too small when the drawbar test is performed manually, and a large impulse is caused or the drawbar test cannot be performed. In addition, the present application can automatically prevent the uncoupling caused by the unsuccessful coupling of the drawbar or the abnormal traction force during the drawbar test, and improve the effectiveness, stability and safety of the drawbar test.

[0004] To solve the above problems, the present application provides a method for testing a drawbar, which comprises the following steps: after the coupling of a locomotive and a freight vehicle is completed, a drawbar test instruction is received, and an instruction is output to a brake control system to complete the release of a train pipe and the release of a locomotive small brake, and a zero position instruction and a backward position instruction are sequentially output to a locomotive network control system to control the direction of the locomotive to the backward position; a backward traction force is gradually applied to the locomotive through the locomotive network control system according to a preset drawbar test process, an actual traction force corresponding to the applied traction force is obtained, and it is determined whether the actual traction force meets a preset condition corresponding to the applied traction force; if any actual traction force does not meet the corresponding preset condition during the drawbar test process, it is determined that the drawbar test fails, the drawbar test process is terminated, and air brake parking is applied.

[0005] Optionally, the output of the instruction to the brake control system to complete the release of the train pipe and the release of the locomotive small brake comprises: outputting a train pipe release instruction and a locomotive small brake single release instruction to the brake control system; receiving the train pipe pressure and the locomotive brake cylinder pressure which are fed back by the brake control system in real time after the train pipe release instruction and the locomotive small brake single release instruction are executed, and determining that the release of the train pipe is complete and the release of the locomotive small brake is complete according to the train pipe pressure and the locomotive brake cylinder pressure.

[0006] Optionally, the zero position instruction and the backward position instruction are output to the locomotive network control system in sequence to control the locomotive direction to the backward position, comprising: outputting a zero position instruction of the locomotive direction to the locomotive network control system, receiving the locomotive direction feedback by the locomotive network control system executing the zero position instruction of the locomotive direction, and determining the locomotive direction to the zero position; outputting a backward position instruction of the locomotive direction to the locomotive network control system, and controlling the locomotive direction to the backward position by the locomotive network control system.

[0007] Optionally, the backward traction force is gradually applied to the locomotive by the locomotive network control system according to the preset car coupler test pulling process, the actual traction force corresponding to the applied traction force is obtained, and it is determined whether the actual traction force meets the preset condition corresponding to the applied traction force, comprising: determining a first applied traction force according to the preset car coupler test pulling process and a maximum target traction force, wherein the first applied traction force is one fourth of the maximum target traction force; applying the first applied traction force to the locomotive by the locomotive network control system, maintaining for a first preset time, obtaining a first actual traction force corresponding to the first applied traction force, and determining whether the first actual traction force meets a first preset condition corresponding to the first applied traction force; if it is determined that the first actual traction force meets the first preset condition, then the next applied traction force is gradually applied to the locomotive by the locomotive network control system according to the car coupler test pulling process, the next actual traction force corresponding to the next applied traction force is obtained, and the condition is determined until the car coupler test pulling process is completed.

[0008] Optionally, the step of gradually applying a rearward traction force to the locomotive through the locomotive network control system according to the coupler test pull process, obtaining the next actual traction force corresponding to the next applied traction force, and performing condition judgment until the coupler test pull process is completed includes: gradually applying a rearward traction force to the locomotive through the locomotive network control system to a second applied traction force and maintaining it for a second preset time according to the coupler test pull process, obtaining the second actual traction force corresponding to the second applied traction force, and judging whether the second actual traction force meets the second preset condition corresponding to the second applied traction force, wherein the second applied traction force is the maximum target traction force / 2; if it is determined that the second actual traction force meets the second preset condition, then gradually applying a rearward traction force to the locomotive through the locomotive network control system to a third applied traction force and maintaining it for a third preset time according to the coupler test pull process, obtaining the third actual traction force corresponding to the third applied traction force. The actual traction force is determined to satisfy a third preset condition corresponding to the third applied traction force, wherein the third applied traction force is the maximum target traction force. If the third actual traction force satisfies the third preset condition, the traction force applied to the locomotive is gradually reduced to a fourth applied traction force and maintained for a fourth preset time according to the coupler test pull process via the locomotive network control system. The fourth actual traction force corresponding to the fourth applied traction force is obtained, and it is determined whether the fourth actual traction force satisfies the fourth preset condition corresponding to the fourth applied traction force, wherein the fourth applied traction force is the maximum target traction force / 2. If the fourth actual traction force satisfies the fourth preset condition, the traction force applied to the locomotive is gradually reduced to 0 according to the coupler test pull process via the locomotive network control system. The fifth actual traction force is obtained, and it is determined whether the fifth actual traction force satisfies the corresponding fifth preset condition.

[0009] Optionally, the step of determining that the coupler test pull has failed, terminating the coupler test pull process, and applying an air brake to park the vehicle if any of the following conditions are met during the coupler test pull process: If any one of the following conditions is met: the first actual traction force does not meet the first preset condition, the second actual traction force does not meet the second preset condition, the third actual traction force does not meet the third preset condition, the fourth actual traction force does not meet the fourth preset condition, or the fifth actual traction force does not meet the fifth preset condition, then the coupler test pull has failed, the coupler test pull process is terminated, and an air brake is applied to park the vehicle.

[0010] Optionally, the step of real-time monitoring of the actual traction force, locomotive speed, and locomotive travel distance during the coupler test pull process, and providing safety protection for the locomotive when an anomaly is detected, includes: monitoring whether the actual traction force does not exceed a traction force threshold during the coupler test pull process; monitoring whether the locomotive speed does not exceed a speed threshold and whether the locomotive travel distance does not exceed a distance threshold during the coupler test pull process; if the actual traction force exceeds the traction force threshold, or the speed exceeds the speed threshold, or the travel distance exceeds the distance threshold, then the step of providing safety protection for the locomotive is executed.

[0011] Optionally, the safety protection for the locomotive includes: outputting traction removal commands, air brake commands, and locomotive forward direction commands, and alerting the operators.

[0012] Based on the same inventive concept, this invention also proposes a coupler test-pull device, comprising: a test-pull preparation unit, used to receive a coupler test-pull operation command after the locomotive and freight car coupler coupling operation is completed, and output commands to the braking control system to complete the release of the train pipe and the locomotive small brake, and simultaneously output zero-position commands and rearward position commands to the locomotive network control system to control the locomotive direction to the rearward position; a coupler test-pull testing unit, used to gradually apply a rearward traction force to the locomotive through the locomotive network control system according to a preset coupler test-pull process, obtain the actual traction force corresponding to the applied traction force, and determine whether the actual traction force meets the preset conditions corresponding to the applied traction force; a result processing unit, used to determine that the coupler test-pull has failed if any of the actual traction forces in the coupler test-pull process does not meet the corresponding preset conditions, terminate the coupler test-pull process, and apply air brakes to park; and a safety protection unit, used to monitor the actual traction force, locomotive running speed, and locomotive running distance in real time during the coupler test-pull process, and to provide safety protection for the locomotive when an abnormality is detected.

[0013] Based on the same inventive concept, this invention also proposes an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that the processor executes the program to implement the method described in any of the above.

[0014] As can be seen from the above description, the coupler testing method, device, and electronic equipment provided in this embodiment of the invention, after the coupling operation between the locomotive and freight car is completed, receives the coupler testing operation command, outputs commands to the braking control system to complete the release of the train valve and the locomotive small brake, and simultaneously outputs a zero-position command and a rearward position command to the locomotive network control system to control the locomotive direction to the rearward position; according to the preset coupler testing process, the locomotive network control system gradually applies a rearward traction force to the locomotive, obtains the actual traction force corresponding to the applied traction force, and determines whether the actual traction force meets the preset conditions corresponding to the applied traction force; such as If any of the actual traction forces in the coupler test pull process fails to meet the corresponding preset conditions, the coupler test pull is determined to have failed, the coupler test pull process is terminated, and air brakes are applied to park the vehicle. During the coupler test pull process, the actual traction force, locomotive speed, and locomotive travel distance are monitored in real time, and safety protection is provided for the locomotive when an anomaly is detected. The system can precisely control the magnitude and inclination of the traction force applied during the coupler test pull, ensuring the stability of the test pull while completing an effective coupler test pull. It can also provide automatic safety protection in case of unsuccessful coupling leading to coupler disengagement or abnormal traction force during the test pull, ensuring the effectiveness, stability, and safety of the coupler test pull. Attached Figure Description

[0015] 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 embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a flowchart illustrating the coupler test pulling method in an embodiment of the present invention;

[0017] Figure 2 This is a schematic diagram of the coupler test pulling system in an embodiment of the present invention;

[0018] Figure 3 This is a schematic diagram of the coupler test pulling device in an embodiment of the present invention;

[0019] Figure 4 This is a schematic diagram of an electronic device in an embodiment of the present invention. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of this disclosure clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0021] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this invention should have the ordinary meaning understood by one of ordinary skill in the art to which this disclosure pertains. The terms "first," "second," and similar terms used in the embodiments of this invention do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" 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] This invention provides a method for testing the coupling. (See attached diagram.) Figure 1 As shown, the coupler test pulling method includes:

[0023] Step S11: After the locomotive coupler coupling operation is completed, the locomotive receives the coupler test pull operation command and outputs the command to the braking control system to complete the release of the train pipe and the release of the locomotive small brake. At the same time, the locomotive network control system outputs the zero position command and the rearward position command in sequence to control the locomotive direction to the rearward position.

[0024] In embodiments of the present invention, such as Figure 2 As shown, the coupler testing system includes a coupler testing device, a locomotive network control system (CCU), a brake control system (BCU), and a microcomputer display unit. The coupler testing method in this embodiment is applied to the locomotive control device. The coupler testing device sends control commands to the BCU and CCU; the BCU and CCU provide feedback on various locomotive statuses to the coupler testing device; the microcomputer display unit transmits operator instructions to the coupler testing device; and simultaneously displays various locomotive status data from the coupler testing device. The coupler testing device implements the functional logic and safety protection logic for coupler testing. This embodiment of the coupler testing system supports automatic coupler testing interface functions, logic functions, and safety protection functions.

[0025] After the locomotive and car coupler coupling operation is completed, the operator clicks the "Automatic Coupler Test Pull" button on the microcomputer display unit and selects confirmation to generate a coupler test pull operation command, thus initiating the automatic coupler test pull. In step S11, after receiving the coupler test pull operation command transmitted through the microcomputer display unit, the locomotive network control system completes the train pipe release and locomotive brake release. Optionally, the system outputs the train pipe release command and the locomotive brake single release command to the braking control system; it receives the train pipe pressure and locomotive brake cylinder pressure from the braking control system in real time after executing the train pipe release command and the locomotive brake single release command, until the train pipe release and locomotive brake cylinder pressure are determined to be completed based on the train pipe pressure and locomotive brake cylinder pressure.

[0026] Based on the train pipe pressure and locomotive brake cylinder pressure, after determining that the train pipe release is complete (train pipe pressure is greater than 590 kPa when the constant pressure is 600 kPa) and the locomotive small brake release is complete (locomotive brake cylinder pressure is less than 5 kPa), the locomotive direction zero position command is output to the locomotive network control system. The locomotive direction is received from the locomotive network control system after executing the locomotive direction zero position command and receiving real-time feedback from the locomotive direction, and the locomotive direction is determined to be zero.

[0027] After determining that the current locomotive direction is zero based on the real-time feedback from the locomotive network control system, a backward direction command is output to the locomotive network control system, which then controls the locomotive to move backward. Specifically, the locomotive network control system executes the backward direction command and provides real-time feedback on the locomotive direction until the locomotive direction is determined to be backward.

[0028] Step S12: Following the preset coupler test pull procedure, the locomotive network control system gradually applies a backward traction force to the locomotive, obtains the actual traction force corresponding to the applied traction force, and determines whether the actual traction force meets the preset conditions corresponding to the applied traction force.

[0029] In this embodiment of the invention, when the locomotive is determined to be heading backward, a traction force is output for a test pull. In step S12, optionally, a first applied traction force is determined according to a preset coupler test pull procedure and the maximum target traction force, wherein the first applied traction force is one-quarter of the maximum target traction force. Assuming the maximum traction force is set to FmKN based on the number of coupled locomotives and test experience, the first applied traction force F1 = Fm / 4KN. The locomotive network control system applies the first applied traction force F1 backward to the locomotive and maintains it for a first preset time, obtaining the first actual traction force corresponding to the first applied traction force F1, and determining whether the first actual traction force meets the first preset condition corresponding to the first applied traction force. The first preset time is preferably 2 seconds, and the first preset condition is that the first actual traction force is between -3+Fm / 4kN and 3+Fm / 4kN. If it is determined that the first actual traction force meets the first preset condition, then according to the coupler test pull process, the locomotive network control system gradually applies the next applied traction force backward to the locomotive, obtains the next actual traction force corresponding to the next applied traction force, and performs condition judgment until the coupler test pull process is completed.

[0030] If it is determined that the first actual traction force meets the first preset condition, in step S12, optionally, according to the coupler test pull process, a backward traction force is gradually applied to the locomotive through the locomotive network control system until a second applied traction force is applied and maintained for a second preset time. A second actual traction force corresponding to the second applied traction force is obtained, and it is determined whether the second actual traction force meets the second preset condition corresponding to the second applied traction force, wherein the second applied traction force is the maximum target traction force / 2. The second preset time is preferably 2 seconds, and the second preset condition is preferably that after 2 seconds, the second actual traction force is between -5+Fm / 2kN and 5+Fm / 2kN.

[0031] If it is determined that the second actual traction force meets the second preset condition, that is, the second actual traction force of the locomotive is between -5+Fm / 2kN and 5+Fm / 2kN after 2 seconds, then according to the coupler test pull procedure, the locomotive network control system gradually applies a backward traction force to the locomotive until a third applied traction force is applied and maintained for a third preset time. The third actual traction force corresponding to the third applied traction force is obtained, and it is determined whether the third actual traction force meets the third preset condition corresponding to the third applied traction force, wherein the third applied traction force is the maximum target traction force. The third preset time is preferably 8 seconds, and the third preset condition is preferably that the third actual traction force is between -5+FmkN and 5+FmkN and the duration exceeds 5 seconds.

[0032] If it is determined that the third actual traction force meets the third preset condition, i.e., the third actual traction force is between -5+FmkN and 5+FmkN and lasts for more than 8 seconds, then according to the coupler test pull procedure, the traction force applied to the locomotive is gradually reduced to the fourth applied traction force through the locomotive network control system and maintained for the fourth preset time. The fourth actual traction force corresponding to the fourth applied traction force is obtained, and it is determined whether the fourth actual traction force meets the fourth preset condition corresponding to the fourth applied traction force, wherein the fourth applied traction force is the maximum target traction force / 2. The fourth preset time is preferably 2 seconds, and the fourth preset condition is preferably that after 2 seconds the fourth actual traction force is between -5+Fm / 2kN and 5+Fm / 2kN.

[0033] If the fourth actual traction force is determined to meet the fourth preset condition, i.e., the fourth actual traction force is between -5+Fm / 2kN and 5+Fm / 2kN after 2 seconds, then according to the coupler test pull procedure, the traction force applied to the locomotive is gradually reduced to 0 through the locomotive network control system to obtain the fifth actual traction force. It is then determined whether the fifth actual traction force meets the corresponding fifth preset condition. This completes the coupler test pull procedure. Preferably, the fifth preset condition is that the fifth actual traction force is 0 after 2 seconds and the duration exceeds 2 seconds.

[0034] Step S13: If any of the actual traction forces in the coupler test pull process does not meet the corresponding preset conditions, the coupler test pull is determined to have failed, the coupler test pull process is terminated, and an air brake is applied to park the vehicle.

[0035] In this embodiment of the invention, providing safety protection for the locomotive refers to outputting traction release commands, air brake commands, and locomotive forward direction commands, and alerting the operators. In step S13, during the coupler test pull process, if any of the actual traction forces does not meet the corresponding preset conditions, the coupler test pull is determined to have failed, the coupler test pull process is terminated, and safety protection is provided for the locomotive.

[0036] For example, if the locomotive network control system applies a first backward traction force F1 = Fm / 4 kN to the locomotive and maintains it for 2 seconds, and the obtained first actual traction force is not between -3 + Fm / 4 kN and 3 + Fm / 4 kN, then the locomotive is deemed abnormal and the coupler test pull has failed. Simultaneously, a traction release command, an air brake command, and a locomotive forward direction command are output and displayed on the microcomputer display unit to alert the operators. Similarly, if the locomotive network control system gradually applies a second backward traction force to the locomotive up to a second applied traction force Fm / 2 kN and maintains it for 2 seconds, and the obtained second actual traction force is not between -5 + Fm / 2 kN and 5 + Fm / 2 kN, then the locomotive is deemed abnormal and the coupler test pull has failed. Simultaneously, a traction release command, an air brake command, and a locomotive forward direction command are output and displayed on the microcomputer display unit to alert the operators. If the locomotive network control system gradually applies a backward traction force to the locomotive up to a third applied traction force FmKN and maintains it for 8 seconds, and the second actual traction force is not between -5+Fm / 2kN and 5+Fm / 2kN and lasts for more than 5 seconds, then the locomotive is deemed abnormal and the coupler pull test has failed. Simultaneously, a traction release command, an air brake command, and a locomotive forward direction command are output and displayed on a microcomputer display unit to alert the operators. If the locomotive network control system gradually reduces the applied traction force to the locomotive up to a fourth applied traction force Fm / 2kN and maintains it for 2 seconds, and the fourth actual traction force is not between -5+Fm / 2kN and 5+Fm / 2kN, then the locomotive is deemed abnormal and the coupler pull test has failed. Simultaneously, a traction release command, an air brake command, and a locomotive forward direction command are output and displayed on a microcomputer display unit to alert the operators. The locomotive network control system gradually reduces the traction force applied to the locomotive to 0, while simultaneously outputting and maintaining the locomotive's zero-position direction command. After a 2-second timeout, if the actual traction force is 0 and the duration exceeds 2 seconds, the locomotive is currently in the zero-position direction. If the locomotive does not perform any safety protection actions during the coupler test, i.e., the locomotive safety protection module does not activate, the coupler test is deemed successful. At the same time, an air brake command is output to the BCU and the operator is notified through the microcomputer display unit. Otherwise, the locomotive is deemed abnormal and the coupler test fails. Simultaneously, a traction removal command, an air brake command, and a locomotive forward direction command are output and the operator is notified through the microcomputer display unit.

[0037] Step S14: During the coupler test pull process, monitor the actual traction force, locomotive speed, and locomotive travel distance in real time, and take safety precautions for the locomotive when an abnormality is detected.

[0038] In this embodiment of the invention, a safety protection logic is also designed in the coupler test-pull process to achieve automatic safety protection during the coupler test-pull process. Optionally, in the coupler test-pull process, it is monitored whether the actual traction force does not exceed the traction force threshold; in the coupler test-pull process, it is monitored whether the locomotive's operating speed does not exceed the speed threshold, and whether the locomotive's operating distance does not exceed the distance threshold; if the actual traction force exceeds the traction force threshold, or the operating speed exceeds the speed threshold, or the operating distance exceeds the distance threshold, then the step of providing safety protection for the locomotive is executed. The traction force threshold is preferably twice the maximum target traction force, the speed threshold is preferably 1 km / h, and the distance threshold is preferably 2 m.

[0039] For example, during the entire coupler test, the actual traction force of the locomotive is monitored simultaneously while the target traction force value is output. If the actual traction force exceeds the traction force threshold (generally set to 2Fm), a traction release command, an air brake command, and a locomotive direction zero-position command are output, and the operator is simultaneously alerted through the microcomputer display unit. Throughout the coupler test, the locomotive speed and running distance are monitored in real time. Once the locomotive speed or running distance exceeds the normal threshold range for the coupler test, a traction release command, an air brake command, and a locomotive direction zero-position command are promptly output, and the operator is simultaneously alerted through the microcomputer display unit.

[0040] The coupler test pulling method of this invention can accurately output the most suitable target traction force for coupler test pulling, avoiding problems such as excessive traction force leading to large impulses or even damage to the coupler, or insufficient traction force failing to pull the coupler, which may occur with manual operation. It can simulate the coupler stretching process during the test pulling, gradually increasing the target traction force value to stabilize the traction force increase slope, avoiding excessive traction force increase slope leading to train impulses, and ensuring the stability of the coupler test pulling test. Simultaneously, by monitoring the actual traction force, running speed, and running distance of the locomotive, the system provides automatic safety protection during the coupler test pulling process. Once an abnormality in the locomotive status is detected, the system immediately provides automatic safety protection by outputting traction release commands, air brake commands, etc., ensuring the automation, timeliness, and sensitivity of safety protection during the test, and avoiding untimely safety protection actions that may occur with manual operation. Thus, the coupler test pull method of this invention can precisely control the magnitude and slope of the applied traction force during the coupler test pull, achieving the purpose of the coupler test pull while maintaining the stability of the test pull as much as possible. This avoids the problems of excessive traction force leading to large surges or insufficient traction force failing to achieve the desired coupler test pull effect, which can occur during manual operation. Simultaneously, it can automatically protect against safety risks in the event of unsuccessful coupling, such as coupler disengagement or abnormal traction force, ensuring the effectiveness, stability, and safety of the coupler test pull.

[0041] In this embodiment of the invention, after the locomotive coupler coupling operation is completed, a coupler test pull operation command is received, and commands are output to the braking control system to complete the release of the train pipe and the locomotive small brake. Simultaneously, zero-position commands and rearward-position commands are output sequentially to the locomotive network control system to control the locomotive direction to the rearward position. Following a preset coupler test pull procedure, the locomotive network control system gradually applies a rearward traction force to the locomotive, obtains the actual traction force corresponding to the applied traction force, and determines whether the actual traction force meets the preset conditions corresponding to the applied traction force. If any of the conditions in the coupler test pull procedure are met... If the actual traction force does not meet the corresponding preset conditions, the coupler test pull is determined to have failed, the coupler test pull process is terminated, and air brakes are applied to park the vehicle. During the coupler test pull process, the actual traction force, locomotive speed, and locomotive travel distance are monitored in real time, and safety protection is provided for the locomotive when an anomaly is detected. The system can precisely control the magnitude and inclination of the traction force applied during the coupler test pull, maintain the stability of the test pull while completing the coupler test pull, and provide automatic safety protection in a timely manner for situations where the coupler fails to connect, resulting in the coupler disengagement or abnormal traction force during the test pull, ensuring the effectiveness, stability, and safety of the coupler test pull.

[0042] Based on the same inventive concept, embodiments of the present invention also provide a coupler testing device. (See attached diagram) Figure 3 As shown, the coupler test device includes: a test preparation unit, a coupler test unit, a result processing unit, and a safety protection unit. Among them,

[0043] The test pull preparation unit is used to receive the test pull operation command after the locomotive coupler coupling operation is completed, and output commands to the braking control system to complete the release of the train pipe and the release of the locomotive small brake. At the same time, it outputs the zero position command and the rear position command to the locomotive network control system to control the locomotive direction to the rear position.

[0044] The coupler test unit is used to gradually apply a backward traction force to the locomotive through the locomotive network control system according to the preset coupler test process, obtain the actual traction force corresponding to the applied traction force, and determine whether the actual traction force meets the preset conditions corresponding to the applied traction force.

[0045] The result processing unit is used to determine that the coupler test has failed if any of the actual traction forces in the coupler test process does not meet the corresponding preset conditions, terminate the coupler test process, and provide safety protection for the locomotive.

[0046] The safety protection unit is used to monitor the actual traction force, locomotive speed, and locomotive travel distance in real time during the coupler test pull process, and to provide safety protection for the locomotive when an abnormality is detected.

[0047] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing the embodiments of the present invention, the functions of each module can be implemented in one or more software and / or hardware.

[0048] The apparatus described above is used to implement the corresponding methods in the foregoing embodiments and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0049] Based on the same inventive concept, embodiments of the present invention also provide an electronic device, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, it implements the method described in any of the above embodiments.

[0050] Figure 4 This illustration shows a more specific hardware structure diagram of an electronic device provided in this embodiment. 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, memory 402, input / output interface 403, and communication interface 404 are interconnected internally via the bus 405.

[0051] The processor 401 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of the present invention.

[0052] The memory 402 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 402 can store the operating system and other applications. When the technical solutions provided in the embodiments of the present invention are implemented by software or firmware, the relevant program code is stored in the memory 402 and is called and executed by the processor 401.

[0053] Input / output interface 403 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components in the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touch screens, microphones, various sensors, etc., and output devices may include displays, speakers, vibrators, indicator lights, etc.

[0054] Communication interface 404 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0055] Bus 405 includes a pathway for transmitting information between various components of the device (e.g., processor 401, memory 402, input / output interface 403, and communication interface 404).

[0056] It should be noted that although the above-described device only shows the processor 401, memory 402, input / output interface 403, communication interface 404, and bus 405, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of the present invention, and does not necessarily include all the components shown in the figures.

[0057] The foregoing has described specific embodiments of the present invention. In some cases, the actions or steps described in the specification may be performed in a different order than those shown in the embodiments and the desired results may still be achieved. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0058] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this disclosure is limited to these examples; within the framework of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of the different aspects of the embodiments in this application as described above, which are not provided in detail for the sake of brevity.

[0059] The embodiments in this application are intended to cover 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 in this application should be included within the protection scope of this application.

Claims

1. A method for testing the pull of a car coupler, characterized in that, The method includes: After the locomotive and freight car coupler coupling operation is completed, the locomotive receives the coupler test pull operation command and outputs the command to the braking control system to complete the train pipe release and the locomotive small brake release. At the same time, it outputs the zero position command and the rear position command to the locomotive network control system to control the locomotive direction to the rear position. According to the preset coupler test pulling procedure, the locomotive network control system gradually applies a backward traction force to the locomotive, obtains the actual traction force corresponding to the applied traction force, and determines whether the actual traction force meets the preset conditions corresponding to the applied traction force. If any of the actual traction forces in the coupler test pull process does not meet the corresponding preset conditions, the coupler test pull is determined to have failed, the coupler test pull process is terminated, and air brakes are applied to park the vehicle. During the coupler test pull process, the actual traction force, locomotive speed, and locomotive travel distance are monitored in real time, and safety protection measures are taken for the locomotive when an anomaly is detected. The process of gradually applying a backward traction force to the locomotive through the locomotive network control system according to the preset coupler test pull procedure, obtaining the actual traction force corresponding to the applied traction force, and determining whether the actual traction force meets the preset conditions corresponding to the applied traction force includes: The first applied traction force is determined according to the preset coupler test pull procedure and the maximum target traction force, wherein the first applied traction force is one-quarter of the maximum target traction force; The locomotive network control system applies a first applied traction force backward to the locomotive and maintains it for a first preset time. It then obtains a first actual traction force corresponding to the first applied traction force and determines whether the first actual traction force meets a first preset condition corresponding to the first applied traction force. The first preset condition is that the first actual traction force is between -3+Fm / 4kN and 3+Fm / 4kN, where Fm is the maximum target traction force. If it is determined that the first actual traction force meets the first preset condition, then according to the coupler test pull process, the next applied traction force is gradually applied to the locomotive through the locomotive network control system, the next actual traction force corresponding to the next applied traction force is obtained, and condition judgment is performed until the coupler test pull process is completed. The process of applying a next backward traction force to the locomotive step by step through the locomotive network control system according to the coupler test pull procedure, obtaining the next actual traction force corresponding to the next applied traction force, and performing condition judgments until the coupler test pull procedure is completed includes: According to the coupler test pulling process, the locomotive network control system gradually applies a backward traction force to the locomotive until the second applied traction force is applied and maintained for a second preset time. The second actual traction force corresponding to the second applied traction force is obtained, and it is determined whether the second actual traction force meets the second preset condition corresponding to the second applied traction force. The second applied traction force is the maximum target traction force / 2, and the second preset condition is that the second actual traction force is between -5+Fm / 2kN and 5+Fm / 2kN after 2 seconds. If it is determined that the second actual traction force meets the second preset condition, then according to the coupler test pull process, the locomotive network control system gradually applies a backward traction force to the locomotive until the third applied traction force is applied and maintained for a third preset time. The third actual traction force corresponding to the third applied traction force is obtained, and it is determined whether the third actual traction force meets the third preset condition corresponding to the third applied traction force. The third applied traction force is the maximum target traction force, and the third preset condition is that the third actual traction force is between -5+FmkN and 5+FmkN and the duration exceeds 5 seconds. If it is determined that the third actual traction force meets the third preset condition, then according to the coupler test pulling process, the traction force applied to the locomotive is gradually reduced to the fourth applied traction force through the locomotive network control system and maintained for the fourth preset time. The fourth actual traction force corresponding to the fourth applied traction force is obtained, and it is determined whether the fourth actual traction force meets the fourth preset condition corresponding to the fourth applied traction force. The fourth applied traction force is the maximum target traction force / 2, and the fourth preset condition is that after 2 seconds, the fourth actual traction force is between -5+Fm / 2kN and 5+Fm / 2kN. If it is determined that the fourth actual traction force meets the fourth preset condition, then according to the coupler test pull process, the traction force applied to the locomotive is gradually reduced to 0 through the locomotive network control system to obtain the fifth actual traction force. It is then determined whether the fifth actual traction force meets the corresponding fifth preset condition. The fifth preset condition is that the fifth actual traction force is 0 after 2 seconds and the duration exceeds 2 seconds.

2. The method as described in claim 1, characterized in that, The step of outputting commands to the braking control system to complete the release of the train control valve and the locomotive light brake includes: Output the train pipe release command and the locomotive small brake single release command to the braking control system; The system receives the train pipe release command and the locomotive brake cylinder release command from the braking control system and provides real-time feedback of the train pipe pressure and locomotive brake cylinder pressure until it is determined that the train pipe release and the locomotive brake release are completed based on the train pipe pressure and the locomotive brake cylinder pressure.

3. The method as described in claim 1, characterized in that, The process of sequentially outputting zero-position and rearward-position commands to the locomotive network control system to control the locomotive direction to the rearward position includes: The locomotive network control system outputs a locomotive direction zero-position command, receives the locomotive direction from the locomotive network control system after executing the locomotive direction zero-position command and receiving real-time feedback, and determines the locomotive direction to zero position. The locomotive network control system outputs a backward direction command to the locomotive network control system, and controls the locomotive direction to be backward.

4. The method as described in claim 1, characterized in that, If, during the coupler test pull process, any of the actual traction forces fails to meet the corresponding preset condition, the coupler test pull is determined to have failed, the coupler test pull process is terminated, and air brakes are applied to park the vehicle. This includes: During the coupler test pull process, if any of the following conditions are met: the first actual traction force does not meet the first preset condition, the second actual traction force does not meet the second preset condition, the third actual traction force does not meet the third preset condition, the fourth actual traction force does not meet the fourth preset condition, or the fifth actual traction force does not meet the fifth preset condition, then the coupler test pull is determined to have failed, the coupler test pull process is terminated, and an air brake is applied to park the vehicle.

5. The method as described in claim 1, characterized in that, The process of real-time monitoring of the actual traction force, locomotive speed, and locomotive travel distance during the coupler test pull, and the implementation of safety protection measures for the locomotive when an anomaly is detected, includes: During the coupler test pull process, monitor whether the actual traction force does not exceed the traction force threshold. During the coupler test pull process, the locomotive's running speed is monitored to ensure it does not exceed the speed threshold, and the locomotive's running distance is monitored to ensure it does not exceed the distance threshold. If the actual traction force exceeds the traction force threshold, or the operating speed exceeds the speed threshold, or the operating distance exceeds the distance threshold, then the step of providing safety protection for the locomotive is executed.

6. The method as described in claim 1 or 5, characterized in that, The aforementioned safety protection for locomotives includes: It outputs traction removal commands, air brake commands, and locomotive forward direction commands, and prompts the operators.

7. A coupler test pulling device, characterized in that, The device includes: The test pull preparation unit is used to receive the coupler test pull operation command after the locomotive and freight car coupler coupling operation is completed, and output commands to the braking control system to complete the release of the train pipe and the release of the locomotive small brake. At the same time, it outputs the zero position command and the rear position command to the locomotive network control system to control the locomotive direction to the rear position. The coupler test unit is used to gradually apply a backward traction force to the locomotive through the locomotive network control system according to the preset coupler test process, obtain the actual traction force corresponding to the applied traction force, and determine whether the actual traction force meets the preset conditions corresponding to the applied traction force. The result processing unit is used to determine that the coupler test pull has failed if any of the actual traction forces in the coupler test pull process does not meet the corresponding preset conditions, terminate the coupler test pull process, and apply air brakes to park the vehicle. The safety protection unit monitors the actual traction force, locomotive speed, and locomotive travel distance in real time during the coupler test pull process, and provides safety protection for the locomotive when an abnormality is detected. The process of gradually applying a backward traction force to the locomotive through the locomotive network control system according to the preset coupler test pull procedure, obtaining the actual traction force corresponding to the applied traction force, and determining whether the actual traction force meets the preset conditions corresponding to the applied traction force includes: The first applied traction force is determined according to the preset coupler test pull procedure and the maximum target traction force, wherein the first applied traction force is one-quarter of the maximum target traction force; The locomotive network control system applies a first applied traction force backward to the locomotive and maintains it for a first preset time. It then obtains a first actual traction force corresponding to the first applied traction force and determines whether the first actual traction force meets a first preset condition corresponding to the first applied traction force. The first preset condition is that the first actual traction force is between -3+Fm / 4kN and 3+Fm / 4kN, where Fm is the maximum target traction force. If it is determined that the first actual traction force meets the first preset condition, then according to the coupler test pull process, the next applied traction force is gradually applied to the locomotive through the locomotive network control system, the next actual traction force corresponding to the next applied traction force is obtained, and condition judgment is performed until the coupler test pull process is completed. The process of applying a next backward traction force to the locomotive step by step through the locomotive network control system according to the coupler test pull procedure, obtaining the next actual traction force corresponding to the next applied traction force, and performing condition judgments until the coupler test pull procedure is completed includes: According to the coupler test pulling process, the locomotive network control system gradually applies a backward traction force to the locomotive until the second applied traction force is applied and maintained for a second preset time. The second actual traction force corresponding to the second applied traction force is obtained, and it is determined whether the second actual traction force meets the second preset condition corresponding to the second applied traction force. The second applied traction force is the maximum target traction force / 2, and the second preset condition is that the second actual traction force is between -5+Fm / 2kN and 5+Fm / 2kN after 2 seconds. If it is determined that the second actual traction force meets the second preset condition, then according to the coupler test pull process, the locomotive network control system gradually applies a backward traction force to the locomotive until the third applied traction force is applied and maintained for a third preset time. The third actual traction force corresponding to the third applied traction force is obtained, and it is determined whether the third actual traction force meets the third preset condition corresponding to the third applied traction force. The third applied traction force is the maximum target traction force, and the third preset condition is that the third actual traction force is between -5+FmkN and 5+FmkN and the duration exceeds 5 seconds. If it is determined that the third actual traction force meets the third preset condition, then according to the coupler test pulling process, the traction force applied to the locomotive is gradually reduced to the fourth applied traction force through the locomotive network control system and maintained for the fourth preset time. The fourth actual traction force corresponding to the fourth applied traction force is obtained, and it is determined whether the fourth actual traction force meets the fourth preset condition corresponding to the fourth applied traction force. The fourth applied traction force is the maximum target traction force / 2, and the fourth preset condition is that after 2 seconds, the fourth actual traction force is between -5+Fm / 2kN and 5+Fm / 2kN. If it is determined that the fourth actual traction force meets the fourth preset condition, then according to the coupler test pull process, the traction force applied to the locomotive is gradually reduced to 0 through the locomotive network control system to obtain the fifth actual traction force. It is then determined whether the fifth actual traction force meets the corresponding fifth preset condition. The fifth preset condition is that the fifth actual traction force is 0 after 2 seconds and the duration exceeds 2 seconds.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 6.

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