Locomotive control method, device, equipment and medium

Abstract

The invention provides a locomotive control method, device, equipment and medium, the method is executed by a locomotive control system, the locomotive control system comprises a cascade PID controller, the cascade PID controller comprises a position ring and a first speed ring, the output end of the position ring is connected with the input end of the first speed ring, and the output end of the first speed ring is connected with the output end of the second speed ring. The method comprises the steps that a current expected speed is determined by a position ring, and a first power value is determined by a speed ring; under the condition that the locomotive comprises a speed control interface and the locomotive control system is in communication connection with the speed control interface, the current expected speed is sent to the speed control interface, so that the locomotive controls the speed based on the current expected speed; under the condition that the locomotive control system is in communication connection with a power control interface of the locomotive, the first power value is sent to the power control interface, so that the locomotive controls the speed based on the first power value. The locomotive control system is compatible with the speed control interface of the locomotive and the power control interface of the locomotive, and design simplification is facilitated.

Description

Technical Field

[0001] The present application belongs to the technical field of vehicle energy consumption management, and in particular, relates to a locomotive control method, device, equipment and medium. Background Art

[0002] Traditional locomotive driving mainly relies on the manual operation of the driver, who relies on experience and skills to control the locomotive's direction, speed, braking and other key links. However, manual driving has many limitations. In order to overcome the problems caused by manual driving, locomotive unmanned control technology came into being. Locomotive unmanned control is the core of locomotive automatic driving. Through the locomotive control interface, the locomotive's direction, speed and braking can be automatically controlled. In related technologies, the locomotive control system is not compatible with multiple vehicle control interfaces, and different locomotive control systems need to be designed based on different vehicle control interfaces, which makes the program design more complicated. Summary of the invention

[0003] In view of the above-mentioned shortcomings of the prior art, the purpose of the present application is to provide a locomotive control method, device, equipment and medium to solve the above-mentioned problems.

[0004] The locomotive control method provided by the present application is executed by a locomotive control system, the locomotive control system includes a cascade PID controller, the cascade PID controller includes a position loop and a first speed loop, the output end of the position loop is connected to the input end of the first speed loop, the method includes:

[0005] The position loop receives the target position and current measured position of the locomotive;

[0006] The position loop determines a current expected speed based on the target position and the current measured position;

[0007] The first speed loop receives the current desired speed and the current measured speed of the locomotive;

[0008] The first speed loop determines a first power value based on a difference between the current desired speed and the current measured speed;

[0009] Wherein, when the locomotive includes a speed control interface and the locomotive control system is in communication connection with the speed control interface, the current desired speed is sent to the speed control interface so that the locomotive controls the vehicle speed based on the current desired speed;

[0010] When the locomotive control system is in communication connection with a power control interface of the locomotive, the first power value is sent to the power control interface so that the locomotive controls the vehicle speed based on the first power value.

[0011] In one embodiment of the present application, the method further includes:

[0012] In the case where the locomotive includes a 01 drop-safety-rise control interface, and the locomotive control system is in communication connection with the 01 drop-safety-rise control interface,

[0013] If the difference between the current measured speed and the current expected speed is greater than the upper limit of the preset interval, a first signal is output to the 01 speed reduction and rise protection control interface, wherein the first signal is used to indicate deceleration;

[0014] If the difference between the current measured speed and the current expected speed is within a preset interval, a second signal is output to the 01 drop-and-raise control interface, wherein the second signal is used to instruct to maintain the current power output;

[0015] If the difference between the current measured speed and the current expected speed is less than the lower limit of the preset interval, a third signal is output to the 01 drop-and-raise control interface, and the third signal is used to indicate acceleration.

[0016] In one embodiment of the present application, the position loop determines the current expected speed based on the target position and the current measured position, including:

[0017] Based on the target position, and the preset acceleration, deceleration and maximum speed, a trapezoidal speed curve is determined, wherein the abscissa of the trapezoidal speed curve is the time and the ordinate of the trapezoidal speed curve is the expected speed;

[0018] Based on the trapezoidal speed profile and the current measured position, the current desired speed is determined.

[0019] In one embodiment of the present application, the position loop determines the current expected speed based on the target position and the current measured position, including:

[0020] Based on the target position, and the preset acceleration, deceleration, maximum speed and flexibility parameter of the S-shaped speed curve, the S-shaped speed curve is determined, wherein the abscissa of the S-shaped speed curve is the time and the ordinate of the S-shaped speed curve is the expected speed;

[0021] The current expected speed is determined based on the S-shaped speed curve and the current measured position.

[0022] In one embodiment of the present application, the cascade PID controller further includes a second speed loop, the output end of the position loop is connected to the input end of the second speed loop, and the first speed loop receives the current desired speed and the current measured speed of the locomotive, including:

[0023] When a preset driving condition is met, the first speed loop receives the current desired speed and the current measured speed of the locomotive;

[0024] When the preset braking condition is met, the method further includes:

[0025] The second speed loop receives the current desired speed and the current measured speed of the locomotive;

[0026] The second speed loop determines a first braking value based on a difference between the current measured speed and the current expected speed;

[0027] The locomotive control system sends the first braking value to a brake interface of the locomotive to cause the locomotive to brake based on the first braking value.

[0028] In one embodiment of the present application, the locomotive includes N brake interfaces, the N brake interfaces are brake interfaces among electric brake interfaces, large brake interfaces and small brake interfaces, and N is an integer greater than 1;

[0029] The locomotive control system sends the first braking value to a brake interface of the locomotive, comprising:

[0030] The locomotive control system sequentially determines the braking values ​​corresponding to the N braking interfaces based on the priorities corresponding to the N braking interfaces and the braking intervals corresponding to the N braking interfaces;

[0031] When there are M braking interfaces among the N braking interfaces and the braking values ​​corresponding to them are not zero, the corresponding braking values ​​are sent to the M braking interfaces in sequence according to their corresponding priorities, wherein M is an integer greater than 0, and the priorities of the electric braking interface, the large gate braking interface and the small gate braking interface decrease in sequence.

[0032] In one embodiment of the present application, the locomotive includes a large brake interface and a target brake interface, and the target brake interface includes at least one of an electric brake interface and a small brake interface;

[0033] The locomotive control system sends the first braking value to a brake interface of the locomotive, comprising:

[0034] When the current measured speed of the locomotive is greater than a preset threshold, sequentially sending part of the first braking values ​​to the large brake interface until the speed of the locomotive starts to decrease;

[0035] When the speed of the locomotive starts to decrease, the remaining power value of the first braking value is sent to the target braking interface.

[0036] The locomotive control device provided by the present application includes: a cascade PID controller, the cascade PID controller includes a position loop and a first speed loop, the output end of the position loop is connected to the input end of the first speed loop, wherein:

[0037] The position loop includes a first receiving module for receiving a target position and a current measured position of the locomotive;

[0038] The position loop further includes a first determination module, configured to determine a current expected speed based on the target position and the current measured position;

[0039] The first speed loop includes a second receiving module for receiving the current desired speed and the current measured speed of the locomotive;

[0040] The first speed loop further includes a second determination module, configured for the first speed loop to determine a first power value based on a difference between the current desired speed and the current measured speed;

[0041] The device further comprises a first sending module, which is used to send the current desired speed to the speed control interface when the locomotive comprises a speed control interface and the locomotive control device is in communication connection with the speed control interface, so that the locomotive controls the vehicle speed based on the current desired speed;

[0042] The device further comprises a second sending module for sending the first power value to the power control interface of the locomotive when the locomotive control device is in communication connection with the power control interface of the locomotive, so that the locomotive controls the vehicle speed based on the first power value.

[0043] In one embodiment of the present application, the locomotive includes a 01 drop-safety-rise control interface, and the locomotive control device is communicatively connected to the 01 drop-safety-rise control interface, and the device further includes:

[0044] A second sending module, configured to output a first signal to the 01 speed reduction and rise-protection control interface if the difference between the current measured speed and the current expected speed is greater than an upper limit of a preset interval, wherein the first signal is used to indicate a deceleration;

[0045] A third sending module is used to output a second signal to the 01 drop-and-raise control interface if the difference between the current measured speed and the current expected speed is within a preset interval, wherein the second signal is used to indicate to maintain the current power output;

[0046] The fourth sending module is used to output a third signal to the 01 speed reduction and rise protection control interface if the difference between the current measured speed and the current expected speed is less than the lower limit of the preset interval, and the third signal is used to indicate acceleration.

[0047] In one embodiment of the present application, the first determining module is specifically used to:

[0048] Based on the target position, and the preset acceleration, deceleration and maximum speed, a trapezoidal speed curve is determined, wherein the abscissa of the trapezoidal speed curve is the time and the ordinate of the trapezoidal speed curve is the expected speed;

[0049] Based on the trapezoidal speed profile and the current measured position, the current desired speed is determined.

[0050] In one embodiment of the present application, the first determining module is specifically used to:

[0051] Based on the target position, and the preset acceleration, deceleration, maximum speed and flexibility parameter of the S-shaped speed curve, the S-shaped speed curve is determined, wherein the abscissa of the S-shaped speed curve is the time and the ordinate of the S-shaped speed curve is the expected speed;

[0052] The current expected speed is determined based on the S-shaped speed curve and the current measured position.

[0053] In one embodiment of the present application, the cascade PID controller further includes a second speed loop, the output end of the position loop is connected to the input end of the second speed loop, and the second receiving module is specifically used for:

[0054] When a preset driving condition is met, the first speed loop receives the current desired speed and the current measured speed of the locomotive;

[0055] The second speed loop also includes:

[0056] A third receiving module, configured to receive the current expected speed and the current measured speed of the locomotive when a preset braking condition is met;

[0057] A third determination module, configured for the second speed loop to determine a first braking value based on a difference between the current measured speed and the current expected speed;

[0058] The fifth sending module is used to send the first braking value to the braking interface of the locomotive, so that the locomotive brakes based on the first braking value.

[0059] In one embodiment of the present application, the locomotive includes N brake interfaces, the N brake interfaces are brake interfaces among electric brake interfaces, large brake interfaces and small brake interfaces, and N is an integer greater than 1;

[0060] The fifth sending module is specifically used for:

[0061] Based on the priorities corresponding to the N braking interfaces and the braking intervals corresponding to the N braking interfaces, sequentially determining the braking values ​​corresponding to the N braking interfaces;

[0062] When there are M braking interfaces among the N braking interfaces and the braking values ​​corresponding to them are not zero, the corresponding braking values ​​are sent to the M braking interfaces in sequence according to their corresponding priorities, wherein M is an integer greater than 0, and the priorities of the electric braking interface, the large gate braking interface and the small gate braking interface decrease in sequence.

[0063] In one embodiment of the present application, the locomotive includes a large brake interface and a target brake interface, and the target brake interface includes at least one of an electric brake interface and a small brake interface;

[0064] The fifth sending module is specifically used for:

[0065] When the current measured speed of the locomotive is greater than a preset threshold, sequentially sending part of the first braking values ​​to the large brake interface until the speed of the locomotive starts to decrease;

[0066] When the speed of the locomotive starts to decrease, the remaining braking value of the first braking value is sent to the target braking interface.

[0067] The electronic device provided by the present application includes:

[0068] one or more processors;

[0069] The storage device is used to store one or more programs, and when the one or more programs are executed by the one or more processors, the electronic device implements the locomotive control method.

[0070] The computer-readable storage medium provided in the present application stores a computer program thereon, and when the computer program is executed by a processor of a computer, the computer is enabled to execute the locomotive control method.

[0071] Beneficial effects of the present application: The locomotive control system in the present application can determine the current expected speed of the locomotive based on the target position and the current measured position through the position loop, and can determine the first power value based on the difference between the current expected speed and the current measured speed through the first speed loop. The locomotive control system of the present application is compatible with the speed control interface of the locomotive and the power control interface of the locomotive. When it is communicatively connected to the speed control interface, the above-mentioned expected speed can be sent to the speed control interface, and when it is communicatively connected to the power control interface, the above-mentioned first power value can be sent to the power control interface, thereby realizing vehicle speed control. It can be seen that the method of the present application can realize locomotive control without the need to design different locomotive control systems based on the speed control interface and the power control interface, which is conducive to simplifying the design.

[0072] 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

[0073] 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:

[0074] Figure 1 is one of the structural diagrams of a locomotive control system shown in an exemplary embodiment of the present application;

[0075] Figure 2 is a flow chart of a locomotive control method shown in an exemplary embodiment of the present application;

[0076] Figure 3 is a schematic diagram of a trapezoidal speed curve shown in an exemplary embodiment of the present application;

[0077] Figure 4 is a schematic diagram of an S-shaped speed curve shown in an exemplary embodiment of the present application;

[0078] Figure 5 is a second structural diagram of a locomotive control system shown in an exemplary embodiment of the present application;

[0079] Figure 6 is a schematic diagram of a braking interval shown in an exemplary embodiment of the present application;

[0080] Figure 7 is a block diagram of a locomotive control device shown in an exemplary embodiment of the present application;

[0081] Figure 8A schematic diagram of the structure of a computer system suitable for implementing an electronic device of an embodiment of the present application is shown. DETAILED DESCRIPTION

[0082] The following will describe the implementation methods of the present application with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present application from the contents disclosed in this specification. The present application can also be implemented or applied through other different specific implementation methods, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present application. It should be understood that the preferred embodiments are only for illustrating the present application, not for limiting the scope of protection of the present application.

[0083] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present application, and thus the drawings only show components related to the present application rather than being drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed at will, and the component layout may also be more complicated.

[0084] In the following description, a large number of details are discussed to provide a more thorough explanation of the embodiments of the present application. However, it is obvious to those skilled in the art that the embodiments of the present application can be implemented without these specific details. In other embodiments, well-known structures and devices are shown in the form of block diagrams rather than in detail to avoid making the embodiments of the present application difficult to understand.

[0085] In order to more clearly understand the technical solution of the present application, the background involved in the present application is explained again below.

[0086] Unmanned locomotive control is the core of locomotive automatic driving. In locomotive transportation, railway transportation has always occupied an important position and undertaken a large number of passenger and freight transportation tasks. Traditional locomotive driving mainly relies on the manual operation of the driver, who relies on experience and skills to control the locomotive's direction, speed, braking and other key links. However, this manual driving method has many limitations. First, human factors can easily lead to operational errors. For example, driver fatigue driving and lack of concentration may cause safety accidents, posing huge risks to people's lives, property and railway transportation systems. Secondly, manual driving is difficult to achieve precise optimization of locomotive operation, and it is difficult to always ensure that the locomotive operates under the most energy-saving and efficient working conditions, resulting in high energy consumption and bottlenecks in improving transportation efficiency. Furthermore, manual driving requires a large number of drivers, which undoubtedly increases the labor cost of railway operations.

[0087] To overcome the above problems, unmanned locomotive control technology has emerged. The speed of a locomotive is affected by many factors during operation, and has nonlinear and time-varying characteristics. Fuzzy control can effectively control the locomotive speed based on the driver's operating experience and control rules. For example, during the train start-up phase, fuzzy control can reasonably adjust the output power of the traction motor according to information such as train load and line slope, so that the train can accelerate smoothly and avoid sudden speed changes or excessive shocks.

[0088] The locomotive control system in the related art is not compatible with multiple vehicle control interfaces and cannot be universal. For example, the drive control of some locomotives may include a speed control interface and a power control interface, while the drive control of some locomotives may only include a speed control interface. In the related art, different locomotive control systems need to be set for the speed control interface and the power control interface, respectively, resulting in complex program design. Based on this, the present application provides a locomotive control method, device, equipment and medium for solving the above problems.

[0089] The locomotive control method according to the embodiment of the present application is first described below.

[0090] The locomotive control method of the present application is executed by a locomotive control system, see Figure 1 The locomotive control system includes a cascade PID controller, which includes a position loop 1 and a first speed loop 2 , and the output end of the position loop 1 is connected to the input end of the first speed loop 2 .

[0091] See also Figure 2 , Figure 2 is a flow chart of a locomotive control method shown in an exemplary embodiment of the present application. The method is as follows: Figure 1 The locomotive control system in the system is specifically implemented. Figure 1 As shown, in an exemplary embodiment, the locomotive control method includes at least steps S210 to S260, which are described in detail as follows:

[0092] Step S210, the position loop 1 receives the target position and current measurement position of the locomotive;

[0093] Step S220, the position loop 1 determines a current expected speed based on the target position and the current measured position;

[0094] Step S230, the first speed loop 2 receives the current expected speed and the current measured speed of the locomotive;

[0095] Step S240, the first speed loop 2 determines a first power value based on a difference between the current expected speed and the current measured speed;

[0096] Step S250, wherein, in the case where the locomotive includes a speed control interface and the locomotive control system is in communication connection with the speed control interface, the current desired speed is sent to the speed control interface so that the locomotive controls the vehicle speed based on the current desired speed;

[0097] Step S260: When the locomotive control system is in communication connection with the power control interface of the locomotive, the first power value is sent to the power control interface, so that the locomotive controls the vehicle speed based on the first power value.

[0098] In this embodiment, the position loop 1 receives the target position and the current measurement position of the locomotive, and based on preset parameters such as acceleration, maximum speed and deceleration, the current expected speed of the locomotive at the current measurement position can be determined.

[0099] The input end of the first speed loop 2 is connected to the output end of the position loop 1, specifically through a program interface. The first speed loop 2 can receive the above-mentioned current expected speed, and calculate the above-mentioned first power value based on the error between the current expected speed and the current measured speed. The locomotive is driven and controlled based on the first power value, which can make the locomotive speed close to the above-mentioned current expected speed. The first speed loop 2 adopts a discrete PID controller. The discrete PID (proportional-integral-differential) controller is a digital controller used to control process variables in the system. In the control system, the discrete PID controller calculates the control quantity based on the deviation between the given value (target value) and the actual measured value (feedback value). The specific formula of the above discrete PID is as follows:

[0100]

[0101] Where T: sampling period; k: sampling number, k = 0, 1, 2...; e(k): current error = target value - actual measured value, here is expected speed - actual measured speed; u(k): PID output.

[0102] At present, the drive control interface of the locomotive includes throttle control, torque control and speed control. Throttle control is implemented through the throttle control interface of the locomotive. The throttle control interface can receive the power value and control the throttle based on the power value, such as adjusting the throttle opening; torque control is implemented through the torque control interface of the locomotive. The torque control interface can receive the power value and control the torque based on the power value; speed control is implemented through the speed control interface of the locomotive. The speed control interface can directly receive the desired speed and adjust the current vehicle speed. Among them, the locomotive usually includes throttle control or torque control, and speed control is a control method added to some locomotives. When the above-mentioned locomotive control system is actually applied to the locomotive, it is communicated with the throttle control interface, the torque control interface or the speed control interface, and the corresponding parameters are output to the interface to adjust the vehicle speed.

[0103] When the locomotive control system is in communication connection with the power control interface of the locomotive, the first power value is sent to the power control interface. The power control interface is a throttle control interface or a torque control interface. The first speed loop 2 automatically adjusts the power output based on the current desired speed and the current measured speed, and the power control interface adjusts the throttle or torque based on the power output of the first speed loop 2, so that the vehicle speed can be close to the current desired speed.

[0104] In the case where the locomotive includes a speed control interface, and the locomotive control system is communicatively connected to the speed control interface, the current desired speed can be directly sent to the speed control interface, and the locomotive will automatically adjust the speed to the desired speed value.

[0105] The locomotive control system of the present application is compatible with the speed control interface and the power control interface of the locomotive. By adopting the method of the embodiment of the present application, locomotive control can be achieved without designing different locomotive control systems based on the speed control interface and the power control interface, which is conducive to simplifying the design.

[0106] In one embodiment of the present application, the method further includes:

[0107] In the case where the locomotive includes a 01 drop-safety-rise control interface, and the locomotive control system is in communication connection with the 01 drop-safety-rise control interface,

[0108] If the difference between the current measured speed and the current expected speed is greater than the upper limit of the preset interval, a first signal is output to the 01 drop-protection-rise control interface, wherein the first signal is used to:

[0109] If the difference between the current measured speed and the current expected speed is within a preset interval, a second signal is output to the 01 drop-and-raise control interface, wherein the second signal is used to instruct to maintain the current power output;

[0110] If the difference between the current measured speed and the current expected speed is less than the lower limit of the preset interval, a third signal is output to the 01 drop-and-raise control interface, and the third signal is used to indicate acceleration.

[0111] In this implementation, if the locomotive includes a 01 drop-protection-rise control interface, the locomotive control system in this application can also be compatible.

[0112] The above-mentioned preset interval may be a dead zone speed interval, and its specific range may be set according to experience, for example, it may be set to [-0.1, +0.1], etc. When the difference between the current measured speed and the current expected speed is within the preset interval, it means that the difference between the current measured speed and the current expected speed is small. In order to prevent frequent adjustment of the engine speed, etc., a second signal may be output, and the second signal is used to indicate to maintain the current power output, i.e., the "01 reduction, protection and increase" in the protection.

[0113] If the difference between the current measured speed and the current expected speed is greater than the upper limit of the preset interval, it means that the current measured speed is faster than the current expected speed, and a first signal can be output to the 01 reduction and guarantee rise control interface. The first signal is used to indicate deceleration, that is, the reduction in "01 reduction and guarantee rise".

[0114] If the difference between the current measured speed and the current expected speed is less than the lower limit of the preset interval, it means that the current measured speed is slower than the current expected speed, and a third signal can be output to the 01 reduction, protection and increase control interface. The third signal is used to indicate the increase in speed, that is, the increase in the "01 reduction, protection and increase".

[0115] The locomotive control system in the embodiment of the present application is also compatible with the 01 drop-safety-rise control interface, and can send corresponding signals to the 01 drop-safety-rise control interface based on the current expected speed and the current measured speed, thereby realizing locomotive control.

[0116] In one embodiment of the present application, the position loop 1 determines the current expected speed based on the target position and the current measured position, including:

[0117] Based on the target position, and the preset acceleration, deceleration and maximum speed, a trapezoidal speed curve is determined, wherein the abscissa of the trapezoidal speed curve is the time and the ordinate of the trapezoidal speed curve is the expected speed;

[0118] Based on the trapezoidal speed profile and the current measured position, the current desired speed is determined.

[0119] In this embodiment, the trapezoidal speed curve refers to a curve including an acceleration stage, a constant speed stage and a deceleration stage, and the speed in the acceleration stage and the deceleration stage changes linearly with time.

[0120] a. Acceleration phase

[0121] Initial velocity v 0 =0, acceleration is a 1 , let the acceleration time be t 1 According to the formula of uniformly accelerated linear motion, the maximum speed v max =a 1 t 1 , can be obtained Its displacement can be obtained by Calculate, and because so

[0122] b. Uniform speed stage

[0123] The speed is v max Let the uniform time be t 2 , then the displacement S 2 =v max t 2 .

[0124] c. Deceleration phase

[0125] Final speed v f =0, deceleration is a 2 , let the deceleration time be t 3 , the deceleration process can be viewed in reverse as a uniform acceleration process with an initial velocity of 0. According to the displacement formula, we can get at the same time

[0126] The total distance S is equal to S 1 +S 2 +S 3 ,Right now

[0127] Known maximum speed v max , target distance S and acceleration a 1 and deceleration a 2 , the time of the uniform speed stage can be solved by the total distance formula.

[0128] Will After deformation, we can get:

[0129]

[0130] For example, given v max =10m / s,S=200m,a 1 =2m / s 2 ,a 2 =1m / s 2 ,but:

[0131]

[0132] Based on the above formula, t 1 ,t 2 and t 3 After that, combined with v max , acceleration a 1 and deceleration a 2 , the trapezoidal speed curve can be determined. For ease of understanding, Figure 3A schematic diagram of a trapezoidal speed curve is shown as an example.

[0133] Based on the above formula for solving the trapezoidal speed curve, when the acceleration, deceleration and maximum speed are preset, the trapezoidal speed curve can be determined by inputting the target position.

[0134] After determining the trapezoidal speed curve in the embodiment of the present application, by combining the trapezoidal speed curve and the current measurement position, it can be determined whether the current ideal state is an acceleration stage or a uniform speed stage, etc., and the current expected speed corresponding to the current measurement position in the trapezoidal speed curve can be determined.

[0135] In one embodiment of the present application, the position loop 1 determines the current expected speed based on the target position and the current measured position, including:

[0136] Based on the target position, and the preset acceleration, deceleration, maximum speed and flexibility parameter of the S-shaped speed curve, the S-shaped speed curve is determined, wherein the abscissa of the S-shaped speed curve is the time and the ordinate of the S-shaped speed curve is the expected speed;

[0137] The current expected speed is determined based on the S-shaped speed curve and the current measured position.

[0138] The S-shaped speed curve is described in detail below.

[0139] a. Acceleration phase

[0140] Assume the initial velocity V start , target speed V target The target speed is the maximum speed in this application, and the acceleration a (here is mainly used for subsequent calculation of T max Etc., plays a role in the derivation of the specific speed function of the S-curve), the flexibility parameter of the S-curve, that is, the stretchability flexible.

[0141] The maximum time required to reach the target speed from the initial speed

[0142] Speed ​​function

[0143] Example calculation (hypothetical values):

[0144] Assume that the initial velocity V start =0m / s, target speed V target =10m / s, acceleration a=2m / s 2 ,flexible=2.

[0145] First calculate

[0146] The speed function in the acceleration phase is

[0147] Calculate the displacement S during the acceleration phase 1 To obtain the displacement in the acceleration phase, it is necessary to integrate the velocity function V(t) to obtain the displacement function S 1 (t) (can be determined by mathematical software), the integral result is S 1 (t) is an expression for

[0148] Assume that the end time of the acceleration phase is t 1 (That is, T max The corresponding time, in this case t 1 =5s),t 1 Substitute S 1 (t) The displacement S in the acceleration phase can be obtained 1 .

[0149] b. Uniform speed stage

[0150] Related parameters and formulas: Assume uniform speed V uniform =V target , uniform time is t 2 , then the displacement S 2 =V target t 2 .

[0151] c. Deceleration phase (same time as the acceleration phase, and can be compared to the reverse S-curve process)

[0152] Since the deceleration process takes the same time as the acceleration process, let this time be t 3 (t 3 =T max , here is 5s, taking the assumption just now as an example), the initial speed V start (Here is the speed V in the uniform speed stage uniform , that is, V target ), target speed V end = 0, acceleration a (a is negative during deceleration and the same value as during acceleration), the stretch of the S curve is flexible (the same parameters as the acceleration stage). The speed function can be compared to the acceleration stage, but the speed gradually decreases.

[0153]

[0154] Similarly, to calculate the deceleration stage displacement S 3 , the speed function V(t) in the deceleration phase needs to be integrated to obtain the displacement function S 3 (t), and then the deceleration phase end time t 3 Substitute S 3 (t) Get S3 .

[0155] Calculate the uniform acceleration time (here is the time T corresponding to the acceleration phase max , but it is more general to determine it by the total distance), because the total distance S total =S 1 +S 2 +S 3 , the total distance S is known total , initial velocity V start , target speed V target and acceleration a (determines T max ) and flexible parameters can be calculated by following the steps below:

[0156] First, the acceleration stage displacement S is obtained by the previous formula and calculation method. 1 (by integrating the velocity function and substituting it into the corresponding time), the displacement S in the deceleration phase 3 (Same integration method).

[0157] Then substitute it into the total distance formula S total =S 1 +S 2 +S 3 You can get:

[0158] S total =S 1 +V target t 2 +S 3

[0159] From this we can further deduce:

[0160]

[0161] The acceleration phase time t 1 (That is, the T mentioned above max ), can be obtained by the previously given V start 、V target Calculate a first But if you want to accurately determine the total distance, you need to constantly adjust t 1 (and the corresponding t 2 ,t 3 etc.), so that the sum of the displacements of each stage calculated by the above total distance formula is exactly equal to S total ,This process can be realized with the help of numerical calculation methods such as ,iteration.

[0162] For example, assuming the total distance S total =150m, according to the other parameters assumed above (V start =0m / s,Vtarget =10m / s,a=2m / s 2 ,flexible=2), calculate the acceleration stage displacement S by integration, etc. 1 =20m, displacement S in deceleration stage 3 =20m, then:

[0163]

[0164] The acceleration phase time (The calculation here by the initial formula just meets the conditions such as total distance. If it does not meet the conditions, it needs to be adjusted through iteration and other methods).

[0165] In this way, during the entire movement process, through the above analysis and calculation methods, the S-shaped speed curve is used to describe the acceleration and deceleration process. Combined with conditions such as the total distance, the time, displacement and other parameters of each stage can be determined to achieve a more accurate description and control of the object's movement. For ease of understanding, Figure 4 A schematic diagram of an S-shaped speed curve is shown as an example.

[0166] Based on the above formula for solving the S-shaped speed curve, when the acceleration, deceleration, maximum speed and flexible parameter flexible are preset, the S-shaped speed curve can be determined by inputting the target position.

[0167] After determining the S-shaped speed curve in the embodiment of the present application, by combining the S-shaped speed curve and the current measurement position, it can be determined whether the current ideal state is an acceleration stage or a uniform speed stage, etc., and the current expected speed corresponding to the current measurement position in the S-shaped speed curve can be determined.

[0168] In one embodiment of the present application, see Figure 5 The cascade PID controller further includes a second speed loop 3, the output end of the position loop 1 is connected to the input end of the second speed loop 3, and the first speed loop 2 receives the current desired speed and the current measured speed of the locomotive, including:

[0169] When the preset driving conditions are met, the first speed loop 2 receives the current desired speed and the current measured speed of the locomotive;

[0170] When the preset braking condition is met, the method further includes:

[0171] The second speed loop 3 receives the current desired speed and the current measured speed of the locomotive;

[0172] The second speed loop 3 determines a first braking value based on a difference between the current measured speed and the current expected speed;

[0173] The locomotive control system sends the first braking value to a brake interface of the locomotive to cause the locomotive to brake based on the first braking value.

[0174] In this implementation, when driving is required, the current desired speed and the current measured speed of the locomotive are input into the first speed loop 2, and the first speed loop 2 outputs the driving power value (value range [0,1000]); when braking is required, the current desired speed and the current measured speed of the locomotive are input into the second speed loop 3, and the second speed loop 3 outputs the braking value (value range [0,1000]).

[0175] Among them, the above-mentioned preset driving conditions, such as the current expected speed is greater than or equal to the current measured speed, etc. The preset braking conditions are the situations where deceleration is required and parking is required due to abnormal conditions, specifically, the current expected speed is less than the current measured speed, or (current measured speed-current expected speed)>p km / h, where p is a non-negative number and can be taken according to actual conditions.

[0176] Among them, the first speed loop 2 and the second speed loop 3 both adopt discrete PID controllers. The difference between the first speed loop 2 and the second speed loop 3 is that the current expected speed and the current measured speed are exchanged and input to the PID controller, that is, the error input to the first speed loop 2 is (current expected speed - current measured speed), and the error input to the second speed loop 3 is (current measured speed - current expected speed). The input ends of the first speed loop 2 and the second speed loop 3 are connected to the output end of the position loop 1 through the program interface.

[0177] In the embodiment of the present application, the locomotive control system further includes a second speed loop 3, which is compatible with the control interface of the locomotive, thereby facilitating simultaneous realization of braking control.

[0178] It should be noted that there are three types of brake interfaces in the locomotive, namely, electric brake interface, large brake interface and small brake interface, which are described in detail below.

[0179] Large brake: air brake, can control all cars connected to the locomotive, has strong braking ability, and the control is relatively rough.

[0180] Electric braking: mainly divided into resistance braking and regenerative braking. Resistance braking: when decelerating, the motor is converted into generator mode, and the generated electrical energy is converted into heat energy through resistance and consumed; Regenerative braking: similar to resistance braking, but the generated electrical energy is fed back to the locomotive to achieve energy recovery.

[0181] Common braking combinations for locomotives include: small brake; small brake + large brake; small brake + electric brake; small brake + electric brake + large brake, etc.

[0182] In some embodiments, the locomotive may include only one of the three brake interfaces mentioned above, and the first brake value may be directly sent to the corresponding brake interface.

[0183] In other embodiments, the locomotive may include two or more brake interfaces, and the first brake value needs to be allocated, which is described in detail below.

[0184] Optionally, the locomotive comprises N brake interfaces, the N brake interfaces are brake interfaces among an electric brake interface, a large brake interface and a small brake interface, and N is an integer greater than 1;

[0185] The locomotive control system sends the first braking value to a brake interface of the locomotive, comprising:

[0186] The locomotive control system sequentially determines the braking values ​​corresponding to the N braking interfaces based on the priorities corresponding to the N braking interfaces and the braking intervals corresponding to the N braking interfaces;

[0187] When there are M braking interfaces among the N braking interfaces and the braking values ​​corresponding to them are not zero, the corresponding braking values ​​are sent to the M braking interfaces in sequence according to their corresponding priorities, wherein M is an integer greater than 0, and the priorities of the electric braking interface, the large gate braking interface and the small gate braking interface decrease in sequence.

[0188] In this implementation, the priorities of N braking interfaces are preset, and corresponding braking intervals are set, so that the first braking value output by the second speed loop 3 can be allocated to the corresponding braking interface based on the priorities and the corresponding braking intervals.

[0189] For ease of understanding, a specific embodiment is provided below. Figure 6 An exemplary description is given.

[0190] See also Figure 6 , the priority of electric brake, large brake and small brake decreases in turn. Electric brake is used first, then large brake, and finally small brake. The braking value within 300 is first input into the electric brake interface; the braking value between 300 and 600 is then input into the large brake interface, and the braking value between 600 and 1000 is finally input into the small brake interface.

[0191] In the embodiment of the present application, when the locomotive has multiple brake interfaces, the power value is allocated based on the brake interface priority and the corresponding brake interval, so that segmented braking can be achieved and the braking effect can be improved.

[0192] Optionally, the locomotive comprises a large brake interface and a target brake interface, and the target brake interface comprises at least one of an electric brake interface and a small brake interface;

[0193] The locomotive control system sends the first braking value to a brake interface of the locomotive, comprising:

[0194] When the current measured speed of the locomotive is greater than a preset threshold, sequentially sending part of the first braking values ​​to the large brake interface until the speed of the locomotive starts to decrease;

[0195] When the speed of the locomotive starts to decrease, the remaining braking value of the first braking value is sent to the target braking interface.

[0196] In this implementation, when the current measured speed is greater than a preset threshold, the large gate is used alone to decelerate first, that is, part of the braking value in the first braking value is sent to the large gate braking interface in sequence until the speed of the locomotive begins to decrease, and then the remaining braking value is sent to the braking interface other than the large gate braking interface.

[0197] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present application.

[0198] Figure 7 It is a block diagram of a locomotive control device shown in an exemplary embodiment of the present application.

[0199] like Figure 7 As shown, the exemplary locomotive control device includes: a cascade PID controller, the cascade PID controller includes a position loop and a first speed loop, the output end of the position loop is connected to the input end of the first speed loop, wherein:

[0200] The position loop includes a first receiving module 710 for receiving the target position and the current measured position of the locomotive;

[0201] The position loop further includes a first determination module 720 for determining a current desired speed based on the target position and the current measured position;

[0202] The first speed loop includes a second receiving module 730 for receiving the current desired speed and the current measured speed of the locomotive;

[0203] The first speed loop further includes a second determination module 740, configured for the first speed loop to determine a first power value based on a difference between the current desired speed and the current measured speed;

[0204] The device further comprises a first sending module 750, which is used to send the current desired speed to the speed control interface when the locomotive comprises a speed control interface and the locomotive control device is in communication connection with the speed control interface, so that the locomotive controls the vehicle speed based on the current desired speed;

[0205] The device further comprises a second sending module 760 for sending the first power value to the power control interface of the locomotive when the locomotive control device is in communication connection with the power control interface of the locomotive, so that the locomotive controls the vehicle speed based on the first power value.

[0206] In one embodiment of the present application, the locomotive includes a 01 drop-safety-rise control interface, and the locomotive control device is communicatively connected to the 01 drop-safety-rise control interface, and the device further includes:

[0207] A second sending module, configured to output a first signal to the 01 speed reduction and rise-protection control interface if the difference between the current measured speed and the current expected speed is greater than an upper limit of a preset interval, wherein the first signal is used to indicate a deceleration;

[0208] A third sending module is used to output a second signal to the 01 drop-and-raise control interface if the difference between the current measured speed and the current expected speed is within a preset interval, wherein the second signal is used to indicate to maintain the current power output;

[0209] The fourth sending module is used to output a third signal to the 01 speed reduction and rise protection control interface if the difference between the current measured speed and the current expected speed is less than the lower limit of the preset interval, and the third signal is used to indicate acceleration.

[0210] In one embodiment of the present application, the first determining module 730 is specifically used to:

[0211] Based on the target position, and the preset acceleration, deceleration and maximum speed, a trapezoidal speed curve is determined, wherein the abscissa of the trapezoidal speed curve is the time and the ordinate of the trapezoidal speed curve is the expected speed;

[0212] Based on the trapezoidal speed profile and the current measured position, the current desired speed is determined.

[0213] In one embodiment of the present application, the first determining module 730 is specifically used to:

[0214] Based on the target position, and the preset acceleration, deceleration, maximum speed and flexibility parameter of the S-shaped speed curve, the S-shaped speed curve is determined, wherein the abscissa of the S-shaped speed curve is the time and the ordinate of the S-shaped speed curve is the expected speed;

[0215] The current expected speed is determined based on the S-shaped speed curve and the current measured position.

[0216] In one embodiment of the present application, the cascade PID controller further includes a second speed loop, the output end of the position loop is connected to the input end of the second speed loop, and the second receiving module is specifically used for:

[0217] When a preset driving condition is met, the first speed loop receives the current desired speed and the current measured speed of the locomotive;

[0218] The second speed loop also includes:

[0219] A third receiving module, configured to receive the current expected speed and the current measured speed of the locomotive when a preset braking condition is met;

[0220] A third determination module, configured for the second speed loop to determine a first braking value based on a difference between the current measured speed and the current expected speed;

[0221] The fifth sending module is used to send the first braking value to the braking interface of the locomotive, so that the locomotive brakes based on the first braking value.

[0222] In one embodiment of the present application, the locomotive includes N brake interfaces, the N brake interfaces are brake interfaces among electric brake interfaces, large brake interfaces and small brake interfaces, and N is an integer greater than 1;

[0223] The fifth sending module is specifically used for:

[0224] Based on the priorities corresponding to the N braking interfaces and the braking intervals corresponding to the N braking interfaces, sequentially determining the braking values ​​corresponding to the N braking interfaces;

[0225] When there are M braking interfaces among the N braking interfaces and the braking values ​​corresponding to them are not zero, the corresponding braking values ​​are sent to the M braking interfaces in sequence according to their corresponding priorities, wherein M is an integer greater than 0, and the priorities of the electric braking interface, the large gate braking interface and the small gate braking interface decrease in sequence.

[0226] In one embodiment of the present application, the locomotive includes a large brake interface and a target brake interface, and the target brake interface includes at least one of an electric brake interface and a small brake interface;

[0227] The fifth sending module is specifically used for:

[0228] When the current measured speed of the locomotive is greater than a preset threshold, sequentially sending part of the first braking values ​​to the large brake interface until the speed of the locomotive starts to decrease;

[0229] When the speed of the locomotive starts to decrease, the remaining braking value of the first braking value is sent to the target braking interface.

[0230] It should be noted that the locomotive control device provided in the above embodiment and the locomotive 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 practical applications, the locomotive 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.

[0231] An embodiment of the present application also provides an electronic 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 electronic device implements the locomotive control method provided in the above-mentioned embodiments.

[0232] Figure 8 The structure diagram of the computer system suitable for implementing the electronic device of the embodiment of the present application is shown. It should be noted that: Figure 8 The computer system 800 of the electronic 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.

[0233] like Figure 8 As shown, the computer system 800 includes a central processing unit (CPU) 801, which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM) 802 or the program loaded from the storage part 808 to the random access memory (RAM) 803, such as executing the method described in the above embodiment. In the RAM 803, various programs and data required for system operation are also stored. The CPU 801, ROM 802 and RAM 803 are connected to each other through a bus 804. An input / output (I / O) interface 805 is also connected to the bus 804.

[0234] The following components are connected to the I / O interface 805: an input section 806 including a keyboard, a mouse, etc.; an output section 807 including a cathode ray tube (CRT), a liquid crystal display (LCD), etc., and a speaker; a storage section 808 including a hard disk, etc.; and a communication section 809 including a network interface card such as a LAN (Local Area Network) card, a modem, etc. The communication section 809 performs communication processing via a network such as the Internet. A drive 810 is also connected to the I / O interface 805 as needed. A removable medium 811, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 810 as needed so that a computer program read therefrom is installed into the storage section 808 as needed.

[0235] 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 809, and / or installed from a removable medium 811. When the computer program is executed by a central processing unit (CPU) 801, various functions defined in the system of the present application are executed.

[0236] 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.

[0237] 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.

[0238] 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.

[0239] Another aspect of the present application provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor of a computer, the computer executes the locomotive control method as described above. The computer-readable storage medium may be included in the electronic device described in the above embodiment, or may exist independently without being assembled into the electronic device.

[0240] Another aspect of the present application also provides a computer program product or a computer program, the computer program product or the computer program includes computer instructions, the computer instructions are stored in a computer-readable storage medium. The processor of the computer device reads the computer instructions from the computer-readable storage medium, and the processor executes the computer instructions, so that the computer device executes the locomotive control method provided in each of the above embodiments.

[0241] The above embodiments are merely illustrative of the principles and effects of the present application, and are not intended to limit the present application. Anyone familiar with the technology may modify or change the above embodiments without violating the spirit and scope of the present application. Therefore, all equivalent modifications or changes made by a person of ordinary skill in the art without departing from the spirit and technical ideas disclosed in the present application shall still be covered by the claims of the present application.

Claims

1. A locomotive control method, characterized in that: The method is performed by a locomotive control system, the locomotive control system includes a cascade PID controller, the cascade PID controller includes a position loop and a first speed loop, the output end of the position loop is connected to the input end of the first speed loop, and the method includes: The position loop receives the target position and current measured position of the locomotive; The position loop determines a current expected speed based on the target position and the current measured position; The first speed loop receives the current desired speed and the current measured speed of the locomotive; The first speed loop determines a first power value based on a difference between the current desired speed and the current measured speed; Wherein, when the locomotive includes a speed control interface and the locomotive control system is in communication connection with the speed control interface, the current desired speed is sent to the speed control interface so that the locomotive controls the vehicle speed based on the current desired speed; When the locomotive control system is in communication connection with a power control interface of the locomotive, the first power value is sent to the power control interface so that the locomotive controls the vehicle speed based on the first power value.

2. The method according to claim 1, characterized in that The method further comprises: In the case where the locomotive includes a 01 drop-safety-rise control interface, and the locomotive control system is in communication connection with the 01 drop-safety-rise control interface, If the difference between the current measured speed and the current expected speed is greater than the upper limit of the preset interval, a first signal is output to the 01 speed reduction and rise protection control interface, wherein the first signal is used to indicate deceleration; If the difference between the current measured speed and the current expected speed is within a preset interval, a second signal is output to the 01 drop-and-raise control interface, wherein the second signal is used to instruct to maintain the current power output; If the difference between the current measured speed and the current expected speed is less than the lower limit of the preset interval, a third signal is output to the 01 drop-and-raise control interface, and the third signal is used to indicate acceleration.

3. The method according to claim 1, characterized in that The position loop determines a current expected speed based on the target position and the current measured position, including: Based on the target position, and the preset acceleration, deceleration and maximum speed, a trapezoidal speed curve is determined, wherein the abscissa of the trapezoidal speed curve is the time and the ordinate of the trapezoidal speed curve is the expected speed; Based on the trapezoidal speed profile and the current measured position, the current desired speed is determined.

4. The method according to claim 1, characterized in that The position loop determines a current expected speed based on the target position and the current measured position, including: Based on the target position, and the preset acceleration, deceleration, maximum speed and flexibility parameter of the S-shaped speed curve, the S-shaped speed curve is determined, wherein the abscissa of the S-shaped speed curve is the time and the ordinate of the S-shaped speed curve is the expected speed; The current expected speed is determined based on the S-shaped speed curve and the current measured position.

5. The method according to claim 1, characterized in that The cascade PID controller further includes a second speed loop, the output end of the position loop is connected to the input end of the second speed loop, and the first speed loop receives the current desired speed and the current measured speed of the locomotive, including: When a preset driving condition is met, the first speed loop receives the current desired speed and the current measured speed of the locomotive; When the preset braking condition is met, the method further includes: The second speed loop receives the current desired speed and the current measured speed of the locomotive; The second speed loop determines a first braking value based on a difference between the current measured speed and the current expected speed; The locomotive control system sends the first braking value to a brake interface of the locomotive to cause the locomotive to brake based on the first braking value.

6. The method according to claim 5, characterized in that The locomotive comprises N brake interfaces, wherein the N brake interfaces are brake interfaces among an electric brake interface, a large brake interface and a small brake interface, and N is an integer greater than 1; The locomotive control system sends the first braking value to a brake interface of the locomotive, comprising: The locomotive control system sequentially determines the braking values ​​corresponding to the N braking interfaces based on the priorities corresponding to the N braking interfaces and the braking intervals corresponding to the N braking interfaces; When there are M braking interfaces among the N braking interfaces and the braking values ​​corresponding to them are not zero, the corresponding braking values ​​are sent to the M braking interfaces in sequence according to their corresponding priorities, wherein M is an integer greater than 0, and the priorities of the electric braking interface, the large gate braking interface and the small gate braking interface decrease in sequence.

7. The method according to claim 5, characterized in that The locomotive includes a large brake interface and a target brake interface, and the target brake interface includes at least one of an electric brake interface and a small brake interface; The locomotive control system sends the first braking value to a brake interface of the locomotive, comprising: When the current measured speed of the locomotive is greater than a preset threshold, sequentially sending part of the first braking values ​​to the large brake interface until the speed of the locomotive starts to decrease; When the speed of the locomotive starts to decrease, the remaining braking value of the first braking value is sent to the target braking interface.

8. A locomotive control device, characterized in that: It includes a cascade PID controller, the cascade PID controller includes a position loop and a first speed loop, the output end of the position loop is connected to the input end of the first speed loop, wherein: The position loop includes a first receiving module for receiving a target position and a current measured position of the locomotive; The position loop further includes a first determination module, configured to determine a current expected speed based on the target position and the current measured position; The first speed loop includes a second receiving module for receiving the current desired speed and the current measured speed of the locomotive; The first speed loop further includes a second determination module, configured for the first speed loop to determine a first power value based on a difference between the current desired speed and the current measured speed; The device further comprises a first sending module, which is used to send the current desired speed to the speed control interface when the locomotive comprises a speed control interface and the locomotive control device is in communication connection with the speed control interface, so that the locomotive controls the vehicle speed based on the current desired speed; The device further comprises a second sending module for sending the first power value to the power control interface of the locomotive when the locomotive control device is in communication connection with the power control interface of the locomotive, so that the locomotive controls the vehicle speed based on the first power value.

9. A device, characterized in that: include: one or more processors and memory, A computer program is stored in the memory, and when the one or more processors execute the computer program, the device is caused to perform the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: A computer program is stored thereon, which, when executed by one or more processors, causes the device to perform the method according to any one of claims 1 to 7.

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