Method, device and equipment for calculating latest hook lifting point of hump hook lifting operation and medium

Abstract

The embodiment of the invention discloses a method, device and equipment for calculating the latest hook lifting point of hump hook lifting operation and a medium, and relates to the field of railway transportation. The method comprises the following steps: determining at least one train group to be decompiled from a complete train group; on the basis of a mass point analysis model, according to the vehicle parameters of each to-be-decompiled vehicle group, converting to form a theoretical mass point marshalling corresponding to the to-be-decompiled vehicle group; according to a critical value which is determined after the theoretical mass point marshalling is subjected to force analysis and meets an acceleration critical condition, determining an actual critical axle of the to-be-demarcated vehicle group when the to-be-demarcated vehicle group runs on a hump; and according to the actual critical axle, the latest hook lifting point of the tail end of the to-be-decompiled train set on the hump is determined. By the adoption of the technical scheme, a reliable basis for hook lifting operation point analysis is provided for an automatic and intelligent hook lifting operation analysis system, and hook lifting personnel are guided more scientifically to execute hook lifting operation tasks accurately and efficiently.

Description

Technical Field

[0001] The embodiments of the present invention relate to the field of railway transportation, and in particular to a method, device, equipment and medium for calculating the latest hook lifting point of a hump hook lifting operation. Background Art

[0002] Hump ​​shunting is an essential part of railway marshaling yards, among which hook lifting is very frequent. Hook lifting refers to the process of lifting the hook pins between vehicles by manipulating the hook lifting lever to unlock the hooks, thereby separating the vehicles from each other.

[0003] In the actual production work of most marshalling yards in China, the hook lifting operation mainly relies on the shunter to judge the timing of hook lifting according to the current train shunting plan, the current peak pushing speed and daily experience accumulation, and complete the hook lifting task in sequence and quickly within the range from the hump peak platform to the push line. This type of operation requires the shunter to have mature work experience formed through long-term training, more accurate timing judgment, and faster reaction ability.

[0004] However, in the actual operation process, due to the differences caused by the different loading conditions of train cars, even very experienced hook lifting operators will inevitably make mistakes in judging the timing of hook lifting operations too early or too late, making it difficult to form a set of mature scientific guidance and operation reference standards, thereby providing a basis for determining the location of the latest hook lifting point. Summary of the invention

[0005] The embodiments of the present invention provide a method, device, equipment and medium for calculating the latest hook lifting point of a hump hook lifting operation, which can not only provide a more scientific and practical theoretical reference for on-site operators, but more importantly, provide a more reliable basis for analyzing the hook lifting operation point and a reference for calculating the timing of hook lifting for an automated and intelligent hook lifting operation analysis system, thereby more scientifically guiding the hook lifting robot to perform the hook lifting operation task accurately and efficiently.

[0006] In a first aspect, an embodiment of the present invention provides a method for calculating the latest hook lifting point in a hump hook lifting operation, comprising:

[0007] Determine at least one train set to be separated from the complete train set;

[0008] Based on the particle analysis model, according to the vehicle parameters of each train set to be disassembled, a theoretical particle grouping corresponding to the train set to be disassembled is converted; wherein the theoretical particle grouping includes at least one identical theoretical vehicle body;

[0009] According to the critical value that satisfies the critical acceleration condition determined after the force analysis of the theoretical mass point marshaling, the actual critical axle of the train set to be disassembled when traveling on the hump is determined; wherein the critical acceleration condition is the critical point at which the traction force of the train set is about to be greater than or equal to the resistance, the traction force is generated by the car body passing through the peak platform, and the resistance is generated by all the car bodies of the train set; the hump includes: a push line, a push slope, a peak platform, an acceleration slope and an intermediate slope in the driving direction;

[0010] The latest hook lifting point of the tail end of the to-be-stripped train set on the hump is determined according to the actual critical axle.

[0011] In a second aspect, an embodiment of the present invention further provides a device for calculating the latest hook lifting point in a hump hook lifting operation, comprising:

[0012] A train set determination module to be separated is used to determine at least one train set to be separated from the complete train set;

[0013] Theoretical mass point grouping conversion module is used to convert the theoretical mass point grouping corresponding to the train set to be disassembled into the theoretical mass point grouping corresponding to the train set to be disassembled based on the mass point analysis model and according to the vehicle parameters of each train set to be disassembled; wherein the theoretical mass point grouping includes at least one identical theoretical vehicle body;

[0014] The actual critical axle determination module is used to determine the actual critical axle of the train set to be disassembled when traveling on the hump according to the critical value that satisfies the critical acceleration condition determined after force analysis of the theoretical mass point marshaling; wherein the critical acceleration condition is the critical point at which the traction force of the train marshaling is about to be greater than or equal to the resistance, the traction force is generated by the car body passing through the peak platform, and the resistance is generated by all the car bodies of the train marshaling; the hump includes: a push line, a push slope, a peak platform, an acceleration slope and an intermediate slope in the driving direction;

[0015] The latest hook-lifting point determination module is used to determine the latest hook-lifting point of the tail end of the to-be-unmarshaled train set on the hump according to the actual critical axle.

[0016] In a third aspect, an embodiment of the present invention further provides an electronic device, comprising: a processor, a memory, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, a method for calculating the latest hook lifting point for a hump hook lifting operation as described in any one of the embodiments of the present invention is implemented.

[0017] In a fourth aspect, an embodiment of the present invention further provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements a method for calculating the latest hook lifting point for a hump hook lifting operation as described in any one of the embodiments of the present invention.

[0018] The embodiment of the present invention adopts a systematic and scientific calculation method to calculate the latest hook lifting point of a single hook lifting operation, which can effectively avoid inefficient repeated operations due to misjudgment. Compared with the current method of manual judgment based on experience, this calculation method has the characteristics of scientific rationality, high universality, and accurate results. It can effectively reduce operation risks, reduce personnel training costs, and improve hump production efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a flow chart of a method for calculating the latest hook lifting point in a hump hook lifting operation provided according to an embodiment of the present invention;

[0020] Figure 2 is a schematic diagram of the design of a single particle model used in an embodiment of the present invention;

[0021] Figure 3 is a schematic diagram of the design of a three-particle model used in an embodiment of the present invention;

[0022] Figure 4 is a schematic diagram of the design of a four-particle model used in an embodiment of the present invention;

[0023] Figure 5 is a schematic diagram of the design of a five-particle model used in an embodiment of the present invention;

[0024] Figure 6 is a schematic diagram of a design for determining the latest hook lifting point adopted in an embodiment of the present invention;

[0025] Figure 7 It is a structural block diagram of a device for calculating the latest hook lifting point for a hump hook lifting operation according to an embodiment of the present invention;

[0026] Figure 8 It is a structural block diagram of an electronic device provided for an embodiment of the present invention. DETAILED DESCRIPTION

[0027] The present invention will be further described in detail below in conjunction with the accompanying drawings and embodiments. It is to be understood that the specific embodiments described herein are only used to explain the present invention, rather than to limit the present invention. It should also be noted that, for ease of description, only parts related to the present invention, rather than all structures, are shown in the accompanying drawings.

[0028] A hump is a shunting device that uses the gravity of the vehicle and the potential energy (height) of the hump with the help of the locomotive thrust to disband the train. Usually, the hump includes: a push line, a push slope, a peak platform, an acceleration slope and an intermediate slope in the direction of travel. In order to implement the technical solution of the embodiment of the present invention, a hump scene analysis model can be established. First, the various ramps of the hump and the corresponding ramp angles and ramp lengths are determined, for example: the intermediate slope is at an angle α with the horizontal plane; the acceleration slope is at an angle β with the horizontal plane; the peak platform is level with the horizontal plane; the push slope is at an angle δ with the horizontal plane; the push line is at an angle γ with the horizontal plane; and from left to right, a scene analysis model of the entire process of pushing the peak on the hump is drawn according to the ramp angles and lengths of the intermediate slope, acceleration slope, peak platform, push slope and push line, and the intersection of the peak platform and the acceleration slope in the scene model is taken as the "0" scale reference point, the horizontal axis of the hump coordinates is horizontal to the peak platform, and the vertical axis of the hump coordinates is vertical to the peak platform.

[0029] In the actual hook lifting operation, the shunting locomotive pushes the train set to be unmarshaled to pass the hump in the negative coordinate axis direction. After a part of the train body passes the peak platform and reaches the acceleration slope or the middle slope, the gravity component force generated by the train body along the slope in the negative coordinate axis direction acts as a traction force for the entire train body to be unmarshaled. At the same time, in the positive coordinate axis direction, the friction force generated by the rolling of the train body due to its own downward gravity, between the wheels and the rails, between the wheels and the axles, etc., will act as a driving resistance. As the train body slowly passes the peak platform, the traction force of the train body will gradually increase with the increase of gravity, until the traction force increases enough to offset the resistance of the train set to be unmarshaled during the propulsion process. At this time, the hook to be lifted behind the train body will change from a squeezed state to a non-squeezed state. At this time, it is considered that the unmarshaled train set has reached the critical condition of accelerating and the hook lifting operation can be performed.

[0030] Different types of vehicles have different lengths, deadweights, and running performances. For example, passenger vehicles are generally longer and have a more evenly distributed deadweight, while trucks may have different center of gravity and weight distributions depending on the cargo they are loaded with. These factors will affect the vehicle's performance when it is released on the hump, and thus affect the calculation of the uncoupling point. It is necessary to build a data model information library related to the train in advance based on the corresponding vehicle model parameters in the marshaling yard to provide data support for the subsequent intelligent calculation of the hook-up area.

[0031] Collect the vehicle types and corresponding technical parameters required for hooking in the hump shunting operation at the marshaling yard, mainly including vehicle length, bogie type, deadweight, load, axle weight of four axles, fixed distance of front and rear axles in each bogie, and fixed wheelbase of front and rear bogies. Usually a car body has two bogies, each bogie has two axles, so a car body has four axles.

[0032] Based on the collected data, a single vehicle body data model of different vehicle models is established: the axle weight of the four axles is the weight of the train while traveling along the track, and the axis position of the axle is determined as the axle mass point, and the single mass point is P n ; n is the position sequence of the axle in the train set to be disassembled. For example: a single-car body train includes two bogies and four axles, then there are four axle mass points. If P n is the first-order axle mass point of the vehicle body, then the four axle mass points corresponding to the vehicle body can be expressed as: P n , P n+1 , P n+2 and P n+3 .

[0033] According to the type of vehicle to be hooked in the marshaling yard, the corresponding technical parameters and the single vehicle body data model, P n and P n+1 The axle center distance between them is the fixed distance D1 of the front bogie of the vehicle body, P n+2 and P n+3 The axle center distance between the front bogie and the rear bogie is the fixed wheelbase D3 of the car body.

[0034] Finally, according to the data concepts mentioned above, the vehicle body data model of different vehicle models in the empty vehicle state is formed. The vehicle body data model mainly includes: the front bogie type and the rear bogie type; the four axle mass points P n , P n+1 , P n+2 and P n+3 ; The axle weight W corresponding to the four axle mass points n , W n+1 , W n+2 and W n+3 , generally speaking, W n =W n+1 =W n+2 =W n+3 ; Front bogie distance D1; rear bogie distance D2, generally, D1 = D2; fixed wheelbase of front and rear bogies D3.

[0035] In order to reduce the operational safety risks caused by human factors, improve operational efficiency, and avoid operational abnormalities such as backslip and hook collision, missed hook lifting opportunity and back pulling due to inaccurate grasp of hook lifting timing, a scientific and theoretically based method for calculating the latest hook lifting point in hump shunting operations is adopted to more accurately grasp the hook lifting operation area and objective laws. It can not only provide a more scientific and practical theoretical reference for on-site operators, but more importantly, provide a more reliable basis for analyzing the hook lifting operation point and a reference for calculating the hook lifting timing for the automated and intelligent hook lifting operation analysis system, thereby more scientifically guiding the hook lifting robot to perform the hook lifting operation task accurately and efficiently.

[0036] In summary, in order to accurately determine the hook lifting point under different force conditions in the hump shunting process, a method for calculating the latest hook lifting point for a hump hook lifting operation provided in an embodiment of the present application is proposed to solve the above technical problem.

[0037] Figure 1 A flow chart of a method for calculating the latest hook lifting point for a hump hook lifting operation provided in an embodiment of the present invention. The method can be applied to the process of train unmarshaling on a hump, and can calculate where the train should be moved to when the hook lifting operation should be performed by the method of the embodiment of the present invention. This can be used to guide the operator to complete the hook lifting operation at this preferred position. The method can be executed by a device for calculating the latest hook lifting point for a hump hook lifting operation provided in an embodiment of the present invention. The device can be implemented in software and / or hardware, and the device can be completed by an electronic device with data processing capabilities. The method specifically includes the following steps:

[0038] Step 110, determining at least one train set to be de-marshalled from the complete train set;

[0039] Train marshaling is a key activity in railway transportation, which is to decompose the train to be disassembled into individual carriages during the hump shunting process, and then reassemble it into a new train according to the destination and transportation needs. It can be understood as putting one vehicle after another into a group of trains, attaching a locomotive, and equipping it with necessary train signs to become a train. The vehicles of the train are the train marshaling.

[0040] Among them, the train sets to be disassembled are the train sets that arrive at the marshaling yard, are disassembled according to the marshaling plan, and are waiting to be reassembled; in a complete train, the number of train sets to be disassembled can be one or more, and each train set to be disassembled can include one or more car bodies.

[0041] In an optional implementation of the embodiment of the present invention, determining the train set to be unmarshaled may include: the marshaling yard obtains a shunting operation plan through other systems, and determines the complete train marshaling and the corresponding train set to be unmarshaled according to the shunting operation plan. Exemplarily, the shunting operation list includes the number of unmarshaled trains, yard type, track, and number of unmarshaled trains.

[0042] After determining the train formation to be disassembled, it further includes: sequentially assigning sequence numbers to the vehicles in the train formation to be disassembled starting from natural number 1, and obtaining the parameters of each vehicle in the train formation to be disassembled from other systems.

[0043] For example: it is determined that the number of vehicles in the train formation to be disassembled is M (generally 10 < M < 45). In actual production operations, the shunting locomotive pushes along the pushing line towards the summit platform. Starting from the vehicle at the forefront, that is, the vehicle farthest from the shunting locomotive, sequence numbers are sequentially assigned to the vehicles starting from natural number 1, and the types and load conditions of each vehicle in the train formation to be disassembled in the shunting plan are obtained from other systems. Combining with the existing freight car data model information database, an actual production operation formation model corresponding to the plan is formed. This model mainly includes the vehicle types, total vehicle lengths, fixed distances of the front bogies, fixed distances of the rear bogies, wheelbase between the front and rear bogies, and axle weight W of all vehicles in the formation of this operation. n Among them, the axle weight of the vehicle is calculated from information such as self-weight, load, and overweight and off - gauge.

[0044] Exemplarily, the data model information database is the car body data model of each vehicle type in the marshalling station in the empty - car state. This car body data model mainly includes: types of front and rear bogies; four axle mass points P n 、P n+1 、P n+2 and P n+3 ; the axle weights W n 、W n+1 、W n+2 and W n+3 corresponding to the four axle mass points. Generally, W n = W n+1 = W n+2 = W n+3 ,; the fixed distance D1 of the front bogie; the fixed distance D2 of the rear bogie. Generally, D1 = D2,; the fixed wheelbase D3 of the front and rear bogies.

[0045] Step 120: Based on the mass point analysis model, according to the vehicle parameters of each train formation to be disassembled, convert and form the theoretical mass point formation corresponding to the train formation to be disassembled.

[0046] Optionally, the theoretical mass point formation corresponding to the mass point analysis model includes one or more theoretical car bodies. The same car bodies are for facilitating pre - model calculations. Preferably: the vehicle types, vehicle lengths, and weights of each theoretical car body are the same, the traveling speed is set to a constant speed, and the mass points of the theoretical car body are located at the center position of the car body.

[0047] The vehicle parameters of the train set to be disassembled include: vehicle length, bogie type, vehicle weight, vehicle load, axle weight of the four axles of the vehicle, fixed distance between the front and rear axles in the bogie, and fixed wheelbase of the front and rear bogies, etc.

[0048] Exemplarily, the train set to be unmarshaled for each hooking operation is determined: for example, the first hook picks up 3 cars, the second hook picks up 1 car... the i-th hook picks up k cars; the total vehicle length corresponding to each vehicle in the train set to be unmarshaled is determined according to the data model information library, and divided by the length of a single vehicle corresponding to the particle analysis model to obtain the corresponding theoretical number of car bodies under ideal conditions, and the corresponding particle analysis model type is determined from multiple particle analysis models according to the theoretical number of car bodies, and the theoretical number of car bodies is used as the number of theoretical particle groups corresponding to the train set to be unmarshaled.

[0049] In an optional embodiment, based on the particle analysis model, according to the vehicle parameters of each of the train sets to be disassembled, a theoretical particle formation corresponding to the train sets to be disassembled is converted, which can be: for the vehicle parameters of each of the train sets to be disassembled, the actual total length of the vehicle body is determined; the actual total length of the vehicle body is divided by the theoretical vehicle body length in the particle analysis model to convert the theoretical number of vehicle bodies; according to the theoretical number of vehicle bodies, the corresponding particle analysis model is determined from multiple particle analysis models as the theoretical particle formation.

[0050] In order to more accurately describe the stress conditions of the train set to be disassembled on the hump ramp and accurately determine the critical conditions for the train set to be disassembled to enter acceleration under various stress conditions, different situations of the train set to be disassembled covering the ramp under ideal conditions are constructed, and the stress conditions in different ramp intervals are classified and analyzed.

[0051] Since the number of cars in different train sets to be disassembled is different, the length of the car body is also different, and the slope conditions covered by it will also change with the increase in the number of cars. Then construct a set of idealized train sets B to be disassembled, assuming that the entire train set to be disassembled is a theoretical car body with uniform mass distribution, and the length of each car body is equal, and the force pressing on the track is also uniformly distributed. Then the mass center of gravity of the entire car body at the same slope is located at the exact center of the entire car body, which we regard as the center of mass of the car body part at this ramp stage. According to the different total lengths of the train sets to be disassembled, and the different conditions of covering all the ramps of the hump during the movement, different particle analysis models are constructed. Optionally, the particle analysis model includes: a single particle model, a three-particle model, a four-particle model, and a five-particle model.

[0052] Optionally, a single-mass point model is used to characterize the critical downward inclination angle of a theoretical vehicle body when the critical acceleration condition is met during the process from the front of the vehicle passing over the peak platform to the rear of the vehicle entering the acceleration slope. Figure 2As shown, Mg is the gravity generated by each theoretical car body due to the earth's gravity; f is the friction force generated by each theoretical car body during slow driving; based on the acceleration slope, the center position of each theoretical car body is subjected to force analysis: the force perpendicular to the contact surface based on the center position is the normal force of the object; F is the traction force of the theoretical car body based on the center position parallel to the acceleration slope, which is the gravity component of the theoretical car body parallel to the ramp downward; based on the angle relationship, the angle between the gravity Mg of the theoretical car body on the acceleration slope and its gravity component F is ∏ / 2-β. It can be understood that: during the sliding process of a single theoretical car body, when the front end of the car body begins to cross the peak platform and continues to move until the rear of the car body completely enters the acceleration slope, the slope range covered by the car body is only the acceleration slope and the peak platform, and the acceleration critical state condition is met at a certain moment in the middle of the process. That is, after the vehicle body passes the peak platform and enters the acceleration slope, the vehicle body forms a certain downward inclination angle along the horizontal direction. When the gravity component force generated increases to a level sufficient to offset the resistance of the vehicle group to be disassembled during the propulsion process, the occurrence conditions of the particle model entering the critical state can be determined. By calculating the occurrence conditions of the critical state, the downward inclination angle of the center of mass of a single vehicle body relative to the horizontal direction and the proportion of the vehicle body entering the acceleration slope can be obtained. This downward inclination angle is the critical downward inclination angle that meets the critical acceleration condition.

[0053] Optionally, the three-point mass model is used to characterize a theoretical point mass vehicle group formed by multiple theoretical vehicle bodies, and the critical value of the theoretical vehicle body when the critical acceleration condition is met during the process from the front end of the vehicle head passing over the peak platform to the rear end of the vehicle tail not completely leaving the push slope; the theoretical point mass vehicle group includes three points located at the push slope, the peak platform and the acceleration slope respectively. Figure 3 As shown in the figure, the shunting locomotive pushes the train set to be unmarshaled along the push slope to the hump ramp. The middle position of the theoretical car body on each ramp is taken as a mass point, and the force analysis of each mass point is performed: the theoretical car body on the acceleration slope is mass point 1, the theoretical car body on the peak platform is mass point 2, and the theoretical car body on the push slope is mass point 3; then the downward gravity component force parallel to the acceleration slope generated by mass point 1 based on the mass point coordinates is F1, and the upward friction force parallel to the acceleration slope generated based on the mass point coordinates is f1; the horizontal left traction force parallel to the peak platform generated by mass point 2 based on the mass point coordinates is F 1分 Based on the coordinates of the particle, the friction force generated by the particle 3 is parallel to the peak platform and is horizontally to the right, which is f2; based on the coordinates of the particle 3, the traction force generated by the particle 3 is parallel to the push slope and is horizontally upward, which is F 1分, based on the particle coordinates, the friction force generated in the downward direction parallel to the push slope is f3. It can be understood that: the three-particle model is a train set to be unmarshaled consisting of multiple vehicles, and the front end of the car body with position 1 begins to cross the peak platform until the rear of the car body has not completely left the push slope. The car body part on the acceleration slope is regarded as particle 1, the car body part on the peak platform is regarded as particle 2, and the car body part on the push slope is regarded as particle 3. In this process, after the car body crosses the peak platform and enters the acceleration slope, the car body forms a certain downward inclination angle along the horizontal direction, and the gravity component force generated increases to be enough to offset the resistance of the train set to be unmarshaled during the propulsion process. Then, the occurrence conditions of the particle model entering the critical state can be determined, and the proportion of the car body entering the acceleration slope can be obtained by calculating the occurrence conditions of the critical state.

[0054] The four-particle model is used to characterize the theoretical particle vehicle group formed by multiple theoretical vehicle bodies, from the front end of the vehicle head crossing the peak platform to the front end of the vehicle head entering the middle slope while the rear end of the vehicle head is still in the push slope, when the critical acceleration condition is met; the theoretical particle vehicle group includes four particles located at the middle slope, the acceleration slope, the peak platform and the push slope respectively. Figure 4 As shown, the middle position of the theoretical vehicle body of each slope is taken as a mass point, and the force analysis of each mass point is performed: the theoretical vehicle body on the middle slope is mass point 1, the theoretical vehicle body on the acceleration slope is mass point 2, the theoretical vehicle body on the peak platform is mass point 3, and the theoretical vehicle body on the push slope is mass point 4; then the gravity component force parallel to the middle slope to the left generated by mass point 1 based on the mass point coordinates is F0, and the friction force parallel to the middle slope upward based on the mass point coordinates is f1; the friction force parallel to the acceleration slope upward generated by mass point 2 based on the mass point coordinates is f2; the traction force parallel to the peak platform horizontally to the left generated by mass point 3 based on the mass point coordinates is F 0-1分 Based on the coordinates of the particle, the friction force generated by the particle 4 is parallel to the peak platform and is horizontally to the right, which is f3; based on the coordinates of the particle 4, the traction force generated by the particle 4 is parallel to the push slope and is horizontally upward, which is F 0-1分 , based on the particle coordinates, the friction force generated in the downward direction parallel to the push slope is f4. It can be understood that: the four-particle model is a train set to be unmarshaled consisting of multiple vehicles, and the front end of the car body with position 1 begins to cross the peak platform and continues to move until the front end of the car body enters the middle slope. The tail of the car body behind the train set is still on the push slope. The car body part on the middle slope is regarded as particle 1, the car body part on the acceleration slope is regarded as particle 2, the car body part on the peak platform is regarded as particle 3, and the car body part on the push slope is regarded as particle 4. In this process, after the car body crosses the peak platform and enters the acceleration slope, the car body forms a certain downward inclination angle along the horizontal direction, and the gravity component force generated increases to be enough to offset the resistance of the train set to be unmarshaled during the propulsion process. Then, the occurrence conditions of the particle model entering the critical state can be determined, and the proportion of the car body entering the acceleration slope can be obtained by calculating the occurrence conditions of the critical state.

[0055] Optionally, the five-point model is used to characterize a theoretical point vehicle group formed by multiple theoretical vehicles, from the front end of the vehicle crossing the peak platform to the front end of the vehicle entering the middle slope while the rear end of the vehicle is still in the push slope, when the critical acceleration condition is met; the theoretical point vehicle group includes five points located at the middle slope, the acceleration slope, the peak platform, the push slope and the push line. Figure 5 As shown, the middle position of the theoretical car body of each slope is taken as a mass point, and the force analysis of each mass point is performed: the theoretical car body on the push line is mass point 5; then the traction force F3 generated by mass point 5 is parallel to the push line horizontally to the right based on the mass point coordinates, and the friction force f5 generated by mass point 5 is parallel to the push line horizontally to the right based on the mass point coordinates. It can be understood that: the five-mass point model is a train group to be unmarshaled composed of multiple vehicles, and the front end of the car body with a position of 1 begins to cross the peak platform and continues to move until the front end of the car body enters the middle slope, and the tail of the car body behind the train group is still on the push line. The middle slope part is regarded as mass point 1, the car body part of the acceleration slope is regarded as mass point 2, the car body part of the peak platform is regarded as mass point 3, the car body part of the push slope is regarded as mass point 4, and the car body part of the push slope is regarded as mass point 5. In this process, after the vehicle body passes the peak platform and enters the acceleration slope, the vehicle body forms a certain downward inclination angle in the horizontal direction. The resultant force of the gravity component forces increases to a level sufficient to offset the resistance encountered by the vehicle group to be unmarshaled during the propulsion process. The conditions for the particle model to enter the critical state can be determined. By calculating the conditions for the occurrence of the critical state, the proportion of the vehicle body entering the acceleration slope can be obtained.

[0056] Optionally, in each mass point analysis model, a critical value that satisfies the critical acceleration condition is pre-calculated and stored based on the length and slope of each slope section in the hump. Preferably, the critical value is characterized by the proportion of the preceding vehicle body weight in the total vehicle body weight when the critical acceleration condition is met in the theoretical mass point formation. Pre-calculation can enable the actual hook lifting operation to quickly complete the calculation of the hook lifting point, reducing the real-time calculation amount and processing time.

[0057] The embodiment of the present invention analyzes the force analysis conditions of various particle analysis models and determines the critical values ​​corresponding to different particle analysis models under ideal conditions, provides a theoretical analysis process for the specific force conditions of the hook to be lifted, and forms a set of mature scientific guidance and operation reference standards.

[0058] Optionally, in actual operation, by converting the train set to be disassembled into a corresponding particle analysis model, the critical value of each particle analysis model corresponding to the critical acceleration condition can be directly determined.

[0059] The embodiment of the present invention analyzes the stress conditions of the car body of the train to be unmarshaled covering different ramps under ideal conditions, calculates the critical value that satisfies the acceleration condition corresponding to each stress condition, and provides a set of mature scientific guidance and operation reference standards for the hook lifting personnel, thereby providing a basis for determining the position of the latest hook lifting point.

[0060] Step 130, according to the critical value that satisfies the critical acceleration condition determined after the force analysis of the theoretical particle formation, determine the actual critical axle of the train set to be separated when traveling on the hump; wherein the critical acceleration condition is the critical point at which the traction force of the train formation is about to be greater than or equal to the resistance, the traction force is generated by the car body passing through the peak platform, and the resistance is generated by all the car bodies of the train formation; the hump includes in sequence along the driving direction: a push line, a push slope, a peak platform, an acceleration slope and an intermediate slope.

[0061] In the hump shunting operation, the shunting locomotive pushes the train set to be unmarshaled along the push line and passes through the hump, and the hook lifting location of the train set to be unmarshaled is basically distributed in the range from the hump top platform to the push line. Among them, the driving direction of the train set to be unmarshaled in the hump includes: push line, push slope, peak platform, acceleration slope and middle slope.

[0062] It can be understood that: when the front-end car body of the train to be disassembled passes through the peak platform from the push slope and enters the acceleration slope, the sum of the gravity components generated along the downward direction of the slope plays a traction effect on the entire train to be disassembled; in the horizontal direction opposite to the movement of the train to be disassembled, the downward gravity of each part of the train body, the friction between the wheels and the rails, and between the wheels and the axles due to the rolling of the vehicle will play a resistance effect on the train to be disassembled; and the train to be disassembled will inevitably increase with the increase of the car body part entering the acceleration slope, and the gravity component force generated by the car body along the downward slope will also gradually increase. When the sum of the gravity components increases to the point where it can offset the resistance of the train to be disassembled, it is determined that the train to be disassembled has reached the critical acceleration condition. Among them, the critical acceleration condition is the critical point where the traction of the train set is about to be greater than or equal to the resistance, the traction is generated by the car body passing the peak platform, and the resistance is generated by all the car bodies of the train set.

[0063] Optionally, after determining the theoretical mass point formation corresponding to the train set to be separated, the proportion of the car body weight when the train set to be separated meets the critical conditions can be further determined, that is, the prerequisite for the train set to be separated to cross the peak platform.

[0064] Preferably, the method for determining the actual critical axle includes: calculating the actual axle weight of each axle of the actual vehicle body after crossing the peak platform according to the vehicle parameters of the vehicle set to be disassembled; starting from the front end of the vehicle set to be disassembled, accumulating the weight of each actual axle so that the total weight of the actual axles satisfies the following formula:

[0065] W n <W i <W n+1

[0066] Among them, W n is the sum of the actual axle weights of the first n axles, W n+1 is the sum of the actual axle weights of the first n+1 axles, W i is the total weight of the vehicle body corresponding to the critical position point;

[0067] n satisfying the above formula is determined as the serial number of the actual critical axle.

[0068] It can be understood that the total weight of the train set to be disassembled is determined according to the four axle weights of a single car body of the train set to be disassembled; the car body weight W of the train set to be disassembled over the peak platform area is determined according to the critical value of the theoretical mass point formation corresponding to the train set to be disassembled and the total weight of the train set to be disassembled. i , starting from the first axle, the total axle weight is calculated in sequence. When the nth axle is reached, its axle weight is W n , and further calculate the axle weight of the n+1th axle as W n+1 ; in W i If the axle weights of the two axles are in the middle, it is determined that the current axle has met the critical acceleration condition.

[0069] Further understanding is: when the n-1th axle passes over the peak platform, its axle weight W n-1 The sum of the corresponding gravity components is not enough to offset the resistance caused by the train set to be shunted not crossing the peak platform. If the hook is lifted at this time, the coupler will not be completely separated, causing the vehicle to lose control during the shunting process, increasing the risk of accidents and further making subsequent operations impossible. It may be necessary to adjust the entire shunting plan, affecting the dismantling and scheduling of subsequent trains.

[0070] When the n+1th axle passes over the peak platform, its axle weight W n+1 The corresponding gravity component is much greater than the resistance generated by the remaining car bodies of the train set to be released that have not passed the peak platform. At this time, the entire train set to be released can pass through the peak platform completely based on its own gravity. If the vehicle is moving too fast during the release process, delayed hook lifting may increase the risk of the vehicle chasing the hook.

[0071] The actual critical axle is determined by the critical value of the theoretical particle grouping. Compared with generally taking the range from the hump top platform to the push line as the hook lifting operation area, the actual critical axle is determined according to the specific force conditions of the coupler, providing a scientific theoretical basis for determining the position of the latest hook lifting point.

[0072] Step 140: Determine the latest hook lifting point of the tail end of the to-be-unmarshalled train set on the hump based on the actual critical axle.

[0073] For example, the place where the train set to be unmarshaled begins to detach from the train is called the uncoupling point, that is, the hook lifting point. The latest hook lifting point is the last distance point where the train set to be unmarshaled performs the hook lifting operation. If the hook lifting operation fails, resulting in delayed hook lifting, it will not only increase the risk of vehicle hook chasing, but further cause the subsequent train sets to be unable to enter the slope in time, affecting the overall operational efficiency in the station.

[0074] Optionally, the step of determining the latest hooking point of the tail end of the to-be-unmarshaled train set on the hump according to the actual critical axle comprises: determining the latest hooking point of the tail end of the to-be-unmarshaled train set on the hump according to the axle P n The latest hook lifting operation length is determined according to the position in the train set to be unmarshaled; the latest hook lifting operation point of the train set to be unmarshaled on the hump is determined according to the parameters of the hump and the latest hook lifting operation length; wherein the intersection point of the acceleration slope of the hump and the peak platform is the origin of the hump coordinates, the horizontal axis of the hump coordinates is horizontal to the peak platform, and the vertical axis of the hump coordinates is vertical to the peak platform.

[0075] The latest hook lifting operation length is determined on the ramp. If the peak platform ramp length is greater than or equal to the latest hook lifting operation length, the latest hook lifting operation point is at the peak platform; if the peak platform ramp length is less than the latest hook lifting operation point, the corresponding remaining operation length is taken along the push slope. Optionally, the latest hook lifting operation point is determined by extending the latest hook lifting operation length along the ramp from the hump coordinate origin toward the push line to determine the distance point as the latest hook lifting operation point.

[0076] It is understandable that the axle P n The weight of the vehicle body in front is relatively small, and the coupler to be lifted at the rear of the vehicle body is still in a squeezed state, and the coupler cannot be completely separated; while the axle P n The weight of the rear vehicle is large, and the high speed during the release process increases the risk of hook-up and affects the disintegration of the subsequent vehicle group. n The position of the hook can be determined to determine the latest length of the hook lifting operation, so that accurate hook lifting operation can be achieved.

[0077] When shunting over a hump, the shunting locomotive usually pushes the train toward the hump first, and the hook is lifted when the front train approaches the top of the hump (about to pass the top of the slope). If the hook is lifted before the train approaches the top of the hump (before passing the top of the slope), it is very likely to cause a safety accident. Figure 6As shown: if the latest hook lifting operation length is L, the intersection of the peak platform and the acceleration slope is taken as the coordinate origin, one end of which starts from the coordinate origin and extends along the ramp length of the peak platform and the pushing slope in the direction of the pushing line to the latest hook lifting operation length. The other end of the latest hook lifting operation length on the ramp is taken as the distance point, and the distance point is extended along the direction perpendicular to the ramp to the car group to be unmarshaled as the latest hook lifting operation point.

[0078] Based on the above embodiment, the latest hook lifting operation length is preferably determined as follows: if the axle P n and axle P n+1 The vehicle body is different, then determine the axle P n The length of the car body from the beginning to the rear of the last car of the car group to be separated is the latest hook lifting operation length.

[0079] When there are 5 car bodies to be disassembled, there are 20 axles, and the actual critical axle is the last axle P8 of the second car body. According to the length of a single car body in the car body to be disassembled, the front bogie fixed distance D1, the rear bogie fixed distance D2, and the fixed wheelbase D3 of the front and rear bogies; the length M from P8 to the rear of the car body to be disassembled is calculated as the latest hook lifting operation length. With the peak platform and the acceleration slope as the origin, the length M is extended in the direction of the push slope, and the end point is the latest hook lifting point of the car body to be disassembled.

[0080] The technical solution of the embodiment of the present invention is to determine at least one car set to be separated from a complete train formation; based on the particle analysis model, according to the vehicle parameters of each car set to be separated, convert it into a theoretical particle formation corresponding to the car set to be separated; according to the critical value of the theoretical particle formation determined after force analysis and satisfying the critical acceleration condition, determine the actual critical axle of the car set to be separated when traveling on the hump; according to the actual critical axle, determine the latest hook lifting point of the tail end of the car set to be separated on the hump, so as to solve the technical problems of operation abnormalities such as back-slipping and hook collision, and back-pulling due to missed hook lifting opportunity caused by inaccurate grasp of hook lifting timing, and achieve the technical effect of more scientifically guiding the hook lifting personnel to perform the hook lifting operation task accurately and efficiently.

[0081] The automated hook lifting operation method in the hump shunting and dismantling operation in the related technology can calculate the rear thrust and front pull on the hook to be released based on the number of vehicles in the train, the load status and loading conditions of each vehicle, the length of the hump top platform, the slope of the hook pressing slope, and the slope of the acceleration slope; when the rear thrust and the front pull on the hook to be released are equal, that is, the position where the two forces are balanced, this position is the uncoupling point of the hook to be released, and no theoretical analysis process of the specific force conditions of the hook is provided. Only the two-force balance condition that the thrust and the pull on the hook to be released are equal is used as the starting point, and the interval from the starting point to the opposite direction of driving is generally defined as the hook lifting operation area. In a certain sense, it fails to play a substantial meaning and guiding value to the automated hook lifting operation method.

[0082] At present, in railway transport marshaling yards, humps are key equipment for marshaling operations. They mainly use the potential energy generated by the gravity of vehicles and the slope of humps, supplemented by locomotive thrust to dismantle trains, and are an important means to improve railway transportation efficiency. The efficiency of hump operations is directly related to the smoothness and punctuality of railway transportation, and is of great significance to ensuring the safety and efficiency of freight transportation. Among them, hump disassembly operations are generally manual hook lifting, and the timing of hook lifting is basically based on the on-site practical experience formed by the operators themselves. However, there are still abnormal situations that reduce the efficiency of operations, such as premature hook lifting, train backsliding and hitting the hook, missing the hook lifting opportunity, pulling back and lifting again, etc. This type of hook lifting operation has human influence factors such as the maturity of human cognition of things and the limitations of objective factors judgment, which to a certain extent results in high time cost for operator training, reduced hump operation efficiency, and weakened safety production guarantees.

[0083] In response to this type of problem, a systematic and scientific calculation method is used to deduce the latest hook-lifting point for a single hook-lifting operation, which can effectively avoid inefficient repeated operations due to misjudgment. In addition, it mainly provides a theoretical basis and calculation reference for the formation of an automated and intelligent hook-lifting operation analysis system, and then more scientifically guides the hook-lifting robot to accurately and efficiently complete related hook-lifting operation tasks. Compared with the current method of human judgment based on experience, this calculation method has the characteristics of scientific rationality, high universality, and accurate results. It can effectively reduce operational risks, reduce personnel training costs, and improve hump production efficiency.

[0084] On the basis of the above technical solutions, further, after determining the actual critical axle, it is also possible to add the situation that the actual critical axle and the next axle are not the same vehicle body, so as to improve the above calculation method of the latest hook lifting operation length. It should be noted that for the parts not described in detail in the embodiments of the present invention, reference can be made to the relevant description of the above embodiments.

[0085] A method for calculating the latest hook lifting point in a hump hook lifting operation specifically includes:

[0086] S210: Determine at least one train set to be separated from the complete train set.

[0087] S220. Based on the particle analysis model, according to the vehicle parameters of each of the train sets to be disassembled, a theoretical particle grouping corresponding to the train sets to be disassembled is converted; wherein the theoretical particle grouping includes at least one identical theoretical vehicle body.

[0088] S230, according to the vehicle parameters of the train set to be disassembled, the actual axle weight of each axle of the actual vehicle body after passing the peak platform is calculated in sequence; starting from the front end of the train set to be disassembled, the actual axle weights are accumulated so that the total actual axle weight satisfies the following formula:

[0089] W n <W i <W n+1

[0090] Among them, W n is the sum of the actual axle weights of the first n axles, W n+1 is the sum of the actual axle weights of the first n+1 axles, W i is the total weight of the vehicle body corresponding to the critical position point;

[0091] The n satisfying the above formula is determined as the actual critical axle.

[0092] S240, if axle P n and axle P n+1 The same car body and the same bogie, then determine the axle P n The length of the car body from the beginning to the rear of the last car of the car group to be separated is the latest hook lifting operation length.

[0093] It can be understood that the actual critical axle P n and axle P n+1 The same bogies of the same vehicle body can be the front bogies of the vehicle body or the rear bogies of the vehicle body; then the axle P n and axle P n+1 The length between the two is the fixed distance of the car body bogie, which is the same as the axle P n and axle P n+1 If the length between the front and rear axles of different vehicle bodies is the same, then the latest hook lifting operation length is the actual critical axle P n The length of the car body to the rear of the last car in the train set to be disassembled.

[0094] S250, determining the latest hook lifting operation point of the train set to be unmarshaled on the hump according to the parameters of the hump and the latest hook lifting operation length.

[0095] The technical solution of the embodiment of the present invention analyzes the stress conditions of the same bogie where the actual critical axle is located on the same car body, thereby solving the technical problem of inaccurate judgment of the timing of the hook lifting operation due to uneven force on the car body weight, and providing a more reliable basis for analyzing the hook lifting operation point and a reference for calculating the timing of the hook lifting operation for an automated and intelligent hook lifting operation analysis system.

[0096] On the basis of the above technical solutions, further, after determining the actual critical axle, the situation where the actual critical axle and the next axle are not the same vehicle body or the same bogie can be added to improve the above calculation method of the latest hook lifting operation length. It should be noted that the technical solution in this embodiment can be combined with each optional solution in one or more of the above embodiments. Then the method for determining the latest hook lifting length specifically includes:

[0097] S310, determining at least one train set to be separated from the complete train set.

[0098] S320. Based on the particle analysis model, according to the vehicle parameters of each of the train sets to be disassembled, a theoretical particle grouping corresponding to the train sets to be disassembled is converted; wherein the theoretical particle grouping includes at least one identical theoretical vehicle body.

[0099] S330, according to the vehicle parameters of the train set to be disassembled, the actual axle weight of each axle of the actual vehicle body after passing the peak platform is calculated in sequence; starting from the front end of the train set to be disassembled, the actual axle weights are accumulated so that the total actual axle weight satisfies the following formula:

[0100] W n <W i <W n+1

[0101] Among them, W n is the sum of the actual axle weights of the first n axles, W n+1 is the sum of the actual axle weights of the first n+1 axles, W i is the total weight of the vehicle body corresponding to the critical position point;

[0102] The n satisfying the above formula is determined as the actual critical axle.

[0103] S340, if axle P n and axle P n+1 The same car body, but different bogies, if the axle P n and axle P n+1The vehicle body is calculated according to the single-particle model to determine the critical downward inclination angle that satisfies the critical acceleration condition when the vehicle body passes over the peak platform, and to determine the sum of the remaining vehicle body length and subsequent vehicle body length after the intersection point between the peak platform and the acceleration slope when the vehicle body meets the critical downward inclination angle, which is the latest hook lifting operation length.

[0104] It can be understood that the actual critical axle P n and axle P n+1 For different bogies of the same vehicle body, the axle P n and axle P n+1 The third axle and the fourth axle of the vehicle body are located in sequence; at this time, the vehicle body weight W of the vehicle group to be disassembled over the peak platform area i Located in the middle of the vehicle body, if we simply use the actual critical axle P n If the length of the car body to the rear of the last car in the train set to be separated is used as the latest length for lifting the hook, it is easy to lift the hook too early.

[0105] To further calculate the critical axle P n and axle P n+1 The weight of the vehicle body that passes over the peak platform area more accurately is calculated by using the particle analysis model as a single particle model, corresponding to the downward inclination angle α of the vehicle body passing over the peak platform and the proportion of the vehicle body weight of the vehicle body passing over the peak platform. When the downward inclination angle is α, the cumulative weight of the vehicle body passing over the peak platform reaches W. i , the length of the car body that passes the peak platform when the critical acceleration condition is met can be determined, and the sum of the remaining length of the car body and the length of the subsequent car body is taken as the latest hook lifting operation length of the car group to be unmarshaled.

[0106] S350, determining the latest hook lifting operation point of the train set to be unmarshaled on the hump according to the parameters of the hump and the latest hook lifting operation length.

[0107] The technical solution of the embodiment of the present invention solves the technical problem of inaccurate judgment of the timing of hook lifting operation due to uneven force on the vehicle weight by independently analyzing the stress conditions of different bogies with actual critical axles located on the same vehicle body, and provides a more reliable basis for analyzing the hook lifting operation point and a reference for calculating the timing of hook lifting for an automated and intelligent hook lifting operation analysis system, thereby achieving the technical effect of more scientifically guiding hook lifting personnel to perform hook lifting operations accurately and efficiently.

[0108] Figure 7The figure shows a schematic diagram of the structure of the latest hook lifting point calculation device for the hump hook lifting operation provided by an embodiment of the present invention. The latest hook lifting point calculation device 400 for the hump hook lifting operation includes a module 410 for determining the train set to be unmarshaled, a module 420 for converting the theoretical mass point marshaling, a module 430 for determining the actual critical axle, and a module 440 for determining the latest hook lifting point.

[0109] Exemplarily, the to-be-disassembled train set determining module 410 is used to determine at least one to-be-disassembled train set from the complete train set.

[0110] The theoretical particle group conversion module 420 is used to convert the theoretical particle group corresponding to the train set to be disassembled based on the particle analysis model and according to the vehicle parameters of each train set to be disassembled; wherein the theoretical particle group includes at least one identical theoretical vehicle body.

[0111] The actual critical axle determination module 430 is used to determine the actual critical axle of the train set to be separated when traveling on the hump according to the critical value that satisfies the critical acceleration condition determined after the force analysis of the theoretical particle set; wherein the critical acceleration condition is the critical point at which the traction force of the train set is about to be greater than or equal to the resistance, the traction force is generated by the car body passing through the peak platform, and the resistance is generated by all the car bodies of the train set; the hump includes: a push line, a push slope, a peak platform, an acceleration slope and an intermediate slope in the driving direction.

[0112] The latest hook-lifting point determination module 440 is used to determine the latest hook-lifting point of the tail end of the to-be-unmarshaled vehicle set on the hump according to the actual critical axle.

[0113] Optionally, the theoretical particle grouping conversion module 420 is also used to determine the actual total length of the vehicle body for each vehicle parameter of the vehicle group to be disassembled; divide the actual total length of the vehicle body by the theoretical vehicle body length in the particle analysis model to convert the theoretical number of vehicle bodies; and determine the corresponding particle analysis model from multiple particle analysis models according to the theoretical number of vehicle bodies as the theoretical particle grouping.

[0114] Optionally, the actual axle determination module 430 is further configured to calculate the actual axle weight of each axle of the actual vehicle body after passing over the peak platform according to the vehicle parameters of the vehicle set to be disassembled; starting from the front end of the vehicle set to be disassembled, the actual axle weights are accumulated so that the total actual axle weight satisfies the following formula:

[0115] W n <W i <W n+1

[0116] Among them, W n is the sum of the actual axle weights of the first n axles, W n+1is the sum of the actual axle weights of the first n+1 axles, W i is the total weight of the vehicle body corresponding to the critical position point;

[0117] The n satisfying the above formula is determined as the actual critical axle.

[0118] Optionally, the latest hook lifting point determination module 440 is further configured to determine the latest hook lifting point according to the axle P n The latest hook lifting operation length is determined at the position in the train set to be unmarshaled; the latest hook lifting operation point of the train set to be unmarshaled on the hump is determined according to the parameters of the hump and the latest hook lifting operation length; wherein the intersection point of the acceleration slope of the hump and the peak platform is the hump coordinate origin, the horizontal axis of the hump coordinate is horizontal to the peak platform, and the vertical axis of the hump coordinate is vertical to the peak platform; the latest hook lifting operation point is determined as follows: starting from the hump coordinate origin, the latest hook lifting operation length is extended along the horizontal axis in the direction of the push line to determine a distance point as the latest hook lifting operation point.

[0119] Optionally, the latest hook lifting point determination module 440 includes a latest hook lifting operation length determination unit;

[0120] The latest hook lifting operation length determination unit is used for the axle P n and axle P n+1 The vehicle body is different, then determine the axle P n The length of the car body from the beginning to the rear of the last car of the car group to be separated is the latest hook lifting operation length.

[0121] If the axle P n and axle P n+1 The same car body and the same bogie, then determine the axle P n The length of the car body from the beginning to the rear of the last car of the train set to be unmarshaled is the latest hook lifting operation length;

[0122] If the axle P n and axle P n+1 The same car body, but different bogies, if the axle P n and axle P n+1 The vehicle body is calculated according to the single-particle model to determine the critical downward inclination angle that satisfies the critical acceleration condition when the vehicle body passes over the peak platform, and to determine the sum of the remaining vehicle body length and subsequent vehicle body length after the intersection point between the peak platform and the acceleration slope when the vehicle body meets the critical downward inclination angle, which is the latest hook lifting operation length.

[0123] The embodiment of the present invention determines at least one car set to be separated from a complete train formation; based on a particle analysis model, according to the vehicle parameters of each car set to be separated, a theoretical particle formation corresponding to the car set to be separated is converted; according to the critical value of the theoretical particle formation determined after force analysis and satisfying the critical acceleration condition, the actual critical axle of the car set to be separated when traveling on the hump is determined; according to the actual critical axle, the latest hook lifting point of the tail end of the car set to be separated on the hump is determined, thereby solving the technical problems of operation abnormalities such as back-slipping and hook collision, and back-pulling due to missed hook lifting timing caused by inaccurate grasp of hook lifting timing, and achieving the technical effect of more scientifically guiding the hook lifting personnel to perform the hook lifting operation task accurately and efficiently.

[0124] Figure 8 It is a structural diagram of an electronic device provided by an embodiment of the present invention. Figure 8 A block diagram of an exemplary electronic device 12 suitable for use in implementing embodiments of the present invention is shown. Figure 8 The electronic device 12 shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present invention.

[0125] like Figure 8 As shown, the electronic device 12 is in the form of a general purpose computing device. The components of the electronic device 12 may include, but are not limited to: one or more processors or processing units 16, a system memory 28, and a bus 18 that connects various system components (including the system memory 28 and the processing unit 16).

[0126] Bus 18 represents one or more of several types of bus structures, including a memory bus or memory controller, a peripheral bus, an accelerated graphics port, a processor or a local bus using any of a variety of bus architectures. By way of example, these architectures include, but are not limited to, an Industry Standard Architecture (ISA) bus, a Micro Channel Architecture (MAC) bus, an Enhanced ISA bus, a Video Electronics Standards Association (VESA) local bus, and a Peripheral Component Interconnect (PCI) bus.

[0127] The electronic device 12 typically includes a variety of computer system readable media. These media can be any available media that can be accessed by the electronic device 12, including volatile and non-volatile media, removable and non-removable media.

[0128] The system memory 28 may include computer system readable media in the form of volatile memory, such as random access memory (RAM) 30 and / or cache memory 32. The electronic device 12 may further include other removable / non-removable, volatile / non-volatile computer system storage media. By way of example only, the storage system 34 may be used to read and write non-removable, non-volatile magnetic media ( Figure 8not shown, usually called a "hard drive"). Although Figure 8 Not shown in the figure, a disk drive for reading and writing to a removable non-volatile disk (e.g., a "floppy disk"), and an optical disk drive for reading and writing to a removable non-volatile optical disk (e.g., a CD-ROM, a DVD-ROM, or other optical media) may be provided. In these cases, each drive may be connected to the bus 18 via one or more data medium interfaces. The memory 28 may include at least one program product having a set (e.g., at least one) of program modules that are configured to perform the functions of the various embodiments of the present invention.

[0129] A program / utility 40 having a set (at least one) of program modules 42 may be stored, for example, in the memory 28, such program modules 42 including, but not limited to, an operating system, one or more application programs, other program modules, and program data, each or some combination of which may include an implementation of a network environment. The program modules 42 generally perform the functions and / or methods of the embodiments described herein.

[0130] The electronic device 12 may also communicate with one or more external devices 14 (e.g., keyboards, pointing devices, displays 24, etc.), may communicate with one or more devices that enable a user to interact with the electronic device 12, and / or may communicate with any device that enables the electronic device 12 to communicate with one or more other computing devices (e.g., network cards, modems, etc.). Such communication may be performed via an input / output (I / O) interface 22. Furthermore, the electronic device 12 may also communicate with one or more networks (e.g., local area networks (LANs), wide area networks (WANs), and / or public networks, such as the Internet) via a network adapter 20. As shown, the network adapter 20 communicates with other modules of the electronic device 12 via a bus 18. It should be understood that, although not shown in the figure, other hardware and / or software modules may be used in conjunction with the electronic device 12, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup storage systems.

[0131] The processing unit 16 executes various functional applications and data processing by running at least one of the other programs among the multiple programs stored in the system memory 28, such as implementing a method for calculating the latest hook lifting point of a hump hook lifting operation provided by an embodiment of the present invention.

[0132] An embodiment of the present invention provides a computer-readable storage medium having a computer program stored thereon. When the program is executed by a processor, a method for calculating the latest hook lifting point of a hump hook lifting operation provided by any embodiment of the present invention is implemented.

[0133] Note that the above are only preferred embodiments of the present invention and the technical principles used. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and that various obvious changes, readjustments and substitutions can be made by those skilled in the art without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in more detail through the above embodiments, the present invention is not limited to the above embodiments, and may include more other equivalent embodiments without departing from the concept of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims

1. A method for calculating the latest hook lifting point in a hump hook lifting operation, characterized in that: include: Determine at least one train set to be separated from the complete train set; Based on the particle analysis model, according to the vehicle parameters of each train set to be disassembled, a theoretical particle grouping corresponding to the train set to be disassembled is converted; wherein the theoretical particle grouping includes at least one identical theoretical vehicle body; According to the critical value that satisfies the critical acceleration condition determined after the force analysis of the theoretical mass point marshaling, the actual critical axle of the train set to be disassembled when traveling on the hump is determined; wherein the critical acceleration condition is the critical point at which the traction force of the train set is about to be greater than or equal to the resistance, the traction force is generated by the car body passing through the peak platform, and the resistance is generated by all the car bodies of the train set; the hump includes: a push line, a push slope, a peak platform, an acceleration slope and an intermediate slope in the driving direction; The latest hook lifting point of the tail end of the to-be-stripped train set on the hump is determined according to the actual critical axle.

2. The method according to claim 1, characterized in that The theoretical mass point grouping corresponding to the mass point analysis model includes one or more theoretical vehicle bodies, each of which has the same vehicle type, length and weight, and a set uniform driving speed. The mass point of the theoretical vehicle body is located at the exact center of the vehicle body.

3. The method according to claim 2, characterized in that The particle analysis model includes: a single particle model, a three-particle model, a four-particle model and a five-particle model; wherein: The single-particle model is used to characterize the critical downward inclination angle of a theoretical vehicle body when the critical acceleration condition is met during the process from the front of the vehicle passing over the peak platform to the rear of the vehicle entering the acceleration slope; The three-point mass model is used to characterize a theoretical point mass vehicle group formed by multiple theoretical vehicle bodies, and the critical value of the theoretical vehicle body when the critical acceleration condition is met during the process from the front end of the vehicle head passing over the peak platform to the rear end of the vehicle tail not completely leaving the push slope; the theoretical point mass vehicle group includes three points located at the push slope, the peak platform and the acceleration slope respectively; The four-particle model is used to characterize a theoretical particle vehicle group formed by multiple theoretical vehicle bodies, from the front end of the vehicle head crossing the peak platform to the front end of the vehicle head entering the middle slope while the rear end of the vehicle head is still in the push slope, when the critical acceleration condition is met; the theoretical particle vehicle group includes four particles located at the middle slope, the acceleration slope, the peak platform and the push slope respectively; The five-particle model is used to characterize a theoretical particle vehicle group formed by multiple theoretical vehicle bodies, from the front end of the vehicle crossing the peak platform to the front end of the vehicle entering the middle slope while the rear end of the vehicle is still in the push slope, and the critical value of the theoretical vehicle body when the critical acceleration condition is met; the theoretical particle vehicle group includes five particles located at the middle slope, acceleration slope, peak platform, push slope and push line respectively.

4. The method according to claim 3, characterized in that In each particle analysis model, a critical value satisfying the critical acceleration condition is pre-calculated and stored based on the length and slope of each slope section in the hump.

5. The method according to claim 4, characterized in that The critical value is characterized by the proportion of the preceding vehicle body weight in the total vehicle body weight when the critical acceleration condition is met in the theoretical particle formation.

6. The method according to claim 1, characterized in that The vehicle parameters of the train set to be disassembled include: vehicle length, bogie type, vehicle deadweight, vehicle load, axle weight of four axles of the vehicle, fixed distance between front and rear axles in the bogie, and fixed wheelbase of front and rear bogies.

7. The method according to claim 5, characterized in that Based on the mass point analysis model, according to the vehicle parameters of each train set to be disassembled, converting the theoretical mass point formation corresponding to the train set to be disassembled includes: For each vehicle parameter of the vehicle set to be disassembled, determining the actual total length of the vehicle body; The actual total length of the vehicle body is divided by the theoretical vehicle body length in the mass point analysis model to calculate the theoretical number of vehicle bodies; According to the theoretical vehicle body quantity, a corresponding particle analysis model is determined from a plurality of particle analysis models as a theoretical particle grouping.

8. The method according to claim 7, characterized in that According to the critical value that satisfies the critical acceleration condition determined after force analysis of the theoretical mass point grouping, determining the actual critical axle of the train group to be disassembled when traveling on the hump includes: According to the vehicle parameters of the train set to be disassembled, the actual axle weight of each axle of the actual vehicle body after passing over the peak platform is calculated in turn; Starting from the front end of the train set to be disassembled, the actual axle weights are accumulated so that the total actual axle weight satisfies the following formula: W <Wi<W(n+1) Wherein, Wn is the sum of the actual axle weights of the first n axles, W(n+1) is the sum of the actual axle weights of the first n+1 axles, and Wi is the total weight of the vehicle body corresponding to the critical position point; n satisfying the above formula is determined as the serial number of the actual critical axle.

9. The method according to claim 8, characterized in that Determining the latest hooking point of the tail end of the to-be-unmarshaled train set on the hump according to the actual critical axle includes: Determine the latest hook lifting operation length according to the position of the axle Pn in the train set to be unmarshaled; Determining the latest hook-lifting operation point of the train set to be unmarshaled on the hump according to the parameters of the hump and the latest hook-lifting operation length; The intersection point of the acceleration slope and the peak platform of the hump is the origin of the hump coordinates, the horizontal axis of the hump coordinates is horizontal to the peak platform, and the vertical axis of the hump coordinates is vertical to the peak platform; The latest hook lifting operation point is determined by extending the latest hook lifting operation length along the ramp from the hump coordinate origin toward the push line to determine a distance point as the latest hook lifting operation point.

10. The method according to claim 9, characterized in that According to the position of the axle Pn in the train set to be unmarshaled, determining the latest hook lifting operation length includes: If the axle Pn and the axle Pn+1 belong to different car bodies, the car body length from the axle Pn to the rear of the last car of the train set to be unmarshaled is determined as the latest hook lifting operation length; If the axle Pn and the axle Pn+1 belong to the same car body and the same bogie, the car body length from the axle Pn to the rear of the last car of the train set to be unmarshaled is determined as the latest hook lifting operation length; If the axle Pn and axle Pn+1 belong to the same car body and different bogies, the car body to which the axle Pn and axle Pn+1 belong shall be calculated according to the single-particle model to determine the critical downward inclination angle that satisfies the critical acceleration condition when the car body passes the peak platform, and to determine the sum of the remaining car body length and subsequent car body length after the intersection point between the peak platform and the acceleration slope when the car body meets the critical downward inclination angle, which is the latest hook lifting operation length.

11. A device for calculating the latest hook lifting point in a hump hook lifting operation, characterized in that: include: A train set determination module to be separated is used to determine at least one train set to be separated from the complete train set; Theoretical mass point grouping conversion module is used to convert the theoretical mass point grouping corresponding to the train set to be disassembled into the theoretical mass point grouping corresponding to the train set to be disassembled based on the mass point analysis model and according to the vehicle parameters of each train set to be disassembled; wherein the theoretical mass point grouping includes at least one identical theoretical vehicle body; The actual critical axle determination module is used to determine the actual critical axle of the train set to be disassembled when traveling on the hump according to the critical value that satisfies the critical acceleration condition determined after force analysis of the theoretical mass point marshaling; wherein the critical acceleration condition is the critical point at which the traction force of the train marshaling is about to be greater than or equal to the resistance, the traction force is generated by the car body passing through the peak platform, and the resistance is generated by all the car bodies of the train marshaling; the hump includes: a push line, a push slope, a peak platform, an acceleration slope and an intermediate slope in the driving direction; The latest hook-lifting point determination module is used to determine the latest hook-lifting point of the tail end of the to-be-unmarshaled train set on the hump according to the actual critical axle.

12. An electronic device, characterized in that: include: one or more processors; A memory for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the method for calculating the latest hook lifting point for a hump hook lifting operation as described in any one of claims 1-10.

13. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method for calculating the latest hook lifting point for a hump hook lifting operation as described in any one of claims 1 to 10 is implemented.

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