Electric locomotive ramp starting traction force control method, device, equipment and medium

Abstract

The application provides a power locomotive ramp starting traction force control method, device, equipment and medium, the power locomotive ramp starting traction force control method includes: obtaining a parking instruction before the ramp starting traction force control of a target vehicle;Determine the slope and curve radius of the target vehicle according to the current position of the target vehicle, calculate the resistance of the power locomotive according to the parking instruction, the slope and the curve radius, and determine whether to perform the hook pressing operation when the target vehicle reaches the parking position;After the target vehicle reaches the parking position, obtain the ramp starting instruction, determine the ramp starting traction force and the applied traction force;Determine the wheel set creep state according to the wheel set rotating speed of the target vehicle during ramp starting, and perform sanding and adhesion increasing and traction force stability control on the target vehicle according to the creep state until the ramp starting process of the target vehicle is completed.The beneficial effects of the application are that the ramp starting traction force control of the power locomotive improves the ramp starting success rate of the power locomotive.

Description

Technical Field

[0001] This invention relates to the fields of rail transit and computer technology, and in particular to a method, device, equipment and medium for controlling the traction force of an electric locomotive starting on a slope. Background Technology

[0002] Heavy-haul electric locomotives possess a series of technological advantages, including high speed, large traction capacity, energy efficiency, and environmental friendliness. High-power heavy-haul locomotives are widely used in railway freight transport. Currently, due to the busy nature of heavy-haul transport lines, stringent requirements for transport efficiency are placed on them. However, current heavy-haul lines often feature numerous small-radius curves, steep gradients, and overlapping curves and gradients, all of which demand high traction from the locomotives. In particular, heavy-haul locomotives often need to perform gradient starts on these lines. In addition to overcoming gradient resistance, curve resistance, and basic resistance, the locomotive must also overcome starting resistance, placing extremely high demands on traction. This means that during gradient starts, the crew often needs to push the traction handle to the highest setting to ensure maximum traction output. However, this also means that the wheels are more prone to spinning, leading to unloaded loads and potential start-up failure. Due to the highly complex rail adhesion conditions, crew members often struggle to find the optimal traction point on the rail surface, further increasing the probability of start-up failure. Once a start-up fails, rescue is often required, significantly reducing the locomotive's transport efficiency.

[0003] Existing technologies typically have the following problems:

[0004] (1) When the heavy-duty locomotive stops on a slope, the coupler is not engaged or the coupler is not engaged properly, resulting in excessive resistance when the locomotive starts on a slope;

[0005] (2) The traction force requirement of heavy-duty locomotives when starting on a slope is unclear, and it is impossible to accurately issue the given traction force;

[0006] (3) The traction force of heavy-duty locomotives when starting on a slope is unstable due to the adhesion of the rail surface. If the given torque is too large, it is easy to idle. If the given torque is too small, the slope start will fail.

[0007] (4) Sand is spread when starting on a slope. However, if too much sand is spread when starting on a slope, the adhesive sand will accumulate on the surface of the rails, increasing the locomotive's resistance. If too little sand is spread, it will not be conducive to the traction force.

[0008] (5) If the current rail surface adhesion conditions do not support the slope start method, it will delay the slope start time;

[0009] (6) When the locomotive and train are in a seesaw state after the train pipe pressure is relieved, the wheel-rail adhesion and traction cannot be increased in time, which reduces the success rate of locomotive hill start. Summary of the Invention

[0010] The main objective of this invention is to provide a method, device, equipment, and medium for controlling the traction force of electric locomotives when starting on a slope, thereby improving the success rate of controlling the traction force of electric locomotives when starting on a slope.

[0011] One aspect of the present invention provides a method for controlling the traction force of an electric locomotive when starting on a slope, comprising:

[0012] Before starting traction control on a slope for the target vehicle, a stopping instruction is obtained, the stopping instruction including the stopping position, and the target vehicle including trains and locomotives;

[0013] The slope and curve radius of the target vehicle are determined based on the current position of the target vehicle. The electric locomotive resistance is calculated based on the parking instruction, the slope and the curve radius, wherein the electric locomotive resistance includes curve resistance, basic resistance and slope resistance.

[0014] Based on the resistance of the electric locomotive, it is determined whether to perform a hook-up operation when the target vehicle reaches the parking position, wherein the hook-up operation is determined by the braking force of the locomotive;

[0015] When the target vehicle arrives at the parking position, determine the hill start traction force and apply the traction force;

[0016] Based on the slope-start traction force and the applied traction force, the wheel set creep state of the target vehicle is determined according to the wheel set rotation speed during slope start, and the target vehicle is subjected to sand spreading for adhesion enhancement and traction stabilization control based on the creep state.

[0017] According to the aforementioned electric locomotive ramp start traction control method, determining the ramp gradient and curve radius of the target vehicle based on the vehicle's current position includes:

[0018] The driving route is used as a grouping function based on the parking location and the current location.

[0019]

[0020] Where S represents the slope of the ramp, R represents the radius of the circular curve, and i in s(i) represents the order of each car in the target vehicle;

[0021] The gradient S of each car is determined based on the grouping function. i and curve radius R i The curve radius is a circular curve, i∈[1,N1] is the slope, N1 is the total number of vehicles, the subscript i=1 is the locomotive used for traction, and i>1 is the train.

[0022] According to the aforementioned electric locomotive ramp start-up traction control method, the calculation of electric locomotive resistance based on the stop command, the ramp gradient, and the curve radius includes:

[0023] Obtain the gradient S of each car. i and curve radius R i Then calculate the resistance of each car, and add up the resistances of each car. The formula is:

[0024] F RT =F T1 +…+F Ti +…+F TN

[0025] F RT F represents the total resistance of the target vehicle in the train. Ti This represents the resistance of the i-th car section.

[0026] According to the aforementioned electric locomotive ramp start traction control method, determining whether to perform a coupling operation when the target vehicle reaches the parking position based on the electric locomotive resistance includes:

[0027] Through formula

[0028] u f =F R / N / W

[0029] u = u f -0.2

[0030] Determine whether to perform the coupling operation, where N is the number of axles of the locomotive and W is the axle load of the locomotive. If u is greater than 0, the coupling operation is required; if u is less than 0, the coupling operation is not required.

[0031] If a coupling operation is required, the locomotive's braking force is calculated as follows:

[0032] F b =F R / (N-2)

[0033] Where F b The braking force of the locomotive is used to indicate the distribution of braking force when stopping on a slope, wherein the coupling operation is performed by controlling either the locomotive brake cylinder or the electric brake.

[0034] According to the aforementioned electric locomotive ramp start traction control method, determining the ramp start traction force and applying the traction force based on the ramp start command includes:

[0035] After receiving the hill start command, the hill start traction force is calculated as follows:

[0036] F T =F R ×f

[0037] Where f is the traction force coefficient, the value of f ranges from 1 to 1.3, and f is not greater than the maximum traction force of the locomotive;

[0038] Based on the initial traction force, the applied traction force is determined, where the applied traction force characterizes the upward slope as it changes over time. The calculation formula is as follows:

[0039]

[0040] Where k1 and k2 are determined based on the type of the target vehicle, e is the base of the natural logarithm, and t is time.

[0041] According to the aforementioned method for controlling the traction force of an electric locomotive starting on a slope, the method includes determining the wheel set creep state based on the wheel set rotation speed of the target vehicle during the slope start, and applying sand to increase adhesion and stabilize the traction force of the target vehicle based on the creep state, including:

[0042] When controlling the traction increase of the target vehicle, the traction increase is stabilized by controlling the wheel set speed. The stabilization control formula is as follows:

[0043]

[0044] in

[0045]

[0046] Where a0 is the acceleration threshold value, and v(t) represents the velocity. Represents the derivative with respect to velocity;

[0047] The locomotive traction force is optimized and controlled, including determining the locomotive's creep state based on the train wheelset linear speed, wheelset acceleration, locomotive speed, and locomotive displacement.

[0048] Based on the creeping state, the following automatic processing is performed:

[0049] Determine the creep state threshold ω t The current creep state is greater than ω. t When it is determined to be large creep, if it is less than ω t It was determined to be a small worm;

[0050] When the creep condition is large creep, traction load reduction and sand spreading are performed until the creep condition is small creep.

[0051] When the creep state is small creep, apply traction force until the target traction force is reached;

[0052] The wheelset acceleration is determined by the wheelset linear velocity, the locomotive speed is determined by the weighted calculation of the minimum and average speeds of all wheelsets, and the locomotive displacement is determined by the locomotive speed; the creep state is determined by the difference between the wheelset rotation speed and the locomotive speed, as well as the locomotive displacement.

[0053] According to the aforementioned electric locomotive ramp start traction control method, the method further includes:

[0054] The locomotive speed and creep status are detected. If the locomotive speed is greater than 0 and the locomotive is in a state of large creep, sand spreading is performed; otherwise, sand spreading is not performed.

[0055] Another aspect of the present invention provides a traction control device for starting an electric locomotive on a slope, comprising:

[0056] The first module is used to obtain a parking instruction before starting traction control of the target vehicle on a slope. The parking instruction includes a parking position, and the target vehicle includes a train and a locomotive.

[0057] The second module is used to determine the slope and curve radius of the target vehicle based on the current position of the vehicle, and to calculate the electric locomotive resistance based on the parking instruction, the slope and the curve radius, wherein the electric locomotive resistance includes curve resistance, basic resistance and slope resistance;

[0058] The third module is used to determine whether to perform a hook-up operation when the target vehicle reaches the parking position based on the resistance of the electric locomotive, wherein the hook-up operation is determined by the braking force of the locomotive.

[0059] The fourth module is used to determine the hill-start traction force and the traction force rise slope when the target vehicle arrives at the parking position.

[0060] The fifth module is used to determine the wheel set creep state based on the hill start traction force and the traction force rise slope, the hill start traction force and the applied traction force, and the wheel set rotation speed of the target vehicle during hill start, and to perform sand spreading and traction force stabilization control on the target vehicle based on the creep state.

[0061] Another aspect of the present invention provides an electronic device, including a processor and a memory;

[0062] The memory is used to store programs;

[0063] The processor executes the program to implement the method as described above.

[0064] This invention also discloses a computer program product or computer program, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device can read the computer instructions from the computer-readable storage medium and execute the computer instructions, causing the computer device to perform the methods described above.

[0065] The beneficial effects of this invention are as follows: By using the locomotive brake cylinder and electric brake during slope stopping, the coupling is compressed to the maximum extent, ensuring that the locomotive is in a coupled state when starting on a slope, thereby minimizing the resistance of starting on a slope; the resistance of starting on a slope is accurately calculated based on the train formation and track information; the traction force requirement for starting on a slope is clearly defined; the wheel-rail adhesion state is judged based on the linear velocity signal of the wheelset, and the traction force rise rate is automatically adjusted according to the idling trend; the maximum traction force is automatically optimized based on the current rail adhesion state; the locomotive displacement is calculated based on the locomotive's translational speed, and sand application is dynamically adjusted according to the locomotive's displacement; based on the optimal utilization of traction force, it is determined whether the current rail adhesion state allows for a successful start on a slope and the crew is informed, thus improving the success rate of traction force control for starting electric locomotives on slopes. Attached Figure Description

[0066] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0067] Figure 1 This is a schematic diagram of the traction control method for starting an electric locomotive on a slope according to an embodiment of the present invention.

[0068] Figure 2 This is a schematic diagram of train formation according to an embodiment of the present invention.

[0069] Figure 3 This is a schematic diagram of traction force optimization control according to an embodiment of the present invention.

[0070] Figure 4 This is an overall schematic diagram of the traction control for starting an electric locomotive on a slope, according to an embodiment of the present invention.

[0071] Figure 5 This is a schematic diagram of the traction control device for starting an electric locomotive on a slope, according to an embodiment of the present invention. Detailed Implementation

[0072] The embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings. Throughout the description, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions. In the following description, suffixes such as "module," "part," or "unit" used to denote elements are used only for the purpose of illustrative purposes and have no specific meaning in themselves. Therefore, "module," "part," or "unit" can be used interchangeably. Terms such as "first," "second," etc., are used only to distinguish technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the sequential relationship of the indicated technical features. In the following description, the consecutive reference numerals for method steps are for ease of review and understanding. Adjusting the implementation order of steps, in conjunction with the overall technical solution of the present invention and the logical relationship between the various steps, will not affect the technical effect achieved by the technical solution of the present invention. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0073] refer to Figure 1 ,in Figure 1 This is a schematic flowchart of the traction force control method for electric locomotive starting on a slope according to an embodiment of the present invention. It includes, but is not limited to, steps S100 to S500:

[0074] S100 obtains a parking instruction before starting traction control on a slope for the target vehicle. The parking instruction includes the parking position, and the target vehicle includes trains and locomotives.

[0075] Understandably, the train is the car body being pulled, while the locomotive is the car body used to pull the train, such as a heavy-duty electric locomotive.

[0076] S200 determines the slope and curve radius of the target vehicle based on its current position. Based on the parking command, slope, and curve radius, it calculates the electric locomotive resistance, which includes curve resistance, basic resistance, and slope resistance.

[0077] Understandably, in the railway industry, the radius of a curve is the same as the radius of a circular curve. Basic resistance refers to fundamental resistances encountered by trains, such as air friction and bearing rolling resistance.

[0078] In some embodiments, reference Figure 2 The train formation diagram shown uses the running line as the formation function based on the stopping position and the current position, specifically:

[0079]

[0080] Where S represents the slope of the ramp, R represents the radius of the circular curve, and i in s(i) represents the order of each car in the target vehicle.

[0081] The gradient S of each car is determined based on the grouping function. i and curve radius R i The curve radius is a circular curve, where i∈[1,N1] represents the gradient, N1 is the total number of vehicles, and when the subscript i=1, it is a locomotive used for traction, and when i>1, it is a train.

[0082] In some embodiments, the resistance to train starting on a gradient is accurately calculated based on the train formation information and (driving) route information.

[0083] S300 determines whether to perform a coupling operation when the target vehicle reaches the parking position based on the resistance of the electric locomotive. The coupling operation is determined by the braking force of the locomotive.

[0084] In some embodiments, when a heavy-duty locomotive stops on a slope, the coupler is not engaged or is not properly engaged, resulting in excessive resistance when the locomotive starts on a slope. By using the locomotive's brake cylinder and electric brake when stopping on a slope, the coupler is compressed to the maximum extent, ensuring that the locomotive is in an engaged state when starting on a slope, thereby minimizing the resistance when starting on a slope.

[0085] In some embodiments, by formula

[0086] u f =F R / N / W

[0087] u = u f -0.2

[0088] Determine whether to perform the coupling operation, where N is the number of axles of the locomotive and W is the axle load of the locomotive. For example, the number of axles is 8 for an eight-axle locomotive and 6 for a six-axle locomotive. If u is greater than 0, it means that coupling is required; if u is less than 0, coupling is not required.

[0089] If a coupling operation is required, the locomotive's braking force is calculated as follows:

[0090] F b =F R / (N-2)

[0091] Where F b The braking force of the locomotive is used to indicate the distribution of braking force when stopping on a slope, wherein the coupling operation is performed by controlling either the locomotive brake cylinder or the electric brake.

[0092] In some embodiments, if it is necessary to press the hook, the braking force distribution of the locomotive when stopping on a slope needs to be performed. The braking force of the locomotive can be applied by electric braking force or locomotive brake shoe braking.

[0093] S400: When the target vehicle arrives at the parking position, determine the hill start traction force and apply the traction force.

[0094] After receiving the hill start command, the hill start traction force is calculated as follows: where the hill start traction force F T This refers to the traction required for a hill start:

[0095] F T =F R ×f

[0096] Where f is the traction force coefficient, the value of f ranges from 1 to 1.3, and f is not greater than the maximum traction force of the locomotive;

[0097] Based on the initial traction force, the applied traction force is determined, where the applied traction force characterizes the upward slope as it changes over time. The calculation formula is as follows:

[0098]

[0099] Among them, k1 and k2 are determined according to the type of the target vehicle, specifically related to the design adhesion coefficient of the locomotive, e is the base of the natural logarithm, and t is time. This method ensures that the traction force of the locomotive slows down, then speeds up, and then slows down again when starting on a slope.

[0100] The S500 determines the wheel slip state based on the traction force applied during hill start and the wheel speed of the target vehicle during hill start. Based on the slip state, it applies sand to increase adhesion and stabilizes the traction force of the target vehicle.

[0101] In some embodiments, reference Figure 3 The diagram shows the traction optimization control. When controlling the traction increase of the target vehicle, the traction increase is stabilized by using the wheel set speed. The stabilization control formula is:

[0102]

[0103] in

[0104]

[0105] Where a0 is the acceleration threshold value; v(t) represents the velocity. It represents the derivative with respect to velocity.

[0106] In some embodiments, the locomotive traction force is optimized and controlled, including determining the locomotive's creep state based on the train wheelset linear speed, wheelset acceleration, locomotive speed, and locomotive displacement.

[0107] Determine the creep state threshold ω t The current creep state is greater than ω. t When it is determined to be large creep, if it is less than ω t It was determined to be a small worm.

[0108] In some embodiments, the following automatic processing is performed based on the creep state: when the creep state is large creep, traction load is reduced and sand is spread until the creep state is small creep; when the creep state is small creep, traction load is applied until the target traction force is reached.

[0109] Among them, the wheelset acceleration is determined by the wheelset linear velocity, the locomotive speed is determined by the weighted calculation of the minimum and average speeds of all wheelsets, and the locomotive displacement is determined by the locomotive speed; the creep state is judged by the difference between the wheelset rotation speed and the locomotive speed and the locomotive displacement.

[0110] In some embodiments, whether to apply sand and the duration of sand application are determined by the creep state of the wheelset and the displacement of the locomotive. Sand application is performed only if the locomotive has displacement and there is large creep. If the locomotive displacement is 0, sand application is not performed even if it is in a large creep state. Similarly, sand application is not performed if the locomotive displacement is not 0 but it is not in a large creep state.

[0111] In some embodiments, reference Figure 4 The diagram illustrates the overall process of traction control for starting an electric locomotive on a slope. It includes: after receiving a stop command, the crew inputs the stopping position, and based on the stopping position, calculates the resistance F required for starting on the slope after stopping. R If the resistance is low, there is no need to engage the coupling. If the resistance during a slope start is very high, then a coupling operation is required. Based on the resistance during the slope start, the braking force of the train and locomotive is actively distributed to initiate the coupling and stop. After stopping, upon receiving the locomotive's slope start command again, the coupling is performed based on the previously calculated slope start resistance F. R Calculate the required traction force F for hill start. T After the calculation is completed, the locomotive begins to apply traction force at a varying incline. The incline of the traction force increase is based on F. T The process involves: obtaining the traction force based on the wheelset rotation speed; determining if the traction force is stable; once stable, releasing the train brakes; calculating the wheelset speed, locomotive speed, and locomotive displacement based on the wheelset rotation speed; determining whether sand needs to be spread during the back-and-forth movement of the locomotive and train based on the locomotive displacement and speed; increasing the locomotive's rail traction while preventing sand from accumulating on the rail surface; if the locomotive's traction force is consistently less than the train's starting resistance, the hill start is considered a failure, and assistance is requested; if the locomotive's traction force is greater than the train's starting resistance, additional traction force is applied to ensure a successful hill start.

[0112] Figure 5 This is a schematic diagram of an electric locomotive traction control device for starting on a slope according to an embodiment of the present invention. The device includes a first module 110, a second module 520, a third module 530, a fourth module 540, and a fifth module 550.

[0113] The system comprises five modules: The first module obtains a parking command before initiating traction control on a slope for the target vehicle. The parking command includes the parking position, and the target vehicle includes trains and locomotives. The second module determines the slope gradient and curve radius of the target vehicle based on its current position. It then calculates the electric locomotive resistance based on the parking command, slope gradient, and curve radius. The electric locomotive resistance includes curve resistance, basic resistance, and slope resistance. The third module determines whether to perform a coupling operation when the target vehicle reaches the parking position based on the electric locomotive resistance. The coupling operation is determined by the locomotive's braking force. The fourth module determines the slope-starting traction force and the traction force ascent slope when the target vehicle reaches the parking position. The fifth module determines the wheel set creep state based on the slope-starting traction force and the applied traction force, and then applies sand to increase adhesion and stabilize the traction force of the target vehicle based on the creep state.

[0114] For example, with the cooperation of the first, second, third, fourth, and fifth modules in the device, the embodiment device can implement any of the aforementioned electric locomotive ramp start traction control methods. Specifically, before ramp start traction control of the target vehicle, a parking command is obtained, including a parking position. The target vehicle includes a train and a locomotive. The ramp gradient and curve radius of the target vehicle are determined based on its current position. Based on the parking command, ramp gradient, and curve radius, the electric locomotive resistance is calculated, including curve resistance, basic resistance, and ramp resistance. Based on the electric locomotive resistance, it is determined whether a hook-up operation is performed when the target vehicle reaches the parking position, wherein the hook-up operation is determined by the locomotive's braking force. When the target vehicle reaches the parking position, the ramp start traction force is determined and applied. Based on the ramp start traction force and applied traction force, the wheel set creep state is determined based on the wheel set rotation speed of the target vehicle during ramp start. Based on the creep state, sand is applied to increase adhesion and traction stability control of the target vehicle. The beneficial effects of this invention are as follows: By using the locomotive brake cylinder and electric brake during slope stopping, the coupling is compressed to the maximum extent, ensuring that the locomotive is in a coupled state when starting on a slope, thereby minimizing the resistance of starting on a slope; the resistance of starting on a slope is accurately calculated based on the train formation and track information; the traction force requirement for starting on a slope is clearly defined; the wheel-rail adhesion state is judged based on the linear velocity signal of the wheelset, and the traction force rise rate is automatically adjusted according to the idling trend; the maximum traction force is automatically optimized based on the current rail adhesion state; the locomotive displacement is calculated based on the locomotive's translational speed, and sand application is dynamically adjusted according to the locomotive's displacement; based on the optimal utilization of traction force, it is determined whether the current rail adhesion state allows for a successful start on a slope and the crew is informed, thus improving the success rate of traction force control for starting electric locomotives on slopes.

[0115] This invention also provides an electronic device, which includes a processor and a memory;

[0116] The memory stores the program;

[0117] The processor executes a program to perform the aforementioned electric locomotive ramp start traction control method; the electronic device has the function of carrying and running the software system for electric locomotive ramp start traction control provided in the embodiments of the present invention, such as a personal computer, minicomputer, mainframe, workstation, network or distributed computing environment, standalone or integrated computer platform, or communicating with charged particle tools or other imaging devices, etc.

[0118] This invention also provides a computer-readable storage medium storing a program that is executed by a processor to implement the electric locomotive ramp starting traction control method as described above.

[0119] In some alternative embodiments, the functions / operations mentioned in the block diagrams may not occur in the order shown in the operation diagrams. For example, depending on the functions / operations involved, two consecutively shown blocks may actually be executed substantially simultaneously, or the blocks may sometimes be executed in reverse order. Furthermore, the embodiments presented and described in the flowcharts of this invention are provided by way of example to provide a more comprehensive understanding of the technology. The disclosed methods are not limited to the operations and logic flows presented herein. Alternative embodiments are contemplated in which the order of various operations is altered and sub-operations described as part of a larger operation are executed independently.

[0120] This invention also discloses a computer program product or computer program, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device can read the computer instructions from the computer-readable storage medium and execute the computer instructions, causing the computer device to perform the aforementioned electric locomotive ramp start traction control method.

[0121] Furthermore, although the invention has been described in the context of functional modules, it should be understood that, unless otherwise stated, one or more of the described functions and / or features may be integrated into a single physical device and / or software module, or one or more functions and / or features may be implemented in a separate physical device or software module. It is also understood that a detailed discussion of the actual implementation of each module is unnecessary for understanding the invention. Rather, given the properties, functions, and internal relationships of the various functional modules in the apparatus disclosed herein, the actual implementation of the module will be understood within the scope of conventional skill of an engineer. Therefore, those skilled in the art can implement the invention as set forth in the claims using ordinary techniques without excessive experimentation. It is also understood that the specific concepts disclosed are merely illustrative and not intended to limit the scope of the invention, which is determined by the full scope of the appended claims and their equivalents.

[0122] If the aforementioned functions are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, essentially, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0123] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-included system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device.

[0124] More specific examples of computer-readable media (a non-exhaustive list) include: electrical connections (electronic devices) having one or more wires, portable computer disk drives (magnetic devices), random access memory (RAM), read-only memory (ROM), erasable and editable read-only memory (EPROM or flash memory), fiber optic devices, and portable optical disc read-only memory (CDROM). Furthermore, computer-readable media can even be paper or other suitable media on which the program can be printed, since the program can be obtained electronically, for example, by optically scanning the paper or other medium, followed by editing, interpreting, or otherwise processing as necessary, and then stored in computer memory.

[0125] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0126] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0127] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

[0128] The above is a detailed description of the preferred embodiments of the present invention, but the present invention is not limited to the embodiments described. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of the present invention, and these equivalent modifications or substitutions are all included within the scope defined by the claims of this application.

Claims

1. A method for controlling the traction force of an electric locomotive when starting on a slope, characterized in that, include: Before starting traction control on a slope for the target vehicle, a stopping instruction is obtained, the stopping instruction including the stopping position, and the target vehicle including trains and locomotives; The slope and curve radius of the target vehicle are determined based on the current position of the target vehicle. The electric locomotive resistance is calculated based on the parking instruction, the slope and the curve radius, wherein the electric locomotive resistance includes curve resistance, basic resistance and slope resistance. Based on the resistance of the electric locomotive, it is determined whether to perform a hook-up operation when the target vehicle reaches the parking position, wherein the hook-up operation is determined by the braking force of the locomotive; When the target vehicle arrives at the parking position, the hill start traction force and the applied traction force are determined, wherein the applied traction force is used to characterize the upward slope of the hill start traction force over time. The wheel set creep state is determined based on the wheel set rotation speed of the target vehicle when starting on a slope. Sand is spread on the target vehicle to increase adhesion based on the creep state, and traction force is stabilized and controlled based on the slope traction force and the applied traction force.

2. The method for controlling the traction force of an electric locomotive starting on a slope according to claim 1, characterized in that, The step of determining the slope gradient and curve radius of the target vehicle based on its current position includes: The driving route is used as a grouping function based on the parking location and the current location. Where S represents the slope of the ramp, and R represents the radius of the circular curve. In Indicates the order of each car in the target vehicle; The gradient S of each car is determined based on the grouping function. i and curve radius R i The curve radius is a circular curve, where , The total number of vehicles, subscript At that time, it was a locomotive used for traction. It was a train.

3. The method for controlling the traction force of an electric locomotive starting on a slope according to claim 1, characterized in that, The step of calculating the electric locomotive resistance based on the parking instruction, the ramp gradient, and the curve radius includes: Obtain the slope S of the slope of each car i And the curve radius R i And calculate the resistance of each car, add the resistance of each car, the formula is: This represents the overall train resistance of the target vehicle. This represents the resistance of the i-th car section.

4. The method for controlling the traction force of an electric locomotive starting on a slope according to claim 3, characterized in that, The step of determining whether to perform a coupling operation when the target vehicle reaches the parking position based on the electric locomotive resistance includes: Through formula Determine whether to perform the coupling operation, where N is the number of axles of the locomotive and W is the axle load of the locomotive. If u is greater than 0, the coupling operation is required; if u is less than 0, the coupling operation is not required. If a coupling operation is required, the locomotive's braking force is calculated as follows: in The braking force of the locomotive is used to indicate the distribution of braking force when stopping on a slope, wherein the coupling operation is performed by controlling either the locomotive brake cylinder or the electric brake.

5. The method for controlling the traction force of an electric locomotive starting on a slope according to claim 4, characterized in that, When the target vehicle arrives at the parking position, determining the hill-start traction force and applying the traction force includes: After receiving the hill start command, the hill start traction force is calculated as follows: F T =F R ×f in f This is the traction coefficient. f The value range is 1 to 1.3, and F T Not greater than the maximum tractive force of the locomotive; The applied traction force is determined based on the slope traction force, and the calculation formula is as follows: Where k1 and k2 are determined based on the type of the target vehicle, e is the base of the natural logarithm, and t is time.

6. The method for controlling the traction force of an electric locomotive starting on a slope according to claim 5, characterized in that, The wheelset creep state is determined based on the wheelset rotation speed of the target vehicle during hill start. Based on the creep state, sand is applied to the target vehicle to increase adhesion, and traction stabilization control is performed based on the hill start traction force and the applied traction force, including: When controlling the traction increase of the target vehicle, the traction increase is stabilized by using the wheel-set linear velocity. The stabilization control formula is as follows: in in, This is the acceleration threshold value. Indicates the linear velocity of the wheelset. This represents the differential of the linear velocity of the wheelset; The locomotive traction force is optimized and controlled, including determining the locomotive's creep state based on the train wheelset linear speed, wheelset acceleration, locomotive speed, and locomotive displacement. Based on the creeping state, the following automatic processing is performed: Determine the threshold of the creep state The current creep state is greater than At that time, it is determined to be large peristalsis; if it is smaller than... It was determined to be a small worm; When the creep condition is large creep, traction load reduction and sand spreading are performed until the creep condition is small creep. When the creep state is small creep, apply traction force until the target traction force is reached; The wheelset acceleration is determined by the wheelset linear velocity, the locomotive speed is determined by the weighted calculation of the minimum and average linear velocities of all wheelsets, and the locomotive displacement is determined by the locomotive speed; the creep state is determined by the difference between the wheelset linear velocity and the locomotive speed, as well as the locomotive displacement.

7. The method for controlling the traction force of an electric locomotive starting on a slope according to claim 6, characterized in that, The method further includes: The locomotive speed and creep status are detected. If the locomotive speed is greater than 0 and the locomotive is in a state of large creep, sand spreading is performed; otherwise, sand spreading is not performed.

8. A traction control device for starting an electric locomotive on a slope, characterized in that, include: The first module is used to obtain a parking instruction before starting traction control of the target vehicle on a slope. The parking instruction includes a parking position, and the target vehicle includes a train and a locomotive. The second module is used to determine the slope and curve radius of the target vehicle based on the current position of the vehicle, and to calculate the electric locomotive resistance based on the parking instruction, the slope and the curve radius, wherein the electric locomotive resistance includes curve resistance, basic resistance and slope resistance; The third module is used to determine whether to perform a hook-up operation when the target vehicle reaches the parking position based on the resistance of the electric locomotive, wherein the hook-up operation is determined by the braking force of the locomotive. The fourth module is used to determine the hill start traction force and apply traction force when the target vehicle arrives at the parking position, wherein the applied traction force is used to characterize the upward slope of the hill start traction force over time. The fifth module is used to determine the wheel set creep state based on the wheel set rotation speed of the target vehicle when starting on a slope, apply sand to the target vehicle to increase adhesion based on the creep state, and perform traction force stabilization control based on the slope start traction force and the applied traction force.

9. An electronic device, characterized in that, Including the processor and memory; The memory is used to store programs; The processor executes the program to implement the electric locomotive ramp start traction control method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The storage medium stores a program, which is executed by a processor to implement the electric locomotive ramp start traction control method as described in any one of claims 1-7.

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