Air-power combined control method and device, program product and electronic equipment

Abstract

The invention provides an air-power combined control method and device, a program product and electronic equipment, and relates to the technical field of rail transit. The method is applied to a locomotive provided with an air-electricity interlocking electromagnetic valve and comprises the steps that a braking control instruction for the locomotive is generated according to brake cylinder pressure detection information and train pipe pressure detection information of the locomotive; and if the braking control instruction indicates to execute regenerative electric braking, controlling the empty electric interlocking solenoid valve to be adjusted from a first state to a second state, so that the locomotive works in a regenerative electric braking mode. According to the method, regenerative electric braking or air braking is determined to be executed for the locomotive according to the brake cylinder pressure detection information and the train pipe pressure detection information of the locomotive, and air braking is prevented from being used all the time, so that brake shoe loss is reduced, and the running safety of the locomotive is improved.

Description

Technical Field

[0001] The present disclosure relates to the field of rail transit technology, and in particular to an air-electricity combined control method, device, program product and electronic equipment. Background Art

[0002] At present, when drivers and passengers brake a locomotive based on a hydrogen fuel cell hybrid system, they can only use air braking. And due to the frequent use of air braking, the brake shoes of the locomotive are seriously worn, thus reducing the safety of locomotive operation. Summary of the invention

[0003] The present disclosure provides an air-electric combined control method, an air-electric combined control device, a computer program product and an electronic device, so as to solve the problem of large loss of locomotive brake shoes at least to a certain extent.

[0004] According to a first aspect of the present disclosure, there is provided an air-electric joint control method, which is applied to a locomotive provided with an air-electric interlocking solenoid valve; the method comprises:

[0005] generating a brake control instruction for the locomotive according to the brake cylinder pressure detection information of the locomotive and the train pipe pressure detection information;

[0006] If the braking control instruction indicates to perform regenerative electric braking, the air-electric interlocking solenoid valve is controlled to be adjusted from the first state to the second state so that the locomotive operates in a braking mode of regenerative electric braking.

[0007] According to a second aspect of the present disclosure, there is provided an air-electric combined control device, which is applied to a locomotive provided with an air-electric interlocking solenoid valve; the device comprises:

[0008] A brake control instruction generating unit, used for generating a brake control instruction for the locomotive according to the brake cylinder pressure detection information and the train pipe pressure detection information of the locomotive;

[0009] The brake unit is used to control the air-electric interlocking solenoid valve to adjust from a first state to a second state if the brake control instruction indicates to perform regenerative electric braking, so that the locomotive operates in a braking mode of regenerative electric braking.

[0010] According to a third aspect of the present disclosure, a computer program product is provided, including a computer program, wherein when the computer program is executed by a processor, the method of the first aspect and possible implementations thereof are implemented.

[0011] According to a fourth aspect of the present disclosure, an electronic device is provided, comprising: a processor; and a memory for storing executable instructions of the processor; wherein the processor is configured to execute the method of the above-mentioned first aspect and its possible implementation methods by executing the executable instructions.

[0012] The technical solution disclosed in this disclosure has the following beneficial effects:

[0013] In the embodiment of the present disclosure, since the locomotive is provided with an air-electric interlocking solenoid valve, switching between regenerative electric braking and air braking can be achieved, and since the braking control instructions for the locomotive are generated based on the brake cylinder pressure detection information and the train pipe pressure detection information of the locomotive, the braking requirements for braking the locomotive can be accurately and efficiently determined, and a suitable braking state can be selected based on this braking requirement. For example, when the braking control instruction indicates the execution of regenerative electric braking, the air-electric interlocking solenoid valve is controlled to be adjusted from the first state to the second state, so that the locomotive adopts the braking mode of regenerative electric braking, thereby reducing the brake shoe loss caused by the continuous use of air brakes and improving the safety of locomotive operation.

[0014] Other features and advantages of the present disclosure will be described in the following description, and partly become apparent from the description, or be understood by practicing the present disclosure. The purpose and other advantages of the present disclosure can be realized and obtained by the structures particularly pointed out in the written description, claims, and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions of the embodiments of the present disclosure, the drawings required for use in the embodiments of the present disclosure will be briefly introduced below. Obviously, the drawings introduced below are only some embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0016] Figure 1 A schematic diagram showing the control principle of an air-electricity combined control method in this exemplary embodiment is shown;

[0017] Figure 2 A schematic diagram showing the control principle of another air-electricity combined control method in this exemplary embodiment;

[0018] Figure 3 A schematic diagram showing the control principle of another air-electricity combined control method in this exemplary embodiment;

[0019] Figure 4 A flow chart showing an air-electricity combined control method in this exemplary embodiment;

[0020] Figure 5 A flowchart for generating a braking control instruction in this exemplary embodiment is shown;

[0021] Figure 6Another flowchart for generating a braking control command in this exemplary embodiment is shown;

[0022] Figure 7 A schematic structural diagram of an air-electricity combined device in this exemplary embodiment is shown;

[0023] Figure 8 A schematic structural diagram of an electronic device in this exemplary embodiment is shown. DETAILED DESCRIPTION

[0024] In order to make the purpose, technical solutions and advantages of the present disclosure clearer, the technical solutions in the embodiments of the present disclosure will be clearly and completely described below in conjunction with the drawings in the embodiments of the present disclosure. Obviously, the described embodiments are only part of the embodiments of the present disclosure, rather than all of the embodiments. Based on the embodiments in the present disclosure, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present disclosure. In the absence of conflict, the embodiments in the present disclosure and the features in the embodiments can be arbitrarily combined with each other. In addition, although the logical order is shown in the flow chart, in some cases, the steps shown or described can be performed in an order different from that here.

[0025] The term "comprising" and any variations thereof in the specification and claims of the present disclosure are intended to cover non-exclusive protection. For example, a process, method, system, product or device comprising a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products or devices.

[0026] It should be noted that the terms "first", "second", "third", etc. in the specification and claims of the present disclosure and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order, sequence, size and priority. For example, the first preset range, the second preset range and the third preset range in the embodiment of the present disclosure are only used to distinguish different ranges. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present disclosure described herein can be implemented in an order other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present disclosure. Instead, they are merely examples of devices and methods consistent with some aspects of the present disclosure as detailed in the appended claims.

[0027] The following is a description of exemplary embodiments of the present disclosure in conjunction with the accompanying drawings, which are schematic diagrams of the present disclosure and are not necessarily drawn to scale. Some of the block diagrams shown in the accompanying drawings may be functional entities, which do not necessarily correspond to physically or logically independent entities. These functional entities can be implemented in software form, or in hardware modules or integrated circuits, or in networks, processors or microcontrollers. The implementation method can be implemented in a variety of forms and should not be construed as being limited to the examples set forth herein. The features, structures or characteristics described in the present disclosure may be combined in one or more implementations in any suitable manner. In the following description, many specific details are provided to provide a full description of the implementation methods of the present disclosure. However, those skilled in the art should be aware that one or more specific details may be omitted when implementing the technical solution of the present disclosure, or one or more specific details may be replaced by other methods, components, devices, steps, etc.

[0028] In order to more clearly introduce the solutions in the present disclosure, the relevant technical names are explained below:

[0029] 1. Locomotive: A self-propelled vehicle that pulls or pushes vehicles and does not carry any commercial load. Locomotives can be powered by a variety of fuels, such as hydrogen, gasoline, diesel, etc.

[0030] 2. Braking: artificially stopping the movement of an object, including slowing it down to prevent it from moving or accelerating it. The braking of the locomotive in the embodiments of the present disclosure can be understood as artificially stopping the movement of the locomotive, wherein the essence of braking the locomotive is to convert the kinetic energy generated by the locomotive into other energy or transfer it away to stop the locomotive from moving.

[0031] 3. Air brake: A type of braking method for rolling stock. Specifically, the driver and passengers operate the brake controller to control the large brake area or small brake area, so that the brake machine fills the brake cylinder with air to the target pressure, so as to apply the brake by pressing the brake shoe against the wheel or the caliper against the brake disc. In other words, air brake is a braking method that converts kinetic energy into heat energy.

[0032] 4. Regenerative electric braking: A type of braking method for locomotive vehicles, which can also be called regenerative power braking or feedback braking. Specifically, when the traction control unit of the locomotive controls the current flow direction of the traction converter to be reverse, the locomotive performs regenerative braking. In other words, regenerative electric braking is a braking method that converts kinetic energy into electrical energy.

[0033] In the related art, hydrogen fuel hybrid locomotives have been equipped with a microcomputer network control system (Train Control and Management System, TCMS) for locomotive control, but because the locomotive's brake system is rarely upgraded, a pure air brake system without a brake control unit (Brake Control Unit, BCU) is still used. In other words, there is no information exchange between the existing locomotive's pure air brake system and TCMS, and only air braking can be performed after braking is implemented, that is, TCMS cannot perform air-electric joint control and cannot convert air braking force into regenerative braking force.

[0034] Specifically, when the pure air brake system is braking, the driver and crew, i.e. the locomotive operator, need to cancel the traction operation of the traction machine first, and then perform the braking operation. The braking operation is that the driver and crew manipulate the large brake area or small brake area of ​​the brake controller to make the brake machine fill the brake cylinder with air to the target pressure, and apply the brake by pressing the brake shoe tightly against the wheel or the clamp tightly against the brake disc. However, long-term air braking can easily cause serious wear or failure of the brake shoe, posing a great risk to the safe operation of the locomotive.

[0035] In view of one or more of the above problems, an exemplary embodiment of the present disclosure provides an air-electric joint control method, through which a brake control instruction for a locomotive can be generated according to the brake cylinder pressure detection information and the train pipe pressure detection information of the locomotive; if the brake control instruction indicates to perform regenerative electric braking, the DBI (dynamic brake interlock, air-electric interlock solenoid valve) is controlled to be adjusted from the first state to the second state, so that the locomotive adopts the braking mode of regenerative electric braking. That is to say, in the embodiment of the present disclosure, combined with the actual operation of the brake cylinder and the train pipe, the air-electric interlock solenoid valve is adjusted to select the implementation of regenerative electric braking or air braking, thereby avoiding the use of air braking to perform locomotive braking, reducing brake shoe loss, and improving the safety of train operation.

[0036] The control principle of the air-electricity joint control method provided in the embodiment of the present disclosure is as follows: Figure 1 As shown, the air-electricity combined control method can be used in any vehicle locomotive, for example, in a railway locomotive. Figure 1 The microcomputer network control unit can generate a brake control instruction for the locomotive based on the brake cylinder pressure detection information of the locomotive and the train pipe pressure detection information.

[0037] In one implementation, if the brake cylinder pressure detection information of the locomotive and the train pipe pressure detection information only include pressure values, the control principle of the air-electric joint control method provided in the embodiment of the present disclosure can refer to Figure 2Specifically, by setting a pressure sensor (i.e. Figure 2 The brake cylinder pressure sensor in the train pipe is set up with a pressure sensor (i.e. Figure 2 The train pipe pressure sensor in the locomotive is installed, and the analog input (AI) unit is set to input the detected pressure value into the acquisition and transmission unit to be sent to the microcomputer network control unit. In other words, the brake cylinder and train pipe of the pure air brake system of the locomotive can be equipped with high-precision pressure sensors for pressure acquisition.

[0038] In one implementation, if the brake cylinder pressure detection information of the locomotive and the train pipe pressure detection information include pressure values ​​and switch change information, the control principle of the air-electric joint control method provided in the embodiment of the present disclosure can refer to Figure 3 Specifically, by setting a pressure sensor (i.e. Figure 2 The brake cylinder pressure sensor in the train pipe is provided with a pressure sensor (i.e. Figure 2 The train pipe pressure sensor in the train pipe is set, and the analog input (AI) unit is set to input the detected pressure value into the acquisition and transmission unit to send it to the microcomputer network control unit. In addition, by setting a pressure switch (i.e. Figure 3 The brake cylinder pressure switch in the train pipe is set up with a pressure switch (i.e. Figure 3 The train pipe pressure switch in the train pipe is set up, and a digital input (DI) unit is set to input the detected switch changes into the acquisition and transmission unit to be sent to the microcomputer network control unit. In other words, the brake cylinder and train pipe of the locomotive's pure air brake system can be equipped with high-precision pressure sensors and pressure switches for pressure acquisition, thereby improving the accuracy of generating brake control instructions through double insurance.

[0039] If the microcomputer network control unit determines that the brake control instruction indicates to perform regenerative electric braking, the digital output (DO) unit in the transmission control unit controls the air-electric interlocking solenoid valve to adjust from the first state to the second state, that is, to cut off the air brake and determine the regenerative braking force. The air-electric interlocking solenoid valve can be installed on the air supply pipeline, and of course, it can also be set at other positions of the locomotive, and the embodiment of the present disclosure does not limit this.

[0040] Further, the microcomputer network control unit sends the regenerative braking force to the traction control unit, so that the traction control unit controls the traction converter to determine the working mode of the locomotive. In the embodiment of the present disclosure, the traction converter can determine the size of the regenerative braking force or the traction force of the locomotive by controlling the size of the current, and determine which working mode of the regenerative electric braking adopted by the locomotive is to work by controlling the flow direction of the current. Specifically, the traction converter can realize the execution of the traction mode or the braking mode on the locomotive by controlling the flow direction of the current. For example, if the traction converter controls the flow direction of the current to flow in the forward direction, the traction mode of the regenerative electric braking is executed on the locomotive; if the traction converter controls the flow direction of the current to flow in the reverse direction, the braking mode of the regenerative electric braking is executed on the locomotive. That is to say, the traction converter can determine the braking mode or the traction mode of the regenerative electric braking by controlling the flow direction of the current. And, the traction converter can realize the size of the locomotive traction force or the size of the regenerative braking force by controlling the size of the current.

[0041] In one embodiment, if the traction converter performs regenerative braking on the locomotive, the feedback electric energy generated by the regenerative braking can be used to charge the locomotive device, such as the locomotive power battery (i.e. Figure 1-3 power battery in the system).

[0042] After introducing the control principle of the air-electric combined control method provided by the embodiment of the present disclosure, in order to further illustrate the technical solution provided by the embodiment of the present disclosure, this is described in detail in conjunction with the drawings and specific implementation methods. Although the embodiment of the present disclosure provides the method operation steps as shown in the following embodiments or drawings, more or fewer operation steps may be included in the method based on routine or no creative labor. In the steps where there is no necessary causal relationship logically, the execution order of these steps is not limited to the execution order provided by the embodiment of the present disclosure. In the actual processing process or when the device is executed, the method can be executed in the method sequence shown in the embodiment or drawings or in parallel.

[0043] See also Figure 4 , Figure 4 : is a flow chart of an air-electricity joint control method in an embodiment of the present disclosure. The method flow can be executed by an electronic device, for example. The specific implementation flow of the method is as follows:

[0044] Step 401: Generate a brake control instruction for the locomotive based on the brake cylinder pressure detection information of the locomotive and the train pipe pressure detection information.

[0045] In the disclosed embodiment, the microcomputer network control unit can judge the braking situation applied by the driver and crew to the locomotive by comprehensively analyzing the pressure state of the brake cylinder and the train pipe, i.e., the brake cylinder pressure detection information and the train pipe pressure detection information. Among them, the brake cylinder pressure detection information refers to the information for detecting and characterizing the pressure state of the brake cylinder, which may include the brake cylinder pressure value, the brake cylinder switch change information, etc. The train pipe pressure detection information refers to the information for detecting and characterizing the pressure state of the train pipe, which may include the train pipe pressure value, the train pipe switch change information, etc. In addition, the braking situation applied by the driver and crew to the locomotive can be divided into the following three situations: The first situation: the driver and crew just start to apply the brake, at which time the microcomputer network control unit does not perform any control, and the locomotive runs according to the operation of the driver and crew. The second situation: the driver and crew perform a small gate action, that is, the locomotive needs to be air braked. The third situation: the driver and crew perform a large gate action, that is, the locomotive needs to be regeneratively braked.

[0046] In one embodiment, if the brake cylinder and train pipe of the locomotive are both equipped with pressure sensors for detecting pressure values, the microcomputer network control unit determines the braking conditions applied to the locomotive by the driver and passengers through the pressure values ​​detected by the brake cylinder pressure sensor and the train pipe pressure sensor, determines whether to perform control protection, and if so, generates a brake control instruction for the corresponding situation.

[0047] See also Figure 5 , Figure 5 The following is a flow chart of generating a braking control instruction in an embodiment of the present disclosure. The specific implementation process of the method is as follows:

[0048] Step 501: Determine the brake cylinder pressure value and the train pipe pressure value.

[0049] In the embodiment of the present disclosure, the microcomputer network control unit can obtain the brake cylinder pressure value detected by the brake cylinder pressure sensor and the train pipe pressure value detected by the train pipe pressure sensor through the acquisition and transmission unit connected to it, thereby obtaining the brake cylinder pressure value and the train pipe pressure value.

[0050] Step 502: Determine whether the brake cylinder pressure value is within the first preset range. If the brake cylinder pressure value is not within the first preset range, execute step 503; if the brake cylinder pressure value is within the first preset range, execute step 504.

[0051] Step 503: If the brake cylinder pressure value is within the third preset range, no brake control instruction is generated.

[0052] In the disclosed embodiment, when the microcomputer network control unit determines that the brake cylinder pressure value is within the third preset range, no brake control instruction is generated; when it is detected that only the brake cylinder pressure sensor value changes, it can be determined that it belongs to the first case of the aforementioned braking situation applied by the driver and crew to the locomotive, and the microcomputer network control unit may not perform any control protection and operate the locomotive according to the driver and crew operation. Among them, the upper limit value in the third preset range is not greater than the lower limit value in the first preset range. Optionally, the third preset range is a value less than 90kPa.

[0053] For example, if the microcomputer network control unit obtains a brake cylinder pressure value of 1 kPa, no brake control instruction is generated; for another example, if the microcomputer network control unit obtains a brake cylinder pressure value of 89 kPa, no brake control instruction is generated.

[0054] Step 504: Determine whether the train pipe pressure value is within the second preset range. If the train pipe pressure value is within the second preset range, execute step 505; if the train pipe pressure value is not within the second preset range, execute step 506.

[0055] Step 505: Generate a braking control instruction for instructing execution of regenerative electric braking.

[0056] In the disclosed embodiment, when the microcomputer network control unit determines that the brake cylinder pressure value is within the first preset range and the train pipe pressure value is within the second preset range, in other words, when both the brake cylinder pressure value and the train pipe pressure value change, it can be determined that it belongs to the third situation of the aforementioned braking situation applied by the driver and crew to the locomotive, and a brake control instruction for instructing the execution of regenerative electric braking can be generated. Optionally, the first preset range is a value ≥ 90kPa, and the second preset range is a value ≤ 550kPa.

[0057] For example, if the microcomputer network control unit obtains a brake cylinder pressure value of 90 kPa and a train pipe pressure value of 550 kPa, a brake control instruction for instructing the execution of regenerative electric braking is generated. For another example, if the microcomputer network control unit obtains a brake cylinder pressure value of 100 kPa and a train pipe pressure value of 400 kPa, a brake control instruction for instructing the execution of regenerative electric braking is generated.

[0058] Step 506: If the train pipe pressure value is a fixed preset value, a brake control instruction for instructing the execution of air braking is generated. In the embodiment of the present disclosure, when the microcomputer network control unit determines that the brake cylinder pressure value is in the first preset range, and the train pipe pressure value is a fixed preset value, in other words, the brake cylinder pressure value undergoes a preset change and the train pipe pressure sensor does not change, it can be determined that it belongs to the second situation of the aforementioned braking conditions applied by the driver and crew to the locomotive, and a brake control instruction for instructing the execution of air braking can be generated. Optionally, the first preset range is a value ≥ 90kPa, and the fixed preset value is 600kPa.

[0059] For example, if the microcomputer network control unit obtains a brake cylinder pressure value of 90 kPa and a train pipe pressure value of 600 kPa, a brake control instruction for instructing the execution of air braking is generated. For another example, if the microcomputer network control unit obtains a brake cylinder pressure value of 100 kPa and a train pipe pressure value of 600 kPa, a brake control instruction for instructing the execution of air braking is generated.

[0060] It can be seen that in the embodiment of the present disclosure, the microcomputer network control unit can judge the braking situation applied to the locomotive by the driver and passengers based on the pressure values ​​detected by the brake cylinder pressure sensor and the train pipe pressure sensor, determine whether to perform control protection, and if control protection is performed, generate braking control instructions for the corresponding situation.

[0061] In one embodiment, if the brake cylinder and train pipe of the locomotive are both provided with pressure sensors for detecting pressure values, in order to more accurately determine the braking conditions applied by the driver and passengers to the locomotive, pressure switches can also be installed in the brake cylinder and train pipe of the locomotive. The microcomputer network control unit determines the braking conditions applied by the driver and passengers to the locomotive through the detected pressure values ​​and switch change information, determines whether to perform control protection, and if control protection is performed, generates a brake control instruction for the corresponding situation.

[0062] See also Figure 6 , Figure 6 This is another schematic diagram of a process for generating a braking control instruction in an embodiment of the present disclosure. The specific implementation process of the method is as follows:

[0063] Step 601: Determine the brake cylinder pressure value, the train pipe pressure value, the brake cylinder switch change information and the train pipe switch change information.

[0064] In the embodiment disclosed herein, the microcomputer network control unit can obtain the brake cylinder pressure value detected by the brake cylinder pressure sensor, the train pipe pressure value detected by the train pipe pressure sensor, the brake cylinder switch change information detected by the brake cylinder pressure switch, and the train pipe switch change information detected by the train pipe switch through the acquisition and transmission unit connected to it, thereby obtaining the brake cylinder pressure value, the train pipe pressure value, the brake cylinder switch change information, and the train pipe switch change information.

[0065] Step 602: Determine whether the brake cylinder pressure value is within the first preset range. If the brake cylinder pressure value is not within the first preset range, execute step 603; if the brake cylinder pressure value is within the first preset range, execute step 604.

[0066] Step 603: If the brake cylinder pressure value is within the third preset range, no brake control instruction is generated.

[0067] In the disclosed embodiment, when the microcomputer network control unit determines that the brake cylinder pressure value is within the third preset range, no brake control instruction is generated; when it is detected that only the brake cylinder pressure sensor value changes, it can be determined that it belongs to the first case of the aforementioned braking situation applied by the driver and crew to the locomotive, and the microcomputer network control unit may not perform any control protection and operate the locomotive according to the driver and crew operation. Among them, the upper limit value in the third preset range is not greater than the lower limit value in the first preset range. Optionally, the third preset range is a value less than 90kPa.

[0068] For example, if the microcomputer network control unit obtains a brake cylinder pressure value of 1 kPa, no brake control instruction is generated; for another example, if the microcomputer network control unit obtains a brake cylinder pressure value of 89 kPa, no brake control instruction is generated.

[0069] Step 604: Determine whether the train pipe pressure value is within the second preset range, and whether the brake cylinder switch change information and the train pipe switch change information indicate a change. If the train pipe pressure value is within the second preset range, and the brake cylinder switch change information and the train pipe switch change information both indicate a change, then execute step 605; if the train pipe pressure value is not within the second preset range, the brake cylinder switch change information indicates a change, and the train pipe switch change information indicates no change, then execute step 606.

[0070] Step 605: Generate a braking control instruction for instructing execution of regenerative electric braking.

[0071] In the embodiment of the present disclosure, when the microcomputer network control unit determines that the brake cylinder pressure value is within the first preset range and the train pipe pressure value is within the second preset range, the brake cylinder switch change information and the train pipe switch change information both indicate changes, that is, when the brake cylinder pressure value and the train pipe pressure value both change, it can be determined that it belongs to the third situation of the braking conditions applied to the locomotive by the driver and crew as mentioned above, and a braking control instruction for instructing the execution of regenerative electric braking can be generated.

[0072] For example, when the microcomputer network control unit detects that the pressure value detected by the brake cylinder pressure sensor is not less than 90kPa, and the brake cylinder pressure switch changes from 0 to 1 (that is, the brake cylinder switch change information indication has changed), and also detects that the pressure value detected by the train pipe pressure sensor is not greater than 550kPa, and the train pipe pressure switch changes from 0 to 1 (that is, the train pipe switch change information indication has changed), the microcomputer network control unit determines that the driver and passengers have performed a large gate action, that is, it is necessary to switch to regenerative electric braking at this time.

[0073] Step 606: If the train pipe pressure value is a fixed preset value, the brake cylinder switch change information indicates a change and the train pipe switch change information indicates no change, a brake control instruction for executing air braking is generated.

[0074] In the embodiment of the present disclosure, when the microcomputer network control unit determines that the brake cylinder pressure value is within the first preset range, the train pipe pressure value is a fixed preset value, the brake cylinder switch change information indicates a change, and the train pipe switch change information indicates no change, that is, the brake cylinder pressure value undergoes a preset change and the train pipe pressure sensor does not change, then it can be determined that it belongs to the second situation of the braking conditions applied to the locomotive by the driver and crew as mentioned above, and thereby a brake control instruction for instructing the execution of air braking can be generated.

[0075] For example, when the microcomputer network control unit detects that the pressure value detected by the brake cylinder pressure sensor is not less than 90kPa, and the brake cylinder pressure switch changes from 0 to 1 (that is, the brake cylinder switch change information indication has changed), and the pressure value of the train pipe pressure sensor remains unchanged at 600kPa and the train pipe pressure switch is still 0 (that is, the train pipe switch change information indication has not changed), the microcomputer network control unit determines that the driver and passengers have performed a small brake action, that is, the air braking force required at this time increases, then the locomotive can be controlled to block traction control and apply air brakes.

[0076] It can be seen that in the disclosed embodiment, the microcomputer network control unit can combine the pressure values ​​detected by the brake cylinder pressure sensor and the train pipe pressure sensor, as well as the brake cylinder switch change information detected by the brake cylinder pressure switch and the train pipe switch change information detected by the train pipe switch to judge the braking situation applied to the locomotive by the driver and crew, determine whether to perform control protection, and if control protection is performed, generate a brake control instruction for the corresponding situation. In this way, when the brake cylinder pressure sensor and / or the train pipe pressure sensor are abnormal, the brake cylinder switch change information detected by the pressure switch brake cylinder pressure switch and the train pipe switch change information detected by the train pipe switch can also be used to judge the braking situation applied to the locomotive by the driver and crew, providing double insurance.

[0077] Step 402: If the braking control instruction indicates to perform regenerative electric braking, the air-electric interlocking solenoid valve is controlled to be adjusted from the first state to the second state so that the locomotive operates in a braking mode of regenerative electric braking.

[0078] In the embodiment of the present disclosure, when the microcomputer network control unit determines that the braking control instruction indicates the execution of regenerative electric braking, that is, it is determined that the driver and passengers perform the gate action, the DBI solenoid valve can be controlled to be turned on through the DO unit of the transmission control unit, thereby cutting off the air brake, and the regenerative braking force is calculated, and the regenerative braking force required for braking is sent to the traction control unit. The traction control unit controls the traction inverter to apply locomotive regenerative braking according to the regenerative braking force request size, thereby achieving braking of the locomotive.

[0079] In one embodiment, the microcomputer network control unit can obtain the target train pipe pressure reduction of the locomotive according to the train pipe pressure value of the locomotive and the maximum train pipe pressure value for performing regenerative electric braking; and determine the regenerative braking force according to the target train pipe pressure reduction of the locomotive and the braking force generation rule. Optionally, the microcomputer network control unit determines the ratio of the target train pipe pressure reduction to the maximum commonly used braking train pipe pressure reduction; and then determines the regenerative braking force according to the product of the ratio and the maximum air braking force for performing air braking. Specifically, the value corresponding to the product can be directly used as the value of the regenerative braking force, or the value corresponding to the product can be adjusted and the adjusted value can be used as the value of the regenerative braking force. The adjustment is, for example, multiplying the value corresponding to the product by a corresponding weight coefficient, or increasing or decreasing the value corresponding to the product based on a fixed value, which is not limited in the embodiments of the present disclosure.

[0080] In one implementation, the microcomputer network control unit can convert the train pipe decompression amount into the corresponding regenerative braking force according to the following formula:

[0081] Among them, it is used to indicate the regenerative braking force, to indicate the air braking force applied to the locomotive when the driver and crew perform the gate operation to apply the maximum common braking, to indicate the target train pipe decompression of the locomotive, and to indicate the train pipe decompression when the driver and crew perform the gate operation to apply the maximum common braking. Optionally, it can be a fixed value, such as 120kN, or a fixed value, such as 170kPa. It is the train pipe decompression applied by the driver and crew performing the gate action during locomotive operation. Specifically, when the driver and crew perform common braking operations by operating the gate, the train pipe pressure will decrease, and the pressure value will vary between 550kPa-430kPa.

[0082] For example, if the train pipe pressure value of the locomotive is 500kPa, and the maximum train pipe pressure value for regenerative electric braking is 600kPa, then the target train pipe pressure reduction of the locomotive is =600-500=100kPa. is a fixed value of 120kN, is a fixed value of 170kPa, and when substituted into the above formula, the converted regenerative braking force is 70.6kN.

[0083] In the disclosed embodiment, after the microcomputer network control unit calculates the converted regenerative braking force, the converted regenerative braking force can be sent to the traction control unit, and then the traction control unit controls the traction converter to apply the locomotive regenerative braking according to the regenerative braking force request size, thereby achieving the braking of the locomotive. Specifically, the traction control unit can control the traction converter to adjust the current to flow in the reverse direction, so that the traction machine changes from the "traction" function to the "power generation" function, achieving the purpose of converting kinetic energy into electrical energy, and completing the braking of the locomotive.

[0084] In one embodiment, the feedback electric energy generated by the regenerative braking of the traction converter is used to charge other components of the locomotive, such as the power storage battery, so that the power storage battery is maintained at a high capacity state.

[0085] The exemplary embodiment of the present disclosure also provides an air-electricity joint control device. Figure 7 As shown, the air-electricity combined control device 700 includes the following program modules:

[0086] A brake control instruction generating unit 701, configured to generate a brake control instruction for the locomotive according to the brake cylinder pressure detection information and the train pipe pressure detection information of the locomotive;

[0087] The brake unit 702 is used to control the air-electric interlocking solenoid valve to adjust from the first state to the second state if the brake control instruction indicates to perform regenerative electric braking, so that the locomotive operates in a braking mode of regenerative electric braking.

[0088] In one implementation, if the brake cylinder and the train pipe of the locomotive are both provided with pressure sensors for detecting pressure values, the brake control instruction generating unit 701 is used to:

[0089] A brake control instruction for the locomotive is generated according to the brake cylinder pressure value and the train pipe pressure value.

[0090] In one implementation, the braking control instruction generating unit 701 is used to:

[0091] If the brake cylinder pressure value is within a first preset range and the train pipe pressure value is a fixed preset value, a brake control instruction for instructing to perform air braking is generated;

[0092] If the brake cylinder pressure value is within a first preset range and the train pipe pressure value is within a second preset range, a brake control instruction is generated to instruct execution of regenerative electric braking.

[0093] In one implementation, if the brake cylinder and the train pipe of the locomotive are both provided with a pressure switch for detecting switch change information, the brake control instruction generating unit 701 is used to:

[0094] A brake control instruction for the locomotive is generated according to the brake cylinder pressure value, the train pipe pressure value, the brake cylinder switch change information and the train pipe switch change information.

[0095] In one implementation, the braking control instruction generating unit 701 is used to:

[0096] If the brake cylinder pressure value is within a first preset range, the train pipe pressure value is a fixed preset value, the brake cylinder switch change information indicates a change, and the train pipe switch change information indicates no change, a brake control instruction for executing air braking is generated;

[0097] If the brake cylinder pressure value is within a first preset range, and the train pipe pressure value is within a second preset range, and both the brake cylinder switch change information and the train pipe switch change information indicate changes, a brake control instruction for executing regenerative electric braking is generated.

[0098] In one embodiment, the device further comprises a processing unit, configured to:

[0099] If the brake cylinder pressure value is within a third preset range, the brake control instruction is not generated; wherein the upper limit value within the third preset range is not greater than the lower limit value within the first preset range.

[0100] In one embodiment, the braking unit is used to:

[0101] Obtaining a target train pipe pressure reduction amount of the locomotive according to a train pipe pressure value of the locomotive and a maximum train pipe pressure value for performing regenerative electric braking;

[0102] The regenerative braking force is determined according to the target train pipe decompression amount and the braking force generation rule of the locomotive.

[0103] In one implementation, the braking unit 702 is used to:

[0104] Determining a ratio of the target train pipe decompression amount to a maximum service brake train pipe decompression amount;

[0105] The regenerative braking force is determined according to the product of the ratio and the maximum air brake force for performing air braking.

[0106] In one embodiment, the device further comprises a charging unit, configured to:

[0107] The components to be charged of the locomotive are charged by utilizing the feedback electric energy generated based on the regenerative braking force.

[0108] The specific details of each part of the above-mentioned device have been described in detail in the implementation method of the method part. The undisclosed details can be found in the implementation method of the method part, so they will not be repeated here.

[0109] It should be noted that, although several modules or units of the device for action execution are mentioned in the above detailed description, this division is not mandatory. In fact, according to the exemplary embodiments of the present disclosure, the features and functions of two or more modules or units described above can be embodied in one module or unit. Conversely, the features and functions of one module or unit described above can be further divided into multiple modules or units to be embodied.

[0110] The exemplary embodiment of the present disclosure further provides a computer program product, which includes a computer program, and when the computer program is executed by a processor, the above-mentioned air-electricity joint control method is implemented.

[0111] In one embodiment, the computer program product may be a tangible product containing a computer program, such as a computer-readable storage medium storing a computer program. The readable storage medium may be a storage medium based on electrical, magnetic, optical, electromagnetic, infrared, or other signals, including but not limited to: random access memory (RAM), read-only memory (ROM), magnetic tape, floppy disk, flash memory (Flash), mechanical hard disk (HDD), solid-state drive (SSD), and the like. Exemplarily, the computer program product may be implemented as a non-volatile storage medium storing a computer program, such as a read-only memory, a NAND flash memory, and the like.

[0112] In one embodiment, the computer program product may be an intangible product including a computer program. Exemplarily, the computer program product may be implemented as a virtual digital product, such as a digital file storing an executable file, an installation package, etc. of the computer program.

[0113] The code of the computer program can be written in one or more programming languages. Programming languages ​​such as C language, Java, C++, etc. The program code can be executed entirely on the user computing device, or partially on the user computing device, or as a separate software package, or partially on the user computing device and partially on a remote computing device, or entirely on a remote computing device or server. In the case of a remote computing device, the remote computing device can be connected to the user computing device through any type of network, such as a local area network (LAN), a wide area network (WAN), etc., or can be connected to an external computing device (e.g., an Internet connection provided by an operator).

[0114] The computer program may be carried or transmitted via electrical, magnetic, optical, electromagnetic, infrared, or other signals. The electronic device may convert the signal carrying the computer program into a digital signal, thereby running the computer program. When the computer program runs on an electronic device, its code is used to enable the electronic device to execute (more specifically, enable the processor of the electronic device to execute) the method steps of various exemplary embodiments of the present disclosure, such as the above-mentioned air-electric joint control method, which includes the following steps:

[0115] Step 401: Generate a braking control instruction for the locomotive according to the brake cylinder pressure detection information of the locomotive and the train pipe pressure detection information. Step 402: If the braking control instruction indicates to perform regenerative electric braking, control the air-electric interlocking solenoid valve to adjust from the first state to the second state, so that the locomotive operates in the braking mode of regenerative electric braking.

[0116] By implementing the above method steps through a computer program, switching between regenerative electric braking and air braking can be achieved, and since the braking control instructions for the locomotive are generated based on the brake cylinder pressure detection information and the train pipe pressure detection information of the locomotive, the braking requirements for braking the locomotive can be accurately and efficiently determined, and a suitable braking state can be selected based on this braking requirement. For example, when the braking control instruction indicates the execution of regenerative electric braking, the air-electric interlocking solenoid valve is controlled to be adjusted from the first state to the second state, so that the locomotive adopts the regenerative electric braking braking mode, thereby reducing the brake shoe loss caused by the continuous use of air braking and improving the safety of locomotive operation.

[0117] The exemplary embodiments of the present disclosure also provide an electronic device, such as a device deployed with the above-mentioned TCMS. The electronic device may be a control device deployed inside a locomotive, or an external control device directly or indirectly connected to the locomotive, which is not limited in the embodiments of the present disclosure. The electronic device may include a processor and a memory. The memory stores executable instructions of the processor, such as a computer program. The processor executes the method steps of various exemplary embodiments of the present disclosure by executing the executable instructions.

[0118] Reference below Figure 8 , the electronic device is exemplarily described in the form of a general-purpose computing device. It should be understood that Figure 8 The electronic device 800 shown is merely an example and should not limit the functions and scope of use of the embodiments of the present disclosure.

[0119] like Figure 8 As shown, the electronic device 800 may include: a processor 810 , a memory 820 , a bus 830 , an I / O (input / output) interface 840 , a network adapter 850 , and a display 880 .

[0120] The memory 820 may include a volatile memory, such as a RAM 821, a cache unit 822, and may also include a non-volatile memory, such as a ROM 823. The memory 820 may also include one or more program modules 824, such program modules 824 include but are not limited to: an operating system, one or more application programs, other program modules, and program data, each of which or a combination thereof may include the implementation of a network environment. For example, the program module 824 may include each module in the above-mentioned device.

[0121] The processor 810 may include one or more processing units. For example, the processor 810 may include an AP (Application Processor), a modem processor, a GPU (Graphics Processing Unit), an ISP (Image Signal Processor), a controller, an encoder, a decoder, a DSP (Digital Signal Processor), a baseband processor and / or an NPU (Neural-Network Processing Unit), etc.

[0122] The processor 810 can be used to execute the executable instructions stored in the memory 820, such as the above-mentioned air-electric joint control method, which includes the following steps: Step 401: Generate a braking control instruction for the locomotive according to the brake cylinder pressure detection information of the locomotive and the train pipe pressure detection information. Step 402: If the braking control instruction indicates to perform regenerative electric braking, control the air-electric interlocking solenoid valve to adjust from the first state to the second state, so that the locomotive adopts the braking mode of regenerative electric braking.

[0123] By executing the above method steps through the processor 810, switching between the two braking modes of regenerative electric braking and air braking can be achieved, and since the braking control instructions for the locomotive are generated based on the brake cylinder pressure detection information and the train pipe pressure detection information of the locomotive, the braking requirements actually required for braking the locomotive can be accurately and efficiently determined, and a suitable braking state can be selected based on this braking requirement. For example, when the braking control instruction indicates the execution of regenerative electric braking, the air-electric interlocking solenoid valve is controlled to be adjusted from the first state to the second state, so that the locomotive adopts the braking mode of regenerative electric braking, thereby reducing the brake shoe loss caused by the continuous use of air brakes and improving the safety of locomotive operation.

[0124] The bus 830 is used to realize the connection between different components of the electronic device 800, and may include a data bus, an address bus, and a control bus.

[0125] The electronic device 800 can communicate with one or more external devices 900 (eg, a keyboard, a mouse, an external controller, etc.) through the I / O interface 840 .

[0126] The electronic device 800 can communicate with one or more networks through the network adapter 850. For example, the network adapter 850 can provide mobile communication solutions such as 3G / 4G / 5G, or wireless communication solutions such as wireless LAN, Bluetooth, near field communication, etc. The network adapter 850 can communicate with other modules of the electronic device 800 through the bus 830.

[0127] The electronic device 800 can display a graphical user interface, such as relevant content for driver and passenger operations, through the display 880 .

[0128] although Figure 8 Not shown, other hardware and / or software modules may also be provided in the electronic device 800, including but not limited to: microcode, device drivers, redundant processors, external disk drive arrays, RAID systems, tape drives, and data backup storage systems, etc.

[0129] As can be seen from the above, the technical solution of the present disclosure can be implemented as a method, an apparatus, a system, a computer program product, a storage medium, an electronic device, etc. Those skilled in the art can understand that various aspects of the present disclosure can be specifically implemented in the following forms, namely: a complete hardware implementation, a complete software implementation (including firmware, microcode, etc.), or an implementation combining hardware and software, such as being respectively referred to as a "circuit", "module" or "system".

[0130] It should be understood that the present disclosure is not limited to the specific method steps or structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from the scope thereof. Those skilled in the art will easily think of other embodiments based on the specific embodiments provided by the present disclosure. Therefore, the specific embodiments provided by the present disclosure are only exemplary, and the scope and spirit of the present disclosure are indicated by the claims, and any variations, uses or adaptive changes of the present disclosure should be covered, which follow the general principles of the present disclosure and include common knowledge or customary technical means in the technical field that are not disclosed in the present disclosure.

Claims

1. An air-electricity joint control method, characterized in that: Applicable to a locomotive provided with an air-electric interlocking solenoid valve; the method comprises: generating a brake control instruction for the locomotive according to the brake cylinder pressure detection information and the train pipe pressure detection information of the locomotive; If the braking control instruction indicates to perform regenerative electric braking, the air-electric interlocking solenoid valve is controlled to be adjusted from the first state to the second state so that the locomotive operates in a braking mode of regenerative electric braking.

2. The method according to claim 1, characterized in that: If the brake cylinder and the train pipe of the locomotive are both provided with pressure sensors for detecting pressure values, then generating a brake control instruction for the locomotive according to the brake cylinder pressure detection information of the locomotive and the train pipe pressure detection information includes: A brake control instruction for the locomotive is generated according to the brake cylinder pressure value and the train pipe pressure value.

3. The method according to claim 2, characterized in that Generating a brake control instruction for the locomotive according to the brake cylinder pressure value and the train pipe pressure value, including: If the brake cylinder pressure value is within a first preset range and the train pipe pressure value is a fixed preset value, a brake control instruction for instructing to perform air braking is generated; If the brake cylinder pressure value is within a first preset range and the train pipe pressure value is within a second preset range, a brake control instruction is generated to instruct execution of regenerative electric braking.

4. The method according to claim 2, characterized in that: If the brake cylinder and the train pipe of the locomotive are both provided with a pressure switch for detecting switch change information, then the generating of the brake control instruction for the locomotive according to the brake cylinder pressure value and the train pipe pressure value also includes: A brake control instruction for the locomotive is generated according to the brake cylinder pressure value, the train pipe pressure value, the brake cylinder switch change information and the train pipe switch change information.

5. The method according to claim 4, characterized in that Generate a brake control instruction for the locomotive according to the brake cylinder pressure value, the train pipe pressure value, the brake cylinder switch change information and the train pipe switch change information, including: If the brake cylinder pressure value is within a first preset range, the train pipe pressure value is a fixed preset value, the brake cylinder switch change information indicates a change, and the train pipe switch change information indicates no change, a brake control instruction for executing air braking is generated; If the brake cylinder pressure value is within a first preset range, and the train pipe pressure value is within a second preset range, and both the brake cylinder switch change information and the train pipe switch change information indicate changes, a brake control instruction for executing regenerative electric braking is generated.

6. The method according to claim 3 or 5, characterized in that The method further comprises: If the brake cylinder pressure value is within a third preset range, the brake control instruction is not generated; wherein the upper limit value within the third preset range is not greater than the lower limit value within the first preset range.

7. The method according to claim 1, characterized in that The train pipe of the locomotive is provided with a pressure sensor, and after controlling the air-electric interlocking solenoid valve to be adjusted from the first state to the second state, the method further comprises: Obtaining a target train pipe pressure reduction amount of the locomotive according to a train pipe pressure value of the locomotive and a maximum train pipe pressure value for performing regenerative electric braking; The regenerative braking force is determined according to the target train pipe decompression amount and the braking force generation rule of the locomotive.

8. The method according to claim 7, characterized in that Determining the regenerative braking force according to the target train pipe decompression amount and the braking force generation rule of the locomotive includes: Determining a ratio of the target train pipe decompression amount to a maximum service brake train pipe decompression amount; The regenerative braking force is determined according to the product of the ratio and the maximum air brake force for performing air braking.

9. The method according to claim 7 or 8, characterized in that: The method further comprises: The components to be charged of the locomotive are charged by utilizing the feedback electric energy generated based on the regenerative braking force.

10. An air-electricity joint control device, characterized in that: Applicable to locomotives equipped with air-electric interlocking solenoid valves; the device comprises: A brake control instruction generating unit, used to generate a brake control instruction for the locomotive according to the brake cylinder pressure detection information and the train pipe pressure detection information of the locomotive; The brake unit is used to control the air-electric interlocking solenoid valve to adjust from a first state to a second state if the brake control instruction indicates to perform regenerative electric braking, so that the locomotive operates in a braking mode of regenerative electric braking.

11. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the method according to any one of claims 1 to 9 is implemented.

12. An electronic device, characterized in that: include: processor; A memory, configured to store executable instructions of the processor; The processor is configured to perform the method of any one of claims 1 to 9 by executing the executable instructions.

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