A rail locomotive operation control method, device and locomotive control equipment

Abstract

The present invention provides a rail locomotive operation control method, device and locomotive control equipment. The rail locomotive operation control method obtains wheel speed data, positioning data and load data of the rail locomotive during operation, determines state difference data of the rail locomotive according to the wheel speed data and positioning data, and determines the idling value of the rail locomotive based on the state difference data and load data. If the idling value is greater than a preset abnormal idling threshold, it is determined that the rail locomotive is in an abnormal idling state, and the rail locomotive is braked or sanded according to the idling value. The present invention improves the accuracy of the idling value, and on the basis of improving the accuracy of the idling value, improves the accuracy of abnormal idling state detection, and then when the rail locomotive idles abnormally, control measures can be taken in time to effectively reduce the time of abnormal idling of the locomotive and reduce the damage caused by the abnormal idling to the locomotive.

Description

Technical Field

[0001] The present invention relates to the technical field of rail locomotive control, and in particular to a rail locomotive operation control method, device and locomotive control equipment. Background Art

[0002] Rail locomotives operate through the interaction between wheels and rails. However, abnormal idling is inevitable during operation. For example, during the starting phase of the locomotive, abnormal idling may occur due to insufficient wheel-rail friction caused by factors such as rain, oil, or ice and snow. For another example, when the locomotive is heavily loaded during travel, abnormal idling may occur when the locomotive engine cannot pull or push the load during the rising stage of speed.

[0003] At present, most rail locomotives (for example, GK1C rail locomotives) do not have devices to detect locomotive idling. When abnormal idling occurs during locomotive operation, the driver can only judge whether idling occurs and perform operation control based on his experience. However, for novice drivers, it is impossible to accurately judge when the locomotive is idling abnormally, and long-term abnormal idling of the locomotive will lead to problems such as engine overheating damage, track wear, and fuel loss. For a small number of rail locomotives, idling detection is performed by complex track modification or data collection, but this method is not universal and the detection accuracy is not high. Summary of the invention

[0004] In view of the above-mentioned shortcomings of the prior art, the present application provides a railway locomotive operation control method, device and locomotive control equipment to solve the above-mentioned technical problems.

[0005] According to one aspect of an embodiment of the present application, a method for controlling the operation of a rail locomotive is provided, comprising: acquiring wheel speed data, positioning data and load data of a rail locomotive during operation; determining state difference data of the rail locomotive according to the wheel speed data and the positioning data; determining an idling value of the rail locomotive based on the state difference data and the load data; if the idling value is greater than a preset abnormal idling threshold, determining that the rail locomotive is in an abnormal idling state, and performing braking control or sand spreading control on the rail locomotive according to the idling value.

[0006] In one embodiment of the present application, if the state difference data includes a speed difference value and an acceleration difference value, then the process of determining the idling value of the rail locomotive based on the state difference data and the load data includes: determining the driving speed weight value, the driving acceleration weight value and the load state weight value according to the speed difference value and the preset speed weight value, the acceleration difference value and the preset acceleration weight value, the load data and the preset load weight value, respectively; determining the idling value according to the speed difference value and the driving speed weight value, the acceleration difference value and the driving acceleration weight value, the load data and the load state weight value.

[0007] In one embodiment of the present application, the process of performing braking control or sand spreading control on the rail locomotive according to the idling value includes: determining the braking force of the rail locomotive according to the idling value, the preset abnormal idling threshold and the preset braking force threshold, and performing braking control on the rail locomotive by means of the braking force; and, in the process of performing braking control on the rail locomotive, obtaining the real-time brake cylinder air pressure and the real-time idling value, and determining the control strategy for the rail locomotive according to the real-time brake cylinder air pressure and the real-time idling value; the control strategy includes: stop braking control, continue braking control, and sand spreading control; the real-time brake cylinder air pressure is positively correlated with the braking force of the rail locomotive during the braking control process.

[0008] In one embodiment of the present application, the process of determining the control strategy for the rail locomotive based on the real-time brake cylinder air pressure and the real-time idling value includes: if the real-time idling value is greater than the first abnormal idling threshold, or if the real-time brake cylinder air pressure increases, the continued braking control and the sand spreading control are used as the control strategy; the first abnormal idling threshold is greater than the preset abnormal idling threshold; if the real-time idling value is less than or equal to the preset abnormal idling threshold, or the real-time brake cylinder air pressure is less than or equal to the preset cylinder air pressure threshold, the stop braking control is used as the control strategy; the preset cylinder air pressure threshold is positively correlated with the preset braking force threshold; if the real-time idling value is greater than the preset abnormal idling threshold and the real-time idling value is less than or equal to the first abnormal idling threshold, and the real-time brake cylinder air pressure has not increased, the continued braking control is used as the control strategy.

[0009] In one embodiment of the present application, after the sand spreading control is used as the control strategy, the method also includes: calculating the difference between the real-time idling value and the first abnormal idling threshold, recorded as the idling difference; determining the sand spreading opening of the sand spreading component according to the idling difference; the sand spreading opening is positively correlated with the idling difference; based on the sand spreading opening, generating a sand spreading control instruction, and performing sand spreading control through the sand spreading control instruction.

[0010] In one embodiment of the present application, the process of determining the control strategy for the rail locomotive based on the real-time brake cylinder air pressure and the real-time idling value includes: obtaining historical control data of the rail locomotive; the historical control data includes historical brake cylinder air pressure, historical idling value and historical control strategy; the historical control strategy includes stop braking control, continue braking control, sand spreading control, and sand spreading opening; according to the correspondence between the historical brake cylinder air pressure, the historical idling value and the historical control strategy, a locomotive control model is constructed and the locomotive control model is trained to obtain a rail locomotive control model; the real-time brake cylinder air pressure and the real-time idling value are input into the rail locomotive control model to obtain the control strategy.

[0011] In one embodiment of the present application, before obtaining the positioning data of the rail locomotive during operation, the method also includes: obtaining the satellite positioning data of the rail locomotive; if the satellite positioning data meets the preset accuracy condition, using the satellite positioning data as the positioning data; the preset accuracy condition includes: the satellite positioning data is a fixed solution, or, when the satellite positioning data is a non-fixed solution, the signal-to-noise ratio of the satellite positioning data is greater than or equal to a preset signal-to-noise ratio threshold, and the geometric attenuation factor of the satellite positioning data is less than or equal to a preset accuracy factor threshold; if the satellite positioning data does not meet the preset accuracy condition, the inertial measurement data of the rail locomotive is used as the positioning data.

[0012] In one embodiment of the present application, the process of determining the state difference data of the rail locomotive according to the wheel speed data and the positioning data includes: determining the wheel speed and the wheel acceleration based on the wheel speed data and the wheel radius; determining the current travel speed and the current acceleration of the rail locomotive according to the positioning data; calculating the difference between the wheel travel speed and the current travel speed to obtain a speed difference value; and calculating the difference between the wheel acceleration and the current acceleration to obtain an acceleration difference value; using the speed difference value and the acceleration difference value as the state difference data.

[0013] According to one aspect of an embodiment of the present application, a rail locomotive operation control device is provided, comprising: a data acquisition module, used to obtain wheel speed data, positioning data and load data of the rail locomotive during operation; a difference determination module, used to determine the state difference data of the rail locomotive according to the wheel speed data and the positioning data; an idling value determination module, used to determine the idling value of the rail locomotive based on the state difference data and the load data; a locomotive control module, used to determine that the rail locomotive is in an abnormal idling state if the idling value is greater than a preset abnormal idling threshold, and perform braking control or sand spreading control on the rail locomotive according to the idling value.

[0014] According to one aspect of an embodiment of the present application, a locomotive control device is provided, the locomotive control device comprising: one or more processors; a storage device for storing one or more programs, when the one or more programs are executed by the one or more processors, the locomotive control device implements the railway locomotive operation control method as described above.

[0015] According to one aspect of an embodiment of the present application, a locomotive is provided, wherein the locomotive includes the railway locomotive operation control device as described above or the locomotive control equipment as described above.

[0016] According to one aspect of an embodiment of the present application, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor of a computer, the computer executes the above-mentioned railway locomotive operation control method.

[0017] Beneficial effects of the present invention: The present invention obtains wheel speed data, positioning data and load data of a rail locomotive during operation, determines state difference data of the rail locomotive according to the wheel speed data and positioning data, determines an idling value of the rail locomotive based on the state difference data and the load data, and if the idling value is greater than a preset abnormal idling threshold, determines that the rail locomotive is in an abnormal idling state, and performs braking control or sand spreading control on the rail locomotive according to the idling value. In the above process, the idling value of the rail locomotive is determined by comprehensively considering the state difference data and the load data, thereby improving the accuracy of the idling value. On the basis of improving the accuracy of the idling value, the accuracy of abnormal idling state detection is improved, and then when the rail locomotive idles abnormally, control measures can be taken in time to effectively reduce the time of abnormal idling of the locomotive and reduce the damage caused by abnormal idling to the locomotive; in addition, the positioning data depends on the Global Navigation Satellite System (GNSS) or the Inertial Measurement Unit (IMU), and there is no need to install other positioning data acquisition equipment or modify the track, which has the characteristics of strong applicability and low cost.

[0018] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The drawings herein are incorporated into the specification and constitute a part of the specification, showing embodiments consistent with the present application, and together with the specification, are used to explain the principles of the present application. Obviously, the drawings described below are only some embodiments of the present application, and for those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative work. In the drawings:

[0020] Figure 1 is a schematic diagram of an exemplary system architecture shown in an exemplary embodiment of the present application;

[0021] Figure 2 is a flow chart of a rail vehicle operation control method shown in an exemplary embodiment of the present application;

[0022] Figure 3 A block diagram of a rail vehicle operation control device suitable for implementing an embodiment of the present application is shown;

[0023] Figure 4 A schematic diagram of the structure of a computer system suitable for implementing a locomotive control device of an embodiment of the present application is shown. DETAILED DESCRIPTION

[0024] Here, exemplary embodiments will be described in detail, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are only examples of devices and methods consistent with some aspects of the present application as detailed in the attached claims.

[0025] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities may be implemented in software form, or in one or more hardware modules or integrated circuits, or in different networks and / or processor devices and / or microcontroller devices.

[0026] The flowcharts shown in the accompanying drawings are only exemplary and do not necessarily include all the contents and operations / steps, nor must they be executed in the order described. For example, some operations / steps can be decomposed, and some operations / steps can be combined or partially combined, so the actual execution order may change according to actual conditions.

[0027] The term "multiple" as used in this application refers to two or more than two. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. The character " / " generally indicates that the related objects are in an "or" relationship.

[0028] The technical solution of the embodiment of the present application involves related technologies such as welding of steel structure parts, which is specifically described by the following embodiments:

[0029] Figure 1 It is a schematic diagram of an exemplary system architecture shown in an exemplary embodiment of the present application.

[0030] Reference Figure 1 As shown, the system architecture may include an acquisition device 101 and a locomotive control device 102. The locomotive control device 102 may be at least one of a desktop graphics processing unit (GPU) computer, a GPU computing cluster, a neural network computer, etc. Relevant technicians may use the locomotive control device 102 to obtain wheel speed data, positioning data, and load data of the rail locomotive during operation, determine the state difference data of the rail locomotive based on the wheel speed data and positioning data, determine the idling value of the rail locomotive based on the state difference data and load data, and if the idling value is greater than a preset abnormal idling threshold, determine that the rail locomotive is in an abnormal idling state, and perform braking control or sand spreading control on the rail locomotive based on the idling value. The collection device 101 is used to collect wheel speed data, positioning data and load data. In this embodiment, the collection device 101 includes a wheel speed meter, a global navigation satellite system, an inertial measurement unit, a weighing system, etc. The wheel speed data is collected through the wheel speed meter, etc., the positioning data is collected through the global navigation satellite system or the inertial measurement unit, etc., and the load data is collected through the weighing system, etc., and provided to the locomotive control device 102 for processing.

[0031] Schematically, after obtaining the wheel speed data, positioning data and load data of the acquisition device 101, the locomotive control device 102 determines the state difference data of the rail locomotive according to the wheel speed data and the positioning data, and determines the idling value of the rail locomotive based on the state difference data and the load data. If the idling value is greater than the preset abnormal idling threshold, it is determined that the rail locomotive is in an abnormal idling state, and the rail locomotive is braked or sanded according to the idling value. In the above process, the idling value of the rail locomotive is determined by comprehensively considering the state difference data and the load data, thereby improving the accuracy of the idling value. On the basis of improving the accuracy of the idling value, the accuracy of abnormal idling state detection is improved, and then when the rail locomotive idles abnormally, control measures can be taken in time to effectively reduce the time of abnormal idling of the locomotive and reduce the damage caused by abnormal idling to the locomotive. In addition, the positioning data relies on the global navigation satellite system or the inertial measurement unit, and there is no need to install other positioning data acquisition equipment or modify the track, which has the characteristics of strong applicability and low cost.

[0032] It should be noted that the rail locomotive operation control method provided in the embodiment of the present application is generally executed by the locomotive control device 102 , and accordingly, the rail locomotive operation control device is generally arranged in the locomotive control device 102 .

[0033] The implementation details of the technical solution of the embodiment of the present application are described in detail below:

[0034] Figure 2 is a flow chart of a railway locomotive operation control method shown in an exemplary embodiment of the present application. The railway locomotive operation control method can be executed by a computing and processing device. The computing and processing device can be Figure 1 The locomotive control device 102 shown in FIG. Figure 2 As shown, the rail vehicle operation control method at least includes steps S210 to S240, which are described in detail as follows:

[0035] In step S210, wheel speed data, positioning data and load data of the rail vehicle during operation are obtained. In one embodiment of the present application, the wheel speed data is collected by a wheel speed meter, etc., the positioning data is collected by a global navigation satellite system or an inertial measurement unit, etc., and the load data is obtained from a weighing system or a dispatching system through an external interface.

[0036] In step S220, the state difference data of the rail vehicle is determined according to the wheel speed data and the positioning data. In one embodiment of the present application, the state difference data includes a speed difference value and an acceleration difference value. The process of determining the speed difference value and the acceleration difference value according to the wheel speed data and the positioning data includes: determining the wheel travel speed and the wheel acceleration based on the wheel speed data and the wheel radius; determining the current travel speed and the current acceleration of the rail vehicle according to the positioning data; calculating the difference between the wheel travel speed and the current travel speed to obtain the speed difference value; and calculating the difference between the wheel acceleration and the current acceleration to obtain the acceleration difference value.

[0037] In step S230, the idling value of the rail vehicle is determined based on the state difference data and the load data. In one embodiment of the present application, the process of determining the idling value of the rail vehicle based on the state difference data and the load data includes: determining the travel speed weight value, the travel acceleration weight value and the load state weight value according to the speed difference value and the preset speed weight value, the acceleration difference value and the preset acceleration weight value, the load data and the preset load weight value, respectively; determining the idling value according to the speed difference value and the travel speed weight value, the acceleration difference value and the travel acceleration weight value, the load data and the load state weight value, and comprehensively considering the state difference data and the load data to determine the idling value of the rail vehicle, thereby improving the accuracy of the idling value.

[0038] In step S240, if the idling value is greater than the preset abnormal idling threshold, it is determined that the rail locomotive is in an abnormal idling state, and the rail locomotive is braked or sanded according to the idling value. In one embodiment of the present application, the idling value of the rail locomotive is determined by comprehensively considering the state difference data and the load data, which improves the accuracy of the idling value. On the basis of the improved accuracy of the idling value, the accuracy of the abnormal idling state detection is improved, and then when the rail locomotive idles abnormally, control measures can be taken in time to effectively reduce the time of abnormal idling of the locomotive and reduce the damage caused by abnormal idling to the locomotive; in addition, the positioning data depends on the global navigation satellite system or the inertial measurement unit, and there is no need to install other positioning data acquisition equipment or modify the track, which has the characteristics of strong applicability and low cost.

[0039] In some embodiments of the present application, the preset abnormal idling threshold may be a numerical value obtained by statistics of historical abnormal idling data, may be a reference value set based on experience, or may be based on factors such as road conditions, weather conditions, and different locomotive models, by using machine learning and other means to analyze the abnormal idling data of the locomotive under different operating conditions, thereby dynamically updating the preset abnormal idling threshold and achieving adjustment and optimization of the preset abnormal idling threshold under different operating conditions.

[0040] In one embodiment of the present application, if the state difference data includes a speed difference value and an acceleration difference value, then based on the state difference data and the load data, the process of determining the idling value of the rail vehicle includes:

[0041] According to the speed difference value and the preset speed weight value, the acceleration difference value and the preset acceleration weight value, the load data and the preset load weight value, the driving speed weight value, the driving acceleration weight value and the load state weight value are determined respectively. In one embodiment of the present application, the calculation formula of the driving speed weight value is as follows:

[0042]

[0043] Among them, wV represents the driving speed weight value, kv represents the preset speed weight value, V represents the speed difference value, ka represents the preset acceleration weight value, A represents the acceleration difference value, kw represents the preset load weight value, and W represents the load data.

[0044] In some embodiments of the present application, the driving speed weight value is determined in real time based on the real-time speed difference value and the preset speed weight value, the real-time acceleration difference value and the preset acceleration weight value, the real-time load data and the preset load weight value, and the real-time adjustment of the driving speed weight value is achieved, thereby improving the accuracy of the driving speed weight value.

[0045] In some embodiments of the present application, the calculation formula of the driving acceleration weight value is as follows:

[0046]

[0047] Among them, wA represents the driving acceleration weight value, ka represents the preset acceleration weight value, A represents the acceleration difference value, kv represents the preset speed weight value, V represents the speed difference value, kw represents the preset load weight value, and W represents the load data.

[0048] In some embodiments of the present application, the driving acceleration weight value is determined in real time based on the real-time speed difference value and the preset speed weight value, the real-time acceleration difference value and the preset acceleration weight value, the real-time load data and the preset load weight value, and the real-time adjustment of the driving acceleration weight value is achieved, thereby improving the accuracy of the driving acceleration weight value.

[0049] In some embodiments of the present application, the expression of the load state weight value is as follows:

[0050]

[0051] Among them, wW represents the load status weight value, kw represents the preset load weight value, W represents the load data, kv represents the preset speed weight value, V represents the speed difference value, ka represents the preset acceleration weight value, and A represents the acceleration difference value.

[0052] In some embodiments of the present application, the load status weight value is determined in real time based on the real-time speed difference value and the preset speed weight value, the real-time acceleration difference value and the preset acceleration weight value, the real-time load data and the preset load weight value, and the real-time adjustment of the load status weight value is achieved, thereby improving the accuracy of the load status weight value.

[0053] The idling value is determined according to the speed difference value and the driving speed weight value, the acceleration difference value and the driving acceleration weight value, the load data and the load state weight value. In one embodiment of the present application, the calculation formula of the idling value is as follows:

[0054] Z1=wV.V+wA.A+wW.W Formula (4)

[0055] Among them, Z1 represents the idling value, wV represents the driving speed weight value, V represents the speed difference value, wA represents the driving acceleration weight value, A represents the acceleration difference value, wW represents the load status weight value, and W represents the load data.

[0056] In some embodiments of the present application, creep refers to the micro-slip phenomenon caused by the tangential force at the contact point between the locomotive wheel and the rail. Under the action of the positive pressure of the moving wheel, an elliptical contact surface is formed at the contact point between the wheel and the rail. Due to the roughness of the contact surface, the moving wheel will produce a micro-slip when rolling on the rail. Due to the existence of creep, the displacement calculated by the wheel speed under normal driving conditions and the real displacement data of the rail locomotive will also have a certain error. Therefore, the idling value is calculated by the real-time speed difference value, real-time acceleration difference value and real-time load data of the rail locomotive, so that the rail locomotive can dynamically adjust the idling value under different operating conditions.

[0057] In some embodiments of the present application, the idling value is used to reflect the probability of abnormal idling and the severity of abnormal idling. The larger the idling value, the greater the probability of abnormal idling, and the higher the safety risk that may be caused. On the basis of the improvement of the accuracy of the driving speed weight value, the driving acceleration weight value, and the load state weight value, according to the real-time speed difference value and the driving speed weight value, the real-time acceleration difference value and the driving acceleration weight value, the real-time load data and the load state weight value, the accuracy of the calculated idling value is also improved, thereby improving the accuracy of detecting abnormal idling of the rail locomotive.

[0058] In one embodiment of the present application, the process of performing braking control or sand spreading control on the rail vehicle according to the idling value includes:

[0059] According to the idling value, the preset abnormal idling threshold and the preset braking force threshold, the braking force of the rail vehicle is determined, and the rail vehicle is braked and controlled by the braking force. In one embodiment of the present application, the expression of the braking force is as follows:

[0060] F2=F1+kz(Z1-Z2) Formula (5)

[0061] Among them, F2 represents the braking force, F1 represents the preset braking force threshold, kz represents the set conversion parameter, Z1 represents the idling value, and Z2 represents the preset abnormal idling threshold.

[0062] In some embodiments of the present application, the preset braking force threshold is a safe initial braking value. The preset braking force threshold can be selected as 50 kPa or other values. The braking force changes according to the real-time change of the idling value, which is convenient for real-time adjustment of the braking force according to the driving condition of the rail locomotive during the braking control of the rail locomotive, thereby improving the accuracy of the braking control of the rail locomotive, so as to reduce the probability of danger caused by wheel locking due to excessive braking force, or reduce the probability of danger caused by abnormal idling of the wheels due to insufficient braking force.

[0063] In some embodiments of the present application, the intelligent braking system of the rail locomotive monitors the difference between the idling value and the preset abnormal idling threshold in real time, and automatically adjusts the braking force by calculating according to formula (5), thereby adjusting the braking force of the rail locomotive.

[0064] And, in the process of braking control of the rail locomotive, the real-time brake cylinder air pressure and the real-time idling value are obtained, and the control strategy for the rail locomotive is determined according to the real-time brake cylinder air pressure and the real-time idling value. In one embodiment of the present application, the control strategy includes: stop braking control, continue braking control, and sand spreading control; the real-time brake cylinder air pressure is positively correlated with the braking force of the rail locomotive during the braking control process. The process of determining the control strategy for the rail locomotive according to the real-time brake cylinder air pressure and the real-time idling value includes: if the real-time idling value is greater than the first abnormal idling threshold, or if the real-time brake cylinder air pressure increases, then the braking control and sand spreading control will be continued as the control strategy; the first abnormal idling threshold is greater than the preset abnormal idling threshold; if the real-time idling value is less than or equal to the preset abnormal idling threshold, or the real-time brake cylinder air pressure is less than or equal to the preset cylinder air pressure threshold, then the braking control will be stopped as the control strategy; the preset cylinder air pressure threshold is positively correlated with the preset braking force threshold; if the real-time idling value is greater than the preset abnormal idling threshold and the real-time idling value is less than or equal to the first abnormal idling threshold, and the real-time brake cylinder air pressure has not increased, then the braking control will be continued as the control strategy, and the control strategy for the rail locomotive is adjusted in real time according to the comparison result of the real-time idling value with the first abnormal idling threshold, the preset abnormal idling threshold, and the change of the real-time brake cylinder air pressure, which is conducive to improving the accuracy of controlling the rail locomotive.

[0065] In one embodiment of the present application, the process of determining the control strategy for the rail vehicle according to the real-time brake cylinder air pressure and the real-time idling value includes:

[0066] If the real-time idling value is greater than the first abnormal idling threshold, or if the real-time brake cylinder wind pressure increases, braking control and sand spreading control will continue as the control strategy; in one embodiment of the present application, the first abnormal idling threshold is greater than the preset abnormal idling threshold. If the real-time idling value increases, or the real-time idling value is greater than the first abnormal idling threshold, it means that the braking control has not achieved the ideal control effect. Therefore, sand spreading control is performed on the basis of braking control, thereby further strengthening the abnormal idling control of the rail locomotive.

[0067] If the real-time idling value is less than or equal to the preset abnormal idling threshold, or the real-time brake cylinder wind pressure is less than or equal to the preset cylinder wind pressure threshold, then the braking control is stopped as a control strategy. In one embodiment of the present application, the preset cylinder wind pressure threshold is positively correlated with the preset braking force threshold. When the real-time idling value becomes smaller and the real-time idling value is less than or equal to the preset abnormal idling threshold, or the real-time brake cylinder wind pressure becomes smaller and the real-time brake cylinder wind pressure is less than or equal to the preset cylinder wind pressure threshold, it means that the braking control has achieved an ideal control effect, and the rail locomotive has recovered from the abnormal idling state to the normal driving state, therefore, the braking control is stopped.

[0068] If the real-time idling value is greater than the preset abnormal idling threshold value and the real-time idling value is less than or equal to the first abnormal idling threshold value, and the real-time brake cylinder air pressure has not increased, the braking control will continue as the control strategy. In one embodiment of the present application, if the real-time idling value is greater than the preset abnormal idling threshold value and the real-time idling value is less than or equal to the first abnormal idling threshold value, and the real-time brake cylinder air pressure has not increased, it means that the braking control has achieved a certain control effect when controlling the rail locomotive. Since the rail locomotive is still in an abnormal idling state, the braking control needs to be continued.

[0069] In one embodiment of the present application, after using sand spreading control as a control strategy, the rail vehicle operation control method further includes:

[0070] The difference between the real-time idling value and the first abnormal idling threshold is calculated and recorded as the idling difference. In one embodiment of the present application, after the sand spreading control is used as the control strategy, the larger the real-time idling value, the larger the idling difference, indicating that the abnormal idling of the rail vehicle is more serious.

[0071] The sand spreading opening of the sand spreading component is determined according to the idling difference. In one embodiment of the present application, the sand spreading opening is positively correlated with the idling difference; the function of the sand spreading component is to increase the friction between the wheel and the contact surface by releasing sand or other particles, thereby improving traction and braking force. The sand spreading opening of the sand spreading component can be achieved by the opening of the valve, and the amount of sand spreading is controlled by the size of the valve opening.

[0072] Based on the sand spreading opening, a sand spreading control instruction is generated, and sand spreading control is performed through the sand spreading control instruction. In one embodiment of the present application, the process of generating a sand spreading control instruction based on the sand spreading opening can be implemented by the process of generating a sand spreading control instruction based on the sand spreading opening in the relevant technical data, and no specific limitation is made here. In the process of sand spreading control, the sand spreading opening of the sand spreading component can be adjusted according to the difference between the real-time idling value and the first abnormal idling threshold, so as to adjust the sand spreading amount of the sand spreading component in real time.

[0073] In one embodiment of the present application, the process of determining the control strategy for the rail vehicle according to the real-time brake cylinder air pressure and the real-time idling value includes:

[0074] The historical control data of the rail vehicle is obtained; the historical control data includes the historical brake cylinder air pressure, the historical idling value and the historical control strategy. In one embodiment of the present application, the historical control strategy includes stop braking control, continue braking control, sand spreading control and sand spreading opening; the historical control data may be all control data before the current moment, or may be control data within a period of time before the current moment, which is not specifically limited here.

[0075] According to the correspondence between the historical brake cylinder air pressure, the historical idling value and the historical control strategy, a locomotive control model is constructed and trained to obtain a rail locomotive control model. In one embodiment of the present application, the locomotive control model can select a decision tree model, a neural network model, etc., which are not specifically limited here. The locomotive control model is trained based on the correspondence between the historical brake cylinder air pressure, the historical idling value and the historical control strategy, thereby improving the accuracy of the control strategy output by the rail locomotive control model.

[0076] The real-time brake cylinder air pressure and the real-time idling value are input into the rail locomotive control model to obtain the control strategy. In one embodiment of the present application, the real-time brake cylinder air pressure and the real-time idling value are input into the rail locomotive control model, and the real-time control strategy is output. The rail locomotive is controlled by the real-time control strategy, thereby improving the accuracy of controlling the rail locomotive.

[0077] In one embodiment of the present application, before obtaining the positioning data of the rail locomotive during operation, the rail locomotive operation control method further includes:

[0078] Obtain satellite positioning data of the rail vehicle. In one embodiment of the present application, the satellite positioning data is collected by a global navigation satellite system. The core principle of the global navigation satellite system is to calculate the specific location of the device on the earth by receiving signals from multiple satellites using a triangulation method.

[0079] If the satellite positioning data meets the preset accuracy condition, the satellite positioning data is used as the positioning data. In one embodiment of the present application, the preset accuracy condition includes: the satellite positioning data is a fixed solution, or, when the satellite positioning data is a non-fixed solution, the signal-to-noise ratio (SNR) of the satellite positioning data is greater than or equal to the preset signal-to-noise ratio threshold, and the geometric dilution of precision (GDOP) of the satellite positioning data is less than or equal to the preset precision factor threshold, the larger the signal-to-noise ratio, the better the signal quality, the smaller the geometric dilution of precision, and the higher the positioning accuracy. When the global navigation satellite system supports real-time differential function (i.e. real-time dynamic positioning function) and has a fixed solution, since the fixed solution is a high-precision positioning solution based on carrier phase observation, the signal-to-noise ratio and geometric precision attenuation factor of the fixed solution are not limited, or the restrictions on the signal-to-noise ratio and geometric precision attenuation factor of the fixed solution are reduced; when the satellite positioning data is a non-fixed solution (for example, a single-point positioning solution, a pseudorange difference decomposition, a combined estimation solution, a floating solution), the preset signal-to-noise ratio threshold can be set to a higher value, for example, 45dB, and the preset precision factor threshold can be set to a lower value, for example, 2.5. When the satellite positioning data is an invalid solution, the satellite positioning data is unavailable. The satellite positioning data is screened by setting the preset precision conditions, thereby meeting the precision requirements of the positioning data.

[0080] If the satellite positioning data does not meet the preset accuracy conditions, the inertial measurement data of the rail locomotive is used as the positioning data. In one embodiment of the present application, the inertial measurement data is collected by an inertial measurement unit. When the train is in severe obstruction or bad weather, the satellite positioning data collected by the global navigation satellite system may be discontinuous or unavailable for a short period of time. At this time, the fusion positioning system of the rail locomotive will perform positioning based on the inertial measurement data collected by the inertial measurement unit. In this case, the inertial measurement unit can provide relatively continuous position information (calculated from the inertial measurement data), which can effectively make up for the lack of satellite positioning data.

[0081] In some embodiments of the present application, the fusion positioning system detects in real time whether the status of the inertial measurement unit device and the change trend of the inertial measurement unit data in the previous period of time (for example, 10s) are reasonable (for example, if the slope change of the inertial measurement unit data curve exceeds a preset slope threshold, the inertial measurement unit data is determined to be unreliable), and when the slope change of the inertial measurement unit data curve exceeds the preset slope threshold for multiple times (for example, 3 or 5 times within a set predetermined time), it is necessary to check the stability of the inertial measurement unit device.

[0082] In one embodiment of the present application, the process of determining the state difference data of the rail vehicle according to the wheel speed data and the positioning data includes:

[0083] Based on the wheel speed data and the wheel radius, the wheel speed and the wheel acceleration are determined. In one embodiment of the present application, based on the wheel speed data and the wheel radius, the process of determining the wheel speed and the wheel acceleration includes: determining the wheel circumference through the wheel radius; calculating the product of the wheel circumference and the wheel speed data to obtain the wheel travel distance; using the wheel travel distance per unit time as the wheel travel speed; and using the change in the wheel travel speed per unit time as the wheel acceleration.

[0084] According to the positioning data, the current travel speed and current acceleration of the rail locomotive are determined. In one embodiment of the present application, when the positioning data is satellite positioning data, the satellite positioning data includes the latitude and longitude coordinates of the rail locomotive. According to the positioning data, the process of determining the current travel speed and current acceleration of the rail locomotive includes: determining the displacement of the rail locomotive according to the latitude and longitude coordinates of the rail locomotive; taking the displacement per unit time as the current travel speed; and taking the change in the current travel speed per unit time as the current acceleration. When the positioning data is inertial measurement data, the inertial measurement data includes the real-time acceleration of the rail locomotive. According to the positioning data, the process of determining the current travel speed and current acceleration of the rail locomotive includes: taking the real-time acceleration of the rail locomotive as the current acceleration; and calculating the current travel speed of the rail locomotive according to the real-time acceleration of the rail locomotive.

[0085] The difference between the wheel speed and the current speed is calculated to obtain a speed difference value; and the difference between the wheel acceleration and the current acceleration is calculated to obtain an acceleration difference value. In one embodiment of the present application, when the difference between the wheel speed and the current speed is within the allowable error range and the difference between the wheel acceleration and the current acceleration is within the allowable error range, it indicates that the rail locomotive does not have abnormal idling; when the difference between the wheel speed and the current speed exceeds the allowable error range and the difference between the wheel acceleration and the current acceleration exceeds the allowable error range, it indicates that the rail locomotive has abnormal idling.

[0086] The speed difference value and the acceleration difference value are used as state difference data. In one embodiment of the present application, the state difference is characterized by the speed difference value and the acceleration difference value, so that the state difference data is more accurate. The following introduces the device embodiment of the present application, which can be used to execute the rail locomotive operation control method in the above-mentioned embodiment of the present application. For details not disclosed in the device embodiment of the present application, please refer to the embodiment of the rail locomotive operation control method mentioned above in the present application.

[0087] Figure 3 is a block diagram of a rail vehicle operation control device shown in an exemplary embodiment of the present application. The device can be applied to Figure 1 The implementation environment shown is specifically configured in the locomotive control device 102. The device can also be applied to other exemplary implementation environments and specifically configured in other devices. This embodiment does not limit the implementation environment to which the device is applied.

[0088] like Figure 3 As shown, the exemplary rail locomotive operation control device comprises:

[0089] The data acquisition module 301 is used to obtain wheel speed data, positioning data and load data of the rail vehicle during operation.

[0090] The difference determination module 302 is used to determine the state difference data of the rail vehicle according to the wheel speed data and the positioning data.

[0091] The idling value determination module 303 is used to determine the idling value of the rail vehicle based on the state difference data and the load data.

[0092] The locomotive control module 304 is used to determine that the rail locomotive is in an abnormal idling state if the idling value is greater than a preset abnormal idling threshold, and perform braking control or sand spreading control on the rail locomotive according to the idling value.

[0093] In one embodiment of the present application, wheel speed data is collected by a wheel speed meter, etc., positioning data is collected by a global navigation satellite system or an inertial measurement unit, etc., and load data is obtained from a weighing system or a dispatching system through an external interface.

[0094] In some embodiments of the present application, the state difference data includes a speed difference value and an acceleration difference value. The process of determining the speed difference value and the acceleration difference value according to the wheel speed data and the positioning data includes: determining the wheel speed and the wheel acceleration based on the wheel speed data and the wheel radius; determining the current driving speed and the current acceleration of the rail locomotive according to the positioning data; calculating the difference between the wheel driving speed and the current driving speed to obtain the speed difference value; and calculating the difference between the wheel acceleration and the current acceleration to obtain the acceleration difference value.

[0095] In some embodiments of the present application, the process of determining the idling value of a rail locomotive based on state difference data and load data includes: determining the driving speed weight value, the driving acceleration weight value and the load state weight value according to the speed difference value and the preset speed weight value, the acceleration difference value and the preset acceleration weight value, the load data and the preset load weight value, respectively; determining the idling value according to the speed difference value and the driving speed weight value, the acceleration difference value and the driving acceleration weight value, the load data and the load state weight value, and comprehensively considering the state difference data and the load data to determine the idling value of the rail locomotive, thereby improving the accuracy of the idling value.

[0096] In some embodiments of the present application, the idling value of the rail locomotive is determined by comprehensively considering the state difference data and the load data, thereby improving the accuracy of the idling value. On the basis of improving the accuracy of the idling value, the accuracy of abnormal idling state detection is improved, and thus when the rail locomotive idles abnormally, control measures can be taken in time to effectively reduce the time of abnormal idling of the locomotive and reduce the damage caused by abnormal idling to the locomotive; in addition, the positioning data relies on the global navigation satellite system or the inertial measurement unit, and there is no need to install other positioning data acquisition equipment or modify the track, which has the characteristics of strong applicability and low cost.

[0097] In some embodiments of the present application, the preset abnormal idling threshold may be a numerical value obtained by statistics of historical abnormal idling data, may be a reference value set based on experience, or may be based on factors such as road conditions, weather conditions, and different locomotive models, by using machine learning and other means to analyze the abnormal idling data of the locomotive under different operating conditions, thereby dynamically updating the preset abnormal idling threshold and achieving adjustment and optimization of the preset abnormal idling threshold under different operating conditions.

[0098] It should be noted that the rail locomotive operation control device provided in the above embodiment and the rail locomotive operation control method provided in the above embodiment belong to the same concept, wherein the specific manner in which each module and unit performs the operation has been described in detail in the method embodiment, and will not be repeated here. In actual application, the rail locomotive operation control device provided in the above embodiment can allocate the above functions to different functional modules as needed, that is, divide the internal structure of the device into different functional modules to complete all or part of the functions described above, and this is not limited here.

[0099] An embodiment of the present application also provides a locomotive control device, including: one or more processors; a storage device for storing one or more programs, when the one or more programs are executed by one or more processors, the locomotive control device implements the rail locomotive operation control method provided in the above-mentioned embodiments.

[0100] An embodiment of the present application further provides a locomotive, the locomotive comprising a rail locomotive operation control device as provided in each of the above embodiments or a locomotive control device as provided in each of the above embodiments.

[0101] Figure 4 The structure diagram of the computer system suitable for implementing the locomotive control device of the embodiment of the present application is shown. It should be noted that: Figure 4 The computer system 400 of the locomotive control device shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0102] like Figure 4 As shown, the computer system 400 includes a central processing unit (CPU) 401, which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM) 402 or the program loaded from the storage part 408 to the random access memory (RAM) 403, such as executing the method in the above embodiment. In the RAM 403, various programs and data required for system operation are also stored. The CPU 401, ROM 402 and RAM 403 are connected to each other through a bus 404. An input / output (I / O) interface 405 is also connected to the bus 404.

[0103] The following components are connected to the I / O interface 405: an input section 406 including a keyboard, a mouse, etc.; an output section 407 including a cathode ray tube (CRT), a liquid crystal display (LCD), etc., and a speaker, etc.; a storage section 408 including a hard disk, etc.; and a communication section 409 including a network interface card such as a LAN (Local Area Network) card, a modem, etc. The communication section 409 performs communication processing via a network such as the Internet. A drive 410 is also connected to the I / O interface 405 as needed. A removable medium 411, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 410 as needed so that a computer program read therefrom is installed into the storage section 408 as needed.

[0104] In particular, according to an embodiment of the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present application includes a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a computer program for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication section 409, and / or installed from a removable medium 411. When the computer program is executed by a central processing unit (CPU) 401, various functions defined in the system of the present application are executed.

[0105] It should be noted that the computer-readable medium shown in the embodiment of the present application can be a computer-readable signal medium or a computer-readable storage medium or any combination of the above two. The computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination of the above. More specific examples of computer-readable storage media can include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a flash memory, an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In the present application, a computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, wherein a computer-readable computer program is carried. This propagated data signal can take a variety of forms, including but not limited to an electromagnetic signal, an optical signal, or any suitable combination of the above. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium, which may send, propagate or transmit a program for use by or in conjunction with an instruction execution system, apparatus or device. A computer program contained on a computer-readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wired, etc., or any suitable combination of the above.

[0106] The flowchart and block diagram in the accompanying drawings illustrate the possible architecture, functions and operations of the system, method and computer program product according to various embodiments of the present application. Wherein, each box in the flowchart or block diagram can represent a module, a program segment, or a part of the code, and the above-mentioned module, program segment, or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart, and the combination of boxes in the block diagram or flowchart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0107] The units involved in the embodiments described in this application may be implemented by software or hardware, and the units described may also be set in a processor. The names of these units do not, in some cases, constitute limitations on the units themselves.

[0108] Another aspect of the present application also provides a computer-readable storage medium on which computer-readable instructions are stored. When the computer-readable instructions are executed by a processor of a computer, the computer is caused to execute the rail locomotive operation control method provided in each of the above embodiments. The computer-readable storage medium may be included in the locomotive control device described in the above embodiments, or may exist independently without being assembled into the locomotive control device.

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

[0110] Through the description of the above implementation methods, it is easy for those skilled in the art to understand that the example implementation methods described here can be implemented by software or by combining software with necessary hardware. Therefore, the technical solution according to the implementation methods of the present application can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a USB flash drive, a mobile hard disk, etc.) or on a network, and includes several instructions to enable a computing device (which can be a personal computer, a server, a touch terminal, or a network device, etc.) to execute the method according to the implementation methods of the present application.

[0111] Those skilled in the art will readily appreciate other embodiments of the present application after considering the specification and practicing the embodiments disclosed herein. The present application is intended to cover any variations, uses or adaptations of the present application, which follow the general principles of the present application and include common knowledge or customary technical means in the art that are not disclosed in the present application.

[0112] It should be understood that the above content is only a preferred exemplary embodiment of the present application and is not intended to limit the implementation scheme of the present application. Ordinary technicians in this field can easily make corresponding changes or modifications based on the main concept and spirit of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection required by the claims.

Claims

1. A rail vehicle operation control method, characterized in that: include: Obtain wheel speed data, positioning data and load data of rail locomotives during operation; Determining state difference data of the rail vehicle according to the wheel speed data and the positioning data; determining an idling value of the rail vehicle based on the state difference data and the load data; If the idling value is greater than a preset abnormal idling threshold, it is determined that the rail vehicle is in an abnormal idling state, and braking control or sand spreading control is performed on the rail vehicle according to the idling value.

2. The rail vehicle operation control method according to claim 1, characterized in that: If the state difference data includes a speed difference value and an acceleration difference value, then based on the state difference data and the load data, the process of determining the idling value of the rail vehicle includes: Determine the driving speed weight value, the driving acceleration weight value and the load state weight value respectively according to the speed difference value and the preset speed weight value, the acceleration difference value and the preset acceleration weight value, the load data and the preset load weight value; The idling value is determined according to the speed difference value and the driving speed weight value, the acceleration difference value and the driving acceleration weight value, the load data and the load state weight value.

3. The rail vehicle operation control method according to claim 1, characterized in that: The process of performing braking control or sand spreading control on the rail vehicle according to the idling value includes: Determining the braking force of the rail vehicle according to the idling value, the preset abnormal idling threshold and the preset braking force threshold, and performing braking control on the rail vehicle by means of the braking force; And, in the process of braking control of the rail locomotive, the real-time brake cylinder air pressure and the real-time idling value are obtained, and the control strategy for the rail locomotive is determined according to the real-time brake cylinder air pressure and the real-time idling value; the control strategy includes: stop braking control, continue braking control, and sand spreading control; the real-time brake cylinder air pressure is positively correlated with the braking force of the rail locomotive during the braking control process.

4. The rail vehicle operation control method according to claim 3, characterized in that: The process of determining the control strategy for the rail locomotive according to the real-time brake cylinder air pressure and the real-time idling value includes: If the real-time idling value is greater than the first abnormal idling threshold, or if the real-time brake cylinder wind pressure increases, the continued braking control and the sand spreading control are used as the control strategy; the first abnormal idling threshold is greater than the preset abnormal idling threshold; If the real-time idling value is less than or equal to the preset abnormal idling threshold, or the real-time brake cylinder air pressure is less than or equal to the preset cylinder air pressure threshold, the stop braking control is used as the control strategy; the preset cylinder air pressure threshold is positively correlated with the preset braking force threshold; If the real-time idling value is greater than the preset abnormal idling threshold and the real-time idling value is less than or equal to the first abnormal idling threshold, and the real-time brake cylinder air pressure has not increased, the continued braking control is used as the control strategy.

5. The rail vehicle operation control method according to claim 4, characterized in that: After the sand spreading control is used as the control strategy, the method further includes: Calculating the difference between the real-time idling value and the first abnormal idling threshold value, and recording it as the idling difference; Determining a sand spreading opening of the sand spreading component according to the idling difference; wherein the sand spreading opening is positively correlated with the idling difference; A sand spreading control instruction is generated based on the sand spreading opening, and sand spreading control is performed according to the sand spreading control instruction.

6. The rail vehicle operation control method according to claim 3, characterized in that: The process of determining the control strategy for the rail locomotive according to the real-time brake cylinder air pressure and the real-time idling value includes: Acquire historical control data of the rail vehicle; the historical control data includes historical brake cylinder air pressure, historical idling value and historical control strategy; the historical control strategy includes stop braking control, continue braking control, sand spreading control and sand spreading opening; According to the correspondence between the historical brake cylinder air pressure, the historical idling value and the historical control strategy, a locomotive control model is constructed and trained to obtain a rail locomotive control model; The real-time brake cylinder air pressure and the real-time idling value are input into the rail vehicle control model to obtain the control strategy.

7. The railway locomotive operation control method according to any one of claims 1 to 6, characterized in that: Before obtaining the positioning data of the rail vehicle during operation, the method further includes: Acquiring satellite positioning data of the rail vehicle; If the satellite positioning data meets a preset accuracy condition, the satellite positioning data is used as the positioning data; the preset accuracy condition includes: the satellite positioning data is a fixed solution, or, when the satellite positioning data is a non-fixed solution, the signal-to-noise ratio of the satellite positioning data is greater than or equal to a preset signal-to-noise ratio threshold, and the geometric attenuation factor of the satellite positioning data is less than or equal to a preset precision factor threshold; If the satellite positioning data does not meet the preset accuracy condition, the inertial measurement data of the rail vehicle is used as the positioning data.

8. The railway locomotive operation control method according to any one of claims 1 to 6, characterized in that: The process of determining the state difference data of the rail vehicle according to the wheel speed data and the positioning data comprises: Determining the wheel speed and the wheel acceleration based on the wheel speed data and the wheel radius; Determining the current travel speed and current acceleration of the rail vehicle according to the positioning data; Calculating the difference between the wheel speed and the current speed to obtain a speed difference value; and calculating the difference between the wheel acceleration and the current acceleration to obtain an acceleration difference value; The speed difference value and the acceleration difference value are used as the state difference data.

9. A rail locomotive operation control device, characterized in that: include: The data acquisition module is used to obtain the wheel speed data, positioning data and load data of the rail locomotive during operation; a difference determination module, for determining state difference data of the rail vehicle according to the wheel speed data and the positioning data; an idling value determination module, configured to determine an idling value of the rail vehicle based on the state difference data and the load data; The locomotive control module is used to determine that the rail locomotive is in an abnormal idling state if the idling value is greater than a preset abnormal idling threshold value, and to perform braking control or sand spreading control on the rail locomotive according to the idling value.

10. A locomotive control device, characterized in that: include: one or more processors; A storage device for storing one or more programs, when the one or more programs are executed by the one or more processors, enables the locomotive control device to implement the railway locomotive operation control method as described in any one of claims 1 to 7.

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