Combined train pressure control method and device, computer device and storage medium

Abstract

The application provides a kind of combination train pressure control method, device, computer equipment and storage medium, the method is applied to slave locomotive, including receiving control instruction information sent by master locomotive, wherein, the control instruction information carries control working condition and first pressure control target value;Detect whether the first pressure control target value is in the preset range of the second pressure control target value corresponding to the control working condition;When the first pressure control target value is in the preset range of the second pressure control target value, the pressure control of slave locomotive is carried out based on the first pressure control target value or the second pressure control target value.It ensures the accuracy of pressure control of master locomotive and slave locomotive;Effectively avoid the situation that master locomotive and slave locomotive are inconsistent in train pipe pressure control caused by data error of first pressure control target value in transmission process disturbed by transmission signal.

Description

Technical Field

[0001] This invention relates to the technical field of multi-locomotive transportation in combined trains, and particularly to a pressure control method, device, computer equipment, and storage medium for combined trains. Background Technology

[0002] In heavy-haul transportation, insufficient locomotive traction is a common problem. The solution is to increase the number of locomotives in the train formation, with two or more locomotives pulling simultaneously. This is called multi-locomotive heavy-haul combined train transport. It includes a main control locomotive and additional locomotives, called slave control locomotives. Current heavy-haul combined trains mainly use wireless synchronous control technology, transmitting control commands generated by the main control locomotive to the slave control locomotives wirelessly. This enables the main control locomotive and slave control locomotives to synchronously and precisely control the train's pressure.

[0003] Because the master locomotive directly uses the train pipe pressure control target value as the control command to transmit to the slave locomotive to complete the train pipe pressure control under various control conditions, the control command transmission of the pressure control target value passes through the wireless network. During the transmission of the control command through the wireless network, the control command is easily affected by interference signals. If a single target value control command is changed due to interference signal data transmission, the slave locomotive will control the train pipe according to the incorrect command, and implement different control than the master locomotive. This will cause the train pipe pressure in the front, middle and rear parts of the train to be inconsistent, which may lead to the risk of decoupling and derailment of the re-coupled train. Summary of the Invention

[0004] Therefore, it is necessary to provide a combined train pressure control method, device, computer equipment, and storage medium to address the aforementioned technical problems.

[0005] A combined train pressure control method, applied to a slave locomotive, includes:

[0006] Receive control command information sent by the main control locomotive, wherein the control command information carries the control operating condition and the first pressure control target value;

[0007] Detect whether the first pressure control target value is within a preset range of the second pressure control target value corresponding to the control condition;

[0008] When the first pressure control target value is within the preset range of the second pressure control target value, the pressure control of the slave locomotive is performed based on the first pressure control target value or the second pressure control target value.

[0009] In one embodiment, the method further includes:

[0010] When the first pressure control target value is not within the preset range of the second pressure control target value, the slave locomotive is controlled to obtain the next control command information.

[0011] In one embodiment, the control conditions include at least two of the following: relief condition, initial braking condition, additional braking condition, penalty braking condition, full braking condition, excessive pressure reduction braking condition, and emergency braking condition; the preset ranges of the second pressure control target values ​​corresponding to each of the control conditions are at least partially different from each other.

[0012] In one embodiment, the second pressure control target value corresponding to the relief condition, initial braking condition, additional braking condition, penalty braking condition, full braking condition, excessive pressure reduction braking condition, and emergency braking condition is set to at least one of the following:

[0013] The target value for the second pressure control corresponding to the relief condition is 600 kPa, and the preset range of the target value for the second pressure control corresponding to the relief condition is between 595 kPa and 605 kPa.

[0014] The second pressure control target value corresponding to the initial braking condition is 550 kPa, and the preset range of the second pressure control target value corresponding to the initial braking condition is between 545 kPa and 555 kPa.

[0015] The second pressure control target value corresponding to the additional braking condition is between 380 kPa and 550 kPa, and the preset range of the second pressure control target value corresponding to the additional braking condition is between 380 kPa and 550 kPa.

[0016] The second pressure control target value corresponding to the penalty braking condition is 520 kPa, and the preset range of the second pressure control target value corresponding to the penalty braking condition is between 515 kPa and 525 kPa.

[0017] The second pressure control target value corresponding to the full braking condition is 430 kPa, and the preset range of the second pressure control target value corresponding to the full braking condition is between 425 kPa and 435 kPa.

[0018] The second pressure control target value corresponding to the excessive pressure reduction braking condition is 380 kPa, and the preset range of the second pressure control target value corresponding to the excessive pressure reduction braking condition is between 375 kPa and 385 kPa.

[0019] The second pressure control target value corresponding to the emergency braking condition is 0, and the preset range of the second pressure control target value corresponding to the emergency braking condition is 0.

[0020] In one embodiment, when the control condition is a relief condition, initial braking condition, full braking condition, excessive pressure reduction braking condition, or emergency braking condition, the step of performing pressure control of the slave locomotive based on the first pressure control target value or the second pressure control target value when the first pressure control target value is within a preset range of the second pressure control target value includes:

[0021] When the first pressure control target value is within a preset range of the second pressure control target value, pressure control of the slave locomotive is performed based on the second pressure control target value;

[0022] When the control condition is an additional braking condition, the step of detecting whether the first pressure control target value is within the preset range of the second pressure control target value corresponding to the control condition further includes:

[0023] Detect whether the first pressure control target value is lower than the pressure control value of the slave locomotive before the additional braking condition;

[0024] The step of controlling the pressure of the slave locomotive based on the first pressure control target value or the second pressure control target value when the first pressure control target value is within a preset range of the second pressure control target value includes:

[0025] When the first pressure control target value is within the preset range of the second pressure control target value, and when the first pressure control target value is lower than the pressure control value of the slave locomotive before the additional braking condition, the pressure control of the slave locomotive is performed based on the first pressure control target value.

[0026] A combined train pressure control method, applied to the main control locomotive, includes:

[0027] Obtain the control status of the main locomotive;

[0028] Obtain the correspondence between control conditions and pressure control target values;

[0029] Based on the correspondence between the control conditions and the pressure control target value, the first pressure control target value corresponding to the control conditions is obtained according to the control conditions.

[0030] The pressure control of the main locomotive is performed based on the first pressure control target value;

[0031] The control conditions and the first pressure control target value are sent to the slave locomotive.

[0032] A combined train pressure control device, applied to the main control locomotive, includes:

[0033] The first acquisition module is used to acquire the control status of the main control locomotive;

[0034] The second acquisition module is used to acquire the correspondence between control conditions and pressure control target values.

[0035] The determination module is used to obtain a first pressure control target value corresponding to the control condition based on the correspondence between the control condition and the pressure control target value.

[0036] The pressure control module is used to control the pressure of the main locomotive based on the first pressure control target value;

[0037] The transmitting module is used to transmit the control conditions and the first pressure control target value to the slave locomotive.

[0038] A combined train pressure control device, applied to a slave locomotive, includes:

[0039] The acquisition module is used to receive control command information sent by the main control locomotive, wherein the control command information carries the control operating condition and the first pressure control target value;

[0040] The detection module is used to detect whether the first pressure control target value is within a preset range of the second pressure control target value corresponding to the control condition;

[0041] The pressure control module is used to perform pressure control of the slave locomotive based on the first pressure control target value or the second pressure control target value when the first pressure control target value is within a preset range of the second pressure control target value.

[0042] A computer device includes a memory and a processor, the memory storing a computer program, characterized in that the processor executes the computer program to perform the following steps:

[0043] Receive control command information sent by the main control locomotive, wherein the control command information carries the control operating condition and the first pressure control target value;

[0044] Detect whether the first pressure control target value is within a preset range of the second pressure control target value corresponding to the control condition;

[0045] When the first pressure control target value is within the preset range of the second pressure control target value, the pressure control of the slave locomotive is performed based on the first pressure control target value or the second pressure control target value.

[0046] A computer-readable storage medium having a computer program stored thereon, characterized in that the computer program, when executed by a processor, performs the following steps:

[0047] Receive control command information sent by the main control locomotive, wherein the control command information carries the control operating condition and the first pressure control target value;

[0048] Detect whether the first pressure control target value is within a preset range of the second pressure control target value corresponding to the control condition;

[0049] When the first pressure control target value is within the preset range of the second pressure control target value, the pressure control of the slave locomotive is performed based on the first pressure control target value or the second pressure control target value.

[0050] The aforementioned combined train pressure control method, device, computer equipment, and storage medium receive control command information sent by the master locomotive, wherein the control command information carries a control condition and a first pressure control target value; detects whether the first pressure control target value is within a preset range of a second pressure control target value corresponding to the control condition; when the first pressure control target value is within the preset range of the second pressure control target value corresponding to the control condition, performs pressure control of the slave locomotive based on the first pressure control target value or the second pressure control target value, ensuring the accuracy of pressure control by the master locomotive and the slave locomotive; effectively avoids the situation where the first pressure control target value is interfered with by the transmission signal during transmission, resulting in data errors and causing inconsistencies in the pressure control of the train pipe by the master locomotive and the slave locomotive. Attached Figure Description

[0051] Figure 1 This is a schematic diagram of the combined train pressure control method applied to a slave locomotive in one embodiment;

[0052] Figure 2 This is a schematic diagram illustrating the precise control of train pipe pressure between the master locomotive and the slave locomotive in one embodiment.

[0053] Figure 3 This is a flowchart illustrating the precise control of train pipe pressure between the master locomotive and the slave locomotive in one embodiment.

[0054] Figure 4 This is a flowchart illustrating the combined train pressure control method applied to the main control locomotive in one embodiment.

[0055] Figure 5 This is a structural block diagram of a combined train pressure control device applied to a main control locomotive in one embodiment;

[0056] Figure 6 This is a structural block diagram of a combined train pressure control device applied to a slave locomotive in one embodiment;

[0057] Figure 7This is an internal structural diagram of a computer device in one embodiment. Detailed Implementation

[0058] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0059] Example 1

[0060] In this embodiment, as Figure 1 As shown, a combined train pressure control method is provided, applied to a slave locomotive, including:

[0061] Step 110: Receive control command information sent by the main control locomotive, wherein the control command information carries the control operating conditions and the first pressure control target value.

[0062] In this embodiment, the master locomotive sends control command information to the slave locomotive. The control command information carries a control condition and a first pressure control target value. The master locomotive's control conditions include at least two of the following: relief condition, initial braking condition, supplementary braking condition, penalty braking condition, full braking condition, excessive pressure reduction braking condition, and emergency braking condition. Each control condition corresponds to a second pressure control target value. The master locomotive adjusts the pressure in the train pipe based on the second pressure control target value corresponding to each control condition.

[0063] It should be understood that the second pressure control target value is pre-stored in the memory. It is worth mentioning that each control condition corresponds to a second pressure control target value, and the correspondence between each control condition and the second pressure control target value is pre-stored on the master control locomotive and also on the slave control locomotive.

[0064] In this implementation, the master locomotive sends control command information carrying the control conditions and the first pressure control target value to the slave locomotive. The first pressure control target value and the second pressure control target value are the same. However, during the data transmission process, the first pressure control target value may change, resulting in the first pressure control target value received by the slave locomotive being different from the second pressure control target value received by the master locomotive.

[0065] In a combined train, the main control locomotive, also known as the primary locomotive, is the first locomotive at the head of the train and operates according to the operating instructions of the locomotive operator. The slave locomotives, also known as coupled locomotives, are the other locomotives in the combined train besides the main control locomotive, and operate according to the control instructions issued by the main control locomotive.

[0066] The train pipe refers to the air duct that runs longitudinally through a train for braking, also known as the train brake pipe. It controls the airflow and pressure reduction within the train pipe to bring the train to a stop. The braking units of the main control locomotive and each slave locomotive are connected via the train pipe. Each braking unit can employ a control brake mechanism equipped with pressure sensors to detect changes in pressure and wave velocity within the train pipe. This allows slave locomotives to promptly detect and track the pressure reduction of the preceding locomotive, facilitating effective coordination with the main control locomotive for braking.

[0067] In one embodiment, the master locomotive generates different first control commands under different braking conditions to implement pressure control of the locomotive's train pipe. The first control command includes a second pressure control target value corresponding to the operating condition. Simultaneously, a second control command is sent to the slave locomotive, carrying the control operating condition and the first pressure control value. The slave locomotive's brakes implement pressure control of the slave locomotive's train pipe based on the received first pressure control value, completing synchronous pressure control of the train pipes at various positions of the combined train. However, the second control command carrying the first pressure control value is susceptible to interference signals during wireless network transmission, causing the first pressure control target value in the second control command to change due to erroneous signals, potentially resulting in discrepancies between the first and second pressure control target values.

[0068] Step 120: Detect whether the first pressure control target value is within the preset range of the second pressure control target value corresponding to the control condition.

[0069] In this embodiment, based on the pre-stored correspondence between control conditions and second pressure control target values, the second pressure control target value corresponding to the control condition is determined. Then, it is detected whether the first pressure control target value is within a preset range of the second pressure control target value corresponding to the control condition. Specifically, the control conditions and the second pressure control target values ​​are mutually corresponding. By detecting whether the first pressure control target value is within the preset range of the second pressure control value, it is possible to detect whether the first pressure control target value and the control condition correspond and match, thereby determining whether the first pressure control target value received by the slave locomotive is a correct control command.

[0070] It should be understood that during the process of sending control command information from the master locomotive to the slave locomotive, changes may occur due to network anomalies or other reasons. A change in either the control condition or the first pressure control target value will cause the first control pressure target value to fall outside the preset range of the second pressure control target value corresponding to the control condition. This indicates that either the control condition has changed during transmission or the first pressure control target value has changed during transmission.

[0071] Step 130: When the first pressure control target value is within the preset range of the second pressure control target value, pressure control of the slave locomotive is performed based on the first pressure control target value or the second pressure control target value.

[0072] When the first pressure control target value is within the preset range of the second pressure control target value corresponding to the control condition, it indicates that the control command received by the slave locomotive is a correct command. Based on the second pressure control target value or the first pressure control target value corresponding to the control condition, the pressure control of the slave locomotive is performed, which can ensure the accuracy of the pressure control of the master locomotive and the slave locomotive. This effectively avoids the situation where the pressure control of the slave locomotive on the train pipe is inconsistent between the master locomotive and the slave locomotive due to the pressure control of the slave locomotive based on the received incorrect control command.

[0073] In existing technologies, the pressure control target value is directly sent to the slave locomotive, and the train tube pressure control of the slave locomotive is based on this target value. However, if the pressure control target value changes during transmission, pressure control of the train tube of the slave locomotive based on the incorrect target value will lead to inconsistency in pressure control between the master and slave locomotives, potentially resulting in the risk of heavy-load trains decoupling or derailing. Similarly, if the control conditions are directly sent to the slave locomotive, and pressure control of the train tube of the slave locomotive is based on the corresponding pressure control target value, the same risk exists: if the control conditions change during transmission, pressure control of the train tube of the slave locomotive based on the incorrect target value will lead to inconsistency in pressure control between the master and slave locomotives, potentially resulting in the decoupling or derailment of heavy-load trains.

[0074] In this embodiment, the slave locomotive receives the control condition and the first pressure control target value; detects whether the first pressure control target value is within a preset range of the second pressure control target value corresponding to the control condition; when the first pressure control target value is within the preset range of the second pressure control target value corresponding to the control condition, the slave locomotive performs pressure control based on the first pressure control target value or the second pressure control target value, ensuring the accuracy of pressure control between the master locomotive and the slave locomotive; effectively avoiding the situation where the first pressure control target value is interfered with by the transmission signal during transmission, resulting in data errors and causing inconsistencies in the pressure control of the train pipe by the master locomotive and the slave locomotive. In this embodiment, the control status and the first pressure control target value of the master locomotive are sent together to the slave locomotive. Through mutual "verification" of the control status and the first pressure control target value, that is, during the data transmission process, the control status and / or the first pressure control target value may change. By detecting whether the first pressure control target value is within the preset range of the second pressure control target value corresponding to the control status, the first pressure control target value and the control status received by the slave locomotive can be judged, and the control command can be filtered. Only when the first pressure control target value is within the preset range of the second pressure control target value corresponding to the control status will the train pipe pressure control be performed on the slave locomotive, ensuring that the first pressure control target value received by the slave locomotive is consistent with the pressure control target value of the master locomotive, and ensuring the consistency of pressure control between the slave locomotive and the master locomotive.

[0075] In one embodiment, the method further includes: when the first pressure control target value is not within a preset range of the second pressure control target value, controlling the slave locomotive to obtain the next control command information.

[0076] In this embodiment, when the first pressure control target value is not within the preset range of the second pressure control target value corresponding to the control condition, that is, the first pressure control target value does not match the control condition, it indicates that the slave locomotive has obtained an incorrect control command. The slave locomotive is then controlled to obtain the next control command information. In other words, the slave locomotive is controlled to discard the received control command carrying the control condition and the first pressure control target value, and the slave locomotive is controlled to wait to obtain the next control command information. This ensures that when the slave locomotive receives an incorrect control command, it does not perform pressure control of the slave locomotive accordingly, thus avoiding inconsistencies in pressure control between the slave locomotive and the master locomotive.

[0077] In one embodiment, when the pressure control target value is not within the preset range of the pressure control target value corresponding to the control condition, the slave locomotive is controlled to maintain pressure and wait to obtain the next control command information.

[0078] Pressure holding refers to neither increasing the pressure by adding air to the train pipe nor decreasing the pressure by venting air; the pressure changes entirely based on the changes in the train pipe pressure.

[0079] In one embodiment, the control conditions include at least two of the following: relief condition, initial braking condition, additional braking condition, penalty braking condition, full braking condition, excessive pressure reduction braking condition, and emergency braking condition; the preset ranges of the second pressure control target values ​​corresponding to each of the control conditions are at least partially different from each other.

[0080] The train pipe pressure control conditions of heavy-haul combined trains are generally divided into relief conditions, initial braking conditions, additional braking conditions, penalty braking conditions, full braking conditions, excessive pressure reduction conditions, and emergency braking conditions. Under different conditions, the target values ​​for train pipe pressure control implemented by the master locomotive are at least partially different from each other, and the corresponding control conditions and pressure control target values ​​are sent to the slave locomotive, so that the slave locomotive and the master locomotive can jointly control the pressure of the train pipe.

[0081] In one embodiment, the second pressure control target value corresponding to the relief condition, initial braking condition, additional braking condition, penalty braking condition, full braking condition, excessive pressure reduction braking condition, and emergency braking condition is set to at least one of the following:

[0082] The target value for the second pressure control corresponding to the relief condition is 600 kPa, and the preset range of the target value for the second pressure control corresponding to the relief condition is between 595 kPa and 605 kPa.

[0083] The second pressure control target value corresponding to the initial braking condition is 550 kPa, and the preset range of the second pressure control target value corresponding to the initial braking condition is between 545 kPa and 555 kPa.

[0084] The second pressure control target value corresponding to the additional braking condition is between 380 kPa and 550 kPa, and the preset range of the second pressure control target value corresponding to the additional braking condition is between 380 kPa and 550 kPa.

[0085] The second pressure control target value corresponding to the penalty braking condition is 520 kPa, and the preset range of the second pressure control target value corresponding to the penalty braking condition is between 515 kPa and 525 kPa.

[0086] The second pressure control target value corresponding to the full braking condition is 430 kPa, and the preset range of the second pressure control target value corresponding to the full braking condition is between 425 kPa and 435 kPa.

[0087] The second pressure control target value corresponding to the excessive pressure reduction braking condition is 380 kPa, and the preset range of the second pressure control target value corresponding to the excessive pressure reduction braking condition is between 375 kPa and 385 kPa.

[0088] The second pressure control target value corresponding to the emergency braking condition is 0, and the preset range of the second pressure control target value corresponding to the emergency braking condition is 0.

[0089] In this embodiment, the pressure control target values ​​of the train pipe corresponding to each pressure control condition of the heavy-load combined train are at least partially different. Specifically, the pressure control target values ​​corresponding to the relief condition, initial braking condition, penalty braking condition, full braking condition, excessive pressure reduction braking condition, and emergency braking condition are fixed values. The preset range of each pressure control target value is set to a range of ±5 for each pressure control target value. The pressure control target value corresponding to the additional braking condition is a range value, and the preset range of the pressure control target value is consistent with the range value.

[0090] In one embodiment, when the control condition is a relief condition, initial braking condition, full braking condition, excessive pressure reduction braking condition, or emergency braking condition, the step of performing pressure control of the slave locomotive based on the first pressure control target value or the second pressure control target value when the first pressure control target value is within a preset range of the second pressure control target value includes:

[0091] When the first pressure control target value is within a preset range of the second pressure control target value, pressure control of the slave locomotive is performed based on the second pressure control target value;

[0092] When the control condition is an additional braking condition, the step of detecting whether the first pressure control target value is within the preset range of the second pressure control target value corresponding to the control condition further includes:

[0093] Detect whether the first pressure control target value is lower than the pressure control value of the slave locomotive before the additional braking condition;

[0094] The step of controlling the pressure of the slave locomotive based on the first pressure control target value or the second pressure control target value when the first pressure control target value is within a preset range of the second pressure control target value includes:

[0095] When the first pressure control target value is within the preset range of the second pressure control target value, and when the first pressure control target value is lower than the pressure control value of the slave locomotive before the additional braking condition, the pressure control of the slave locomotive is performed based on the first pressure control target value.

[0096] In this embodiment, after the train is powered on and wirelessly reconnected for multiple-unit formation, the main control locomotive obtains the train pipe pressure control command based on the brake controller and locomotive signals on the main control locomotive. The main control locomotive then determines the control conditions to be executed based on the command. For example... Figures 2 to 3 As shown:

[0097] (1) When the master locomotive implements the relief condition, the master locomotive charges the train pipe with air to the second pressure control target value of 600 kPa corresponding to the relief condition. At the same time, the master locomotive sends and transmits the control command information carrying the control condition and the first pressure control target value to the slave locomotive. The first pressure control target value is the second pressure control target value of 600 kPa. The preset range of the second pressure control target value is defined as between 595 kPa and 605 kPa. The first pressure control target value may change after data transmission. If the first pressure control target value is within the preset range of the second pressure control target value, the slave locomotive is controlled to implement the relief air charging control of the train pipe and charge the train pipe with air to the second pressure control target value, i.e., 600 kPa. If the first pressure control target value is not within the preset range of the second pressure control target value, the slave locomotive is controlled to implement pressure holding and wait for the next control command.

[0098] (2) When the main control locomotive performs initial braking, the main control locomotive reduces the pressure of the train pipe above 550 kPa to the second pressure control target value corresponding to the initial braking condition, i.e., 550 kPa. At the same time, the main control locomotive sends control command information carrying the control condition and the first pressure control target value to the slave control locomotive. The first pressure control target value is the second pressure control target value of 550 kPa, and the preset range of the second pressure control target value is defined as between 545 kPa and 555 kPa. The first pressure control target value may change after data transmission. If the first pressure control target value is within the preset range of the second pressure control target value, the slave control locomotive is controlled to reduce the pressure of the train pipe above 550 kPa to the second pressure control target value, i.e., 550 kPa. If the first pressure control target value is not within the preset range of the second pressure control target value, the slave control locomotive is controlled to maintain the pressure and wait for the next control command.

[0099] (3) When the main control locomotive continues to apply additional braking after the initial braking condition, since the additional train pipe pressure reduction, i.e. the second pressure control target value corresponding to the additional braking condition, is between 380 kPa and 550 kPa and is not a fixed value, the main control locomotive implements additional braking train pipe ventilation control based on the second pressure control target value. At the same time, the main control locomotive sends and transmits control command information carrying the control condition and the first pressure control target value to the slave control locomotive. The first pressure control target value is between 380 kPa and 550 kPa, and the preset range of the second pressure control target value is defined as between 380 kPa and 550 kPa. The first pressure control target value may change after data transmission. If the first pressure control target value is within the preset range of the second pressure control target value, the slave control locomotive is controlled to implement train pipe pressure reduction control based on the received first pressure control target value. If the first pressure control target value is not within the preset range of the second pressure control target value, the slave control locomotive is controlled to maintain pressure and wait for the next control command.

[0100] (4) When the master locomotive implements the penalty braking condition, the master locomotive reduces the pressure of the train pipe above 520 kPa to the second pressure control target value corresponding to the penalty condition, i.e., 520 kPa. At the same time, the master locomotive sends and transmits the control command information carrying the control condition and the first pressure control target value to the slave locomotive. The first pressure control target value is the second pressure control target value of 520 kPa. The preset range of the second pressure control target value is defined as between 515 kPa and 525 kPa. The first pressure control target value may change after data transmission. If the first pressure control target value is within the preset range of the second pressure control target value, the slave locomotive is controlled to reduce the pressure of the train pipe above 520 kPa to the second pressure control target value, i.e., 520 kPa. If the first pressure control target value is not within the preset range of the second pressure control target value, the slave locomotive is controlled to maintain the pressure and wait for the next control command.

[0101] (5) When the main control locomotive is in full braking condition, the main control locomotive reduces the pressure of the train pipe above 430 kPa to the second pressure control target value corresponding to the full braking condition, i.e., 430 kPa. At the same time, the main control locomotive sends control command information carrying the control condition and the first pressure control target value to the slave control locomotive. The first pressure control target value is the second pressure control target value of 430 kPa. The preset range of the second pressure control target value is defined as between 425 kPa and 435 kPa. The first pressure control target value may change after data transmission. If the first pressure control target value is within the preset range of the second pressure control target value, the slave control locomotive is controlled to reduce the pressure of the train pipe above 430 kPa to the second pressure control target value, i.e., 430 kPa. If the first pressure control target value is not within the preset range of the second pressure control target value, the slave control locomotive is controlled to maintain the pressure and wait for the next control command.

[0102] (6) When the main control locomotive implements excessive pressure reduction braking, the main control locomotive reduces the pressure of the train pipe above 380 kPa to the pressure control target value, i.e., 380 kPa. At the same time, the main control locomotive sends control command information carrying the control condition and the first pressure control target value to the slave control locomotive. The first pressure control target value is the second pressure control target value of 380 kPa. The preset range of the second pressure control target value is defined as between 375 kPa and 385 kPa. The first pressure control target value may change after data transmission. If the first pressure control target value is within the preset range of the second pressure control target value, the slave control locomotive is controlled to reduce the pressure of the train pipe above 380 kPa to the second pressure control target value, i.e., 380 kPa. If the first pressure control target value is not within the preset range of the second pressure control target value, the slave control locomotive is controlled to maintain the pressure and wait for the next control command.

[0103] (7) When the main control locomotive performs emergency braking, the main control locomotive quickly reduces the pressure of the train pipe to the second pressure control target value corresponding to the emergency braking condition, i.e., 0 pressure control. At the same time, the main control locomotive sends control command information carrying the control condition and the first pressure control target value to the slave control locomotive. The first pressure control target value is the second pressure control target value of 0 kPa. The preset range of the second pressure control target value is defined as 0. The first pressure control target value may change after data transmission. If the first pressure control target value is within the preset range of the second pressure control target value, the slave control locomotive is controlled to quickly reduce the pressure of the train pipe to the pressure control target value, i.e., 0, for emergency braking. If the pressure control target value is not within the preset range of the pressure control target value, the slave control locomotive is controlled to maintain the pressure and wait for the next control command.

[0104] (8) After the main control locomotive has completed all control operations, it will receive control commands again to implement a new round of pressure control for the train pipe. When the slave control locomotive receives a control command that does not meet the detection requirements, it will discard the control command, maintain the pressure of the train pipe in real time, and implement the pressure control of the train pipe again according to the newly received control command.

[0105] In one embodiment, the specific implementation of transmitting the braking control command of the master locomotive to the slave locomotive is as follows:

[0106] The brake control unit (BCU) of the main locomotive brake system sends control commands to the main locomotive wireless communication network transceiver via the MVB bus network. The commands are then transmitted to the ground wireless communication network service base station via the transceiver antenna. The service base station then transmits the commands to the slave locomotive wireless network transceiver. Finally, the slave locomotive wireless network transceiver sends the commands to the brake control unit (BCU) of the slave locomotive via the locomotive's MVB bus network. This controls the brake actuators of the slave locomotive, thereby achieving train pipe pressure control in the slave locomotive.

[0107] In this embodiment, by transmitting a combined signal of control condition and pressure control target value, the control condition and pressure control target value are mutually verified. Only when the control condition and pressure control target value are detected to match, i.e., the first pressure control target value is within the preset range of the second pressure control target value corresponding to the control condition, is the slave train controlled to implement synchronous pressure control on the train tube, thus achieving precise and consistent control of the train tube pressure of the heavy-load combined train. When the control condition and pressure control target value are detected to be mismatched, i.e., the control command sent by the master locomotive is incorrect, the slave locomotive is controlled to maintain pressure and wait for the next control command. This effectively avoids the pressure control target value being tampered with by interference signals during transmission, and the implementation of train tube pressure control based on the incorrect pressure control target value, which would lead to inconsistent control of the train tube by the master train and the slave train.

[0108] It should be understood that, although Figure 1 The steps in the flowchart are shown sequentially as indicated by the arrows, but these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order in which these steps are executed, and they can be performed in other orders. Figure 1 At least some of the steps in the process may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be executed in turn or alternately with other steps or at least some of the sub-steps or stages of other steps.

[0109] Example 2

[0110] In this embodiment, as Figure 4 As shown, a combined train pressure control method is provided, applied to the main control locomotive, including:

[0111] Step 610: Obtain the control status of the main control locomotive.

[0112] In this embodiment, the control condition information of the main control locomotive is collected by the operating condition information acquisition unit. This control condition information includes information obtained from various detectors on the main control locomotive, such as track circuit information, position information, train information detected by train sensors, and train speed.

[0113] Step 620: Obtain the correspondence between the control conditions and the pressure control target value.

[0114] In this embodiment, the train pipe pressure control conditions of the heavy-haul combined train are generally divided into relief condition, initial braking condition, additional braking condition, penalty braking condition, full braking condition, excessive pressure reduction condition and emergency braking condition; each control condition corresponds to a pressure control target value of the train pipe; under different conditions, the pressure control target value of the train pipe implemented by the main control locomotive is at least partially different from each other.

[0115] Step 630: Based on the correspondence between the control conditions and the pressure control target value, obtain the first pressure control target value corresponding to the control conditions.

[0116] In this embodiment, based on the correspondence between control conditions and pressure control targets, the first pressure control target value corresponding to the control condition is obtained according to the control conditions of the main locomotive.

[0117] In one embodiment, the pressure control target value corresponding to the relief braking condition, initial braking condition, additional braking condition, penalty braking condition, full braking condition, excessive pressure reduction braking condition, and emergency braking condition is set to at least one of the following:

[0118] The pressure control target value for the relief operating condition is 600 kPa;

[0119] The pressure control target value for the initial braking condition is 550 kPa.

[0120] The target pressure control value for additional braking conditions is between 380 kPa and 550 kPa.

[0121] The target value for the second pressure control under the penalty braking condition is 520 kPa.

[0122] The target value for the second pressure control under full braking conditions is 430 kPa.

[0123] The second pressure control target value corresponding to the excessive pressure reduction braking condition is 380 kPa;

[0124] The second pressure control target value corresponding to the emergency braking condition is 0.

[0125] Step 640: Perform pressure control on the main locomotive based on the first pressure control target value.

[0126] In this embodiment, the main control locomotive is controlled based on the first pressure control target value to achieve pressure control of the train pipe, so that the pressure of the train pipe is adjusted to the first pressure control target value.

[0127] Step 650: Send the control conditions and the first pressure control target value to the slave locomotive.

[0128] In this embodiment, the control status of the master locomotive and the first pressure control target value are sent to the slave locomotive together, so that the slave locomotive can perform pressure control of the train pipe based on the first pressure control target value, ensuring the consistency of the pressure control of the train pipe by the master locomotive and the slave locomotive.

[0129] In one embodiment, both the master locomotive and the slave locomotives are equipped with control units and communication units. The communication units are used to transmit operating condition information and / or command information between the control units of the master locomotive and the slave locomotives. Specifically, the control units of the master locomotive process the collected operating condition information and generate control commands in real time, which are then sent to each unit for execution. They also coordinate communication between other units. Specifically, the control units of the master locomotive control the operation of the locomotive's equipment and the action of the braking unit based on the operating condition information collected by the operating condition information acquisition unit. They also send the collected operating condition information and generated control commands to each slave locomotive via the communication units. The control units of each slave locomotive control the braking unit of the slave locomotive to control the pressure on the train pipe according to the control commands received via the communication units, which carry the operating condition information and pressure control target values ​​of the master locomotive.

[0130] Example 3

[0131] In this embodiment, a combined train pressure control device is applied to the main control locomotive. (See reference...) Figure 5 As shown, it includes:

[0132] The first acquisition module 710 is used to acquire the control status of the main control locomotive;

[0133] The second acquisition module 720 is used to acquire the correspondence between the control conditions and the pressure control target value;

[0134] The determining module 730 is used to obtain a first pressure control target value corresponding to the control condition based on the correspondence between the control condition and the pressure control target value.

[0135] Pressure control module 740 is used to perform pressure control of the main control locomotive based on the first pressure control target value;

[0136] The transmitting module 750 is used to transmit the control conditions and the first pressure control target value to the slave locomotive.

[0137] Specific limitations regarding the combined train pressure control device can be found in the above description of the combined train pressure control method applied to the main control locomotive, and will not be repeated here. Each unit in the aforementioned combined train pressure control device can be implemented entirely or partially through software, hardware, or a combination thereof. These units can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the corresponding operations of each unit.

[0138] Example 4

[0139] In this embodiment, a combined train pressure control device is provided, applied to a slave-controlled locomotive. (See reference...) Figure 6 As shown, it includes:

[0140] The acquisition module 210 is used to receive control command information sent by the main control locomotive, wherein the control command information carries the control operating condition and the first pressure control target value;

[0141] The detection module 220 is used to detect whether the first pressure control target value is within a preset range of the second pressure control target value corresponding to the control condition;

[0142] The pressure control module 230 is used to perform pressure control of the slave locomotive based on the first pressure control target value or the second pressure control target value when the first pressure control target value is within a preset range of the second pressure control target value.

[0143] In one embodiment, the pressure control module 230 is further configured to control the slave locomotive to obtain the next control command information when the first pressure control target value is not within a preset range of the second pressure control target value.

[0144] In one embodiment, the control conditions include at least two of the following: relief condition, initial braking condition, additional braking condition, penalty braking condition, full braking condition, excessive pressure reduction braking condition, and emergency braking condition; the preset ranges of the second pressure control target values ​​corresponding to each of the control conditions are at least partially different from each other.

[0145] In one embodiment, the second pressure control target value corresponding to the relief braking condition, initial braking condition, additional braking condition, penalty braking condition, full braking condition, excessive pressure reduction braking condition, and emergency braking condition is set to at least one of the following:

[0146] The target value for the second pressure control corresponding to the relief condition is 600 kPa, and the preset range of the target value for the second pressure control corresponding to the relief condition is between 595 kPa and 605 kPa.

[0147] The second pressure control target value corresponding to the initial braking condition is 550 kPa, and the preset range of the second pressure control target value corresponding to the initial braking condition is between 545 kPa and 555 kPa.

[0148] The second pressure control target value corresponding to the additional braking condition is between 380 kPa and 550 kPa, and the preset range of the second pressure control target value corresponding to the additional braking condition is between 380 kPa and 550 kPa.

[0149] The second pressure control target value corresponding to the penalty braking condition is 520 kPa, and the preset range of the second pressure control target value corresponding to the penalty braking condition is between 515 kPa and 525 kPa.

[0150] The second pressure control target value corresponding to the full braking condition is 430 kPa, and the preset range of the second pressure control target value corresponding to the full braking condition is between 425 kPa and 435 kPa.

[0151] The second pressure control target value corresponding to the excessive pressure reduction braking condition is 380 kPa, and the preset range of the second pressure control target value corresponding to the excessive pressure reduction braking condition is between 375 kPa and 385 kPa.

[0152] The second pressure control target value corresponding to the emergency braking condition is 0, and the preset range of the second pressure control target value corresponding to the emergency braking condition is 0.

[0153] In one embodiment, when the control condition is a relief condition, initial braking condition, full braking condition, excessive pressure reduction braking condition, or emergency braking condition, the pressure control module 230 is used to perform pressure control of the slave locomotive based on the second pressure control target value when the first pressure control target value is within a preset range of the second pressure control target value.

[0154] When the control condition is an additional braking condition, the detection module 220 is also used to detect whether the first pressure control target value is lower than the pressure control value of the slave locomotive before the additional braking condition;

[0155] The pressure control module 230 is used to perform pressure control of the slave locomotive based on the first pressure control target value when the first pressure control target value is within a preset range of the second pressure control target value, and when the first pressure control target value is lower than the pressure control value of the slave locomotive before the additional braking condition.

[0156] Specific limitations regarding the combined train pressure control device can be found in the above description of the combined train pressure control method applied to slave locomotives, and will not be repeated here. Each unit in the aforementioned combined train pressure control device can be implemented entirely or partially through software, hardware, or a combination thereof. These units can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the corresponding operations of each unit.

[0157] Example 5

[0158] In this embodiment, a computer device is provided. Its internal structure diagram can be shown as follows: Figure 7 As shown, the computer device includes a processor, memory, network interface, display screen, and input devices connected via a system bus. The processor provides computing and control capabilities. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores an operating system and computer programs, and also contains a database for storing template images. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage medium. The network interface is used to communicate with other computer devices that have deployed application software. When the computer program is executed by the processor, it implements a combined train pressure control method. The display screen can be an LCD screen or an e-ink screen. The input devices can be a touch layer covering the display screen, buttons, a trackball, or a touchpad on the computer device's casing, or an external keyboard, touchpad, or mouse.

[0159] Those skilled in the art will understand that Figure 7 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0160] In one embodiment, a computer device is provided, including a memory and a processor, the memory storing a computer program, the processor executing the computer program to implement the steps of the combined train pressure control method described in any of the above embodiments.

[0161] Example 6

[0162] In this embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, it implements the steps of the combined train pressure control method described in any of the above embodiments.

[0163] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), Rambus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0164] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0165] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A combined train pressure control method, applied to a slave-controlled locomotive, characterized in that, include: Receive control command information sent by the main control locomotive, wherein the control command information carries the control operating condition and the first pressure control target value; Detect whether the first pressure control target value is within a preset range of the second pressure control target value corresponding to the control condition; When the first pressure control target value is within the preset range of the second pressure control target value, pressure control of the slave locomotive is performed based on the first pressure control target value or the second pressure control target value; The method further includes: When the first pressure control target value is not within the preset range of the second pressure control target value, the slave locomotive is controlled to obtain the next control command information.

2. The combined train pressure control method according to claim 1, characterized in that, The control conditions include at least two of the following: relief condition, initial braking condition, additional braking condition, penalty braking condition, full braking condition, excessive pressure reduction braking condition, and emergency braking condition; the preset range of the second pressure control target value corresponding to each of the control conditions is at least partially different from each other.

3. The combined train pressure control method according to claim 2, characterized in that, The second pressure control target value corresponding to the relief braking condition, initial braking condition, additional braking condition, penalty braking condition, full braking condition, excessive pressure reduction braking condition, and emergency braking condition is set to at least one of the following: The target value for the second pressure control corresponding to the relief condition is 600 kPa, and the preset range of the target value for the second pressure control corresponding to the relief condition is between 595 kPa and 605 kPa. The second pressure control target value corresponding to the initial braking condition is 550 kPa, and the preset range of the second pressure control target value corresponding to the initial braking condition is between 545 kPa and 555 kPa. The second pressure control target value corresponding to the additional braking condition is between 380 kPa and 550 kPa, and the preset range of the second pressure control target value corresponding to the additional braking condition is between 380 kPa and 550 kPa. The second pressure control target value corresponding to the penalty braking condition is 520 kPa, and the preset range of the second pressure control target value corresponding to the penalty braking condition is between 515 kPa and 525 kPa. The second pressure control target value corresponding to the full braking condition is 430 kPa, and the preset range of the second pressure control target value corresponding to the full braking condition is between 425 kPa and 435 kPa. The second pressure control target value corresponding to the excessive pressure reduction braking condition is 380 kPa, and the preset range of the second pressure control target value corresponding to the excessive pressure reduction braking condition is between 375 kPa and 385 kPa. The second pressure control target value corresponding to the emergency braking condition is 0, and the preset range of the second pressure control target value corresponding to the emergency braking condition is 0.

4. The combined train pressure control method according to claim 3, characterized in that, When the control condition is a relief condition, initial braking condition, full braking condition, excessive pressure reduction braking condition, or emergency braking condition, the step of controlling the pressure of the slave locomotive based on the first pressure control target value or the second pressure control target value when the first pressure control target value is within a preset range of the second pressure control target value includes: When the first pressure control target value is within a preset range of the second pressure control target value, pressure control of the slave locomotive is performed based on the second pressure control target value; When the control condition is an additional braking condition, the step of detecting whether the first pressure control target value is within the preset range of the second pressure control target value corresponding to the control condition further includes: Detect whether the first pressure control target value is lower than the pressure control value of the slave locomotive before the additional braking condition; The step of controlling the pressure of the slave locomotive based on the first pressure control target value or the second pressure control target value when the first pressure control target value is within a preset range of the second pressure control target value includes: When the first pressure control target value is within the preset range of the second pressure control target value, and when the first pressure control target value is lower than the pressure control value of the slave locomotive before the additional braking condition, the pressure control of the slave locomotive is performed based on the first pressure control target value.

5. A combined train pressure control method, applied to a main control locomotive, characterized in that, include: Obtain the control status of the main locomotive; Obtain the correspondence between control conditions and pressure control target values; Based on the correspondence between the control conditions and the pressure control target value, the first pressure control target value corresponding to the control conditions is obtained according to the control conditions. The pressure control of the main locomotive is performed based on the first pressure control target value; The control conditions and the first pressure control target value are sent to the slave locomotive; The slave locomotive is used to perform the steps of the method described in any one of claims 1 to 4 based on the control conditions and the first pressure control target value.

6. A combined train pressure control device, applied to a main control locomotive, characterized in that, include: The first acquisition module is used to acquire the control status of the main control locomotive; The second acquisition module is used to acquire the correspondence between the acquisition control conditions and the pressure control target values. The determination module is used to obtain a first pressure control target value corresponding to the control condition based on the correspondence between the control condition and the pressure control target value. The pressure control module is used to control the pressure of the main locomotive based on the first pressure control target value; A sending module is used to send the control condition and the first pressure control target value to the slave locomotive, the slave locomotive being used to perform the steps of the method according to any one of claims 1 to 4 based on the control condition and the first pressure control target value.

7. A combined train pressure control device, applied to a slave-controlled locomotive, characterized in that, include: The acquisition module is used to receive control command information sent by the main control locomotive, wherein the control command information carries the control operating condition and the first pressure control target value; The detection module is used to detect whether the first pressure control target value is within a preset range of the second pressure control target value corresponding to the control condition; The pressure control module is used to perform pressure control of the slave locomotive based on the first pressure control target value or the second pressure control target value when the first pressure control target value is within a preset range of the second pressure control target value; and to control the slave locomotive to obtain the next control command information when the first pressure control target value is not within the preset range of the second pressure control target value.

8. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 5.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 5.

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