Heavy-load combined train electric braking force asynchronous control method, device, equipment and medium

Abstract

The invention relates to a heavy-load combined train electric braking force asynchronous control method, device, equipment and medium, and the heavy-load combined train electric braking force asynchronous control method comprises the steps that in the heavy-load combined train air braking release and / or compression recovery process, under the condition that the resultant force of the electric braking force of the train is not changed, the electric braking force of the train is not changed; and the electric braking force of the slave control locomotive and the master control locomotive is dynamically redistributed so as to restrain longitudinal impulse. Longitudinal impulse in the air brake relieving and / or compression recovery process of the heavy-load combined train is effectively restrained, and the longitudinal dynamic performance of the train is improved.

Description

Technical Field

[0001] The present disclosure relates to the technical field of rail transit, and particularly to a method, device, equipment and medium for asynchronous control of electric braking force of a heavy-haul combined train. Background Art

[0002] Compared with centralized power trains, distributed power combined trains are regarded as the best traction solution for heavy-haul transportation due to their excellent dynamic performance. Currently, for heavy-haul transportation of 20,000 tons and above in China, the formation mode of distributed power combined trains is usually adopted, and a wireless synchronous control system is used for train control. The existing control method of the wireless synchronous control system does not consider the line environment, locomotive working conditions and communication delay, and adopts undifferentiated synchronous control for the master and slave locomotives. With the increase of the traction tonnage, the hook pressing force and pulling force caused by the longitudinal impulse of the train have gradually approached the upper limit of the coupler, and the safety margin is getting smaller and smaller. It is urgent to optimize the existing control method to improve the longitudinal dynamic performance of the train. Summary of the Invention

[0003] The present disclosure provides a method, device, equipment and medium for asynchronous control of electric braking force of a heavy-haul combined train to suppress the longitudinal impulse during the air brake release and / or compression recovery of the heavy-haul combined train and improve the longitudinal dynamic performance of the train.

[0004] In a first aspect, the present disclosure provides a method for asynchronous control of electric braking force of a heavy-haul combined train, including: during the air brake release and / or compression recovery of the heavy-haul combined train, under the condition that the resultant force of the electric braking force of the train remains unchanged, dynamically redistribute the electric braking force of the slave locomotives and the master locomotive to suppress the longitudinal impulse.

[0005] In some embodiments, during the air brake release and / or compression recovery of the heavy-haul combined train, under the condition that the resultant force of the electric braking force of the train remains unchanged, dynamically redistribute the electric braking force of the slave locomotives and the master locomotive to suppress the longitudinal impulse, including:

[0006] When the air brake of the heavy-haul combined train is released to a set duration, increase the electric braking force of the slave locomotives and decrease the electric braking force of the master locomotive to suppress the longitudinal impulse while keeping the resultant force of the electric braking force of the train unchanged.

[0007] In some embodiments, during the air brake release and / or compression recovery of the heavy-haul combined train, under the condition that the resultant force of the electric braking force of the train remains unchanged, dynamically redistribute the electric braking force of the slave locomotives and the master locomotive to suppress the longitudinal impulse, including:

[0008] During the compression recovery of the heavy-haul combined train, decrease the electric braking force of the slave locomotives and increase the electric braking force of the master locomotive to suppress the longitudinal impulse while keeping the resultant force of the electric braking force of the train unchanged.

[0009] In some embodiments, during the dynamic redistribution of the electric braking force of the slave locomotive and the master locomotive, the following relationship is satisfied between the electric braking force of the master locomotive and the electric braking force of the slave locomotive:

[0010] F1 = F l1 * k

[0011] F2 = F l2 + F l1 *(1 - k)

[0012] In the formula, F l1 is the original electric braking force of the master locomotive, F1 is the adjusted electric braking force of the master locomotive, F l2 is the original electric braking force of the slave locomotive, F2 is the adjusted electric braking force of the slave locomotive, and k is the electric braking force adjustment coefficient.

[0013] In some embodiments, during the dynamic redistribution of the electric braking force of the slave locomotive and the master locomotive, the following relationship is satisfied between the electric braking force of the master locomotive and the electric braking force of the slave locomotive:

[0014] F1 = F l1 * k * R

[0015] F2 = (F l2 + F l1 *(1 - k)) * R

[0016] In the formula, F l1 is the original electric braking force of the master locomotive, F1 is the adjusted electric braking force of the master locomotive, F l2 is the original electric braking force of the slave locomotive, F2 is the adjusted electric braking force of the slave locomotive, k is the electric braking force adjustment coefficient, and R is the speed correction coefficient.

[0017] In some embodiments, based on a pre - constructed parameter spectrum, the electric braking force of the slave locomotive and the master locomotive is dynamically redistributed. The parameter spectrum includes the correspondence between mileage, the electric braking force of the master locomotive or the slave locomotive, the electric braking force adjustment coefficient, and the maintenance time of the electric braking force adjustment coefficient. Among them, the electric braking force of the master locomotive or the slave locomotive includes each part of the electric braking force obtained by equally dividing the maximum electric braking force of the master locomotive or the slave locomotive;

[0018] Dynamically redistributing the electric braking force of the slave locomotive and the master locomotive based on a pre - constructed parameter spectrum includes:

[0019] Obtaining the current mileage and the original electric braking force of the current master locomotive or slave locomotive;

[0020] Determining the electric braking force adjustment coefficient and the maintenance time of the electric braking force adjustment coefficient according to the current mileage and the equally divided electric braking force closest to the original electric braking force;

[0021] Calculate the adjusted electric braking force of the master locomotive or slave locomotive according to the determined electric braking force adjustment coefficient;

[0022] Control the master locomotive or slave locomotive to execute the corresponding maintenance time according to the adjusted electric braking force.

[0023] In a second aspect, the present disclosure provides a device for asynchronous control of electric braking force of a heavy-haul combined train, including:

[0024] A control module, configured to dynamically reallocate the electric braking forces of the slave locomotive and the master locomotive under the condition that the resultant force of the electric braking forces of the train remains unchanged during the air brake release and / or compression recovery process of the heavy-haul combined train, so as to suppress longitudinal impulses.

[0025] In a third aspect, the present disclosure provides a computer device, including a memory, a processor, and a computer program stored on the memory, and the processor executes the computer program to implement the steps of the method described in the first aspect.

[0026] In a fourth aspect, the present disclosure provides a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the method described in the first aspect are implemented.

[0027] In a fifth aspect, the present disclosure provides a computer program product, including a computer program, and when the computer program is executed by a processor, the steps of the method described in the first aspect are implemented.

[0028] A method, device, equipment, and medium for asynchronous control of electric braking force of a heavy-haul combined train provided by the present disclosure dynamically reallocate the electric braking forces of the slave locomotive and the master locomotive under the condition that the resultant force of the electric braking forces of the train remains unchanged during the air brake release and / or compression recovery process of the heavy-haul combined train, so as to suppress longitudinal impulses during the air brake release and / or compression recovery process of the heavy-haul combined train and improve the longitudinal dynamic performance of the train. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The present disclosure will be described in more detail below based on embodiments with reference to the drawings:

[0030] Figure 1 Schematic diagram of a multi-particle dynamics model provided for an embodiment of the present disclosure;

[0031] Figure 2 Schematic diagram of the stretching and compression of the couplers of the combined train provided for an embodiment of the present disclosure;

[0032] Figure 3 Schematic diagram of the distributed force of the couplers of the train under a consistent ramp condition provided for an embodiment of the present disclosure;

[0033] Figure 4 Schematic diagram of the air brake release process provided by an embodiment of the present disclosure;

[0034] Figure 5 Schematic diagram of the stretching process provided by an embodiment of the present disclosure;

[0035] Figure 6 Schematic diagram of the compression process provided by an embodiment of the present disclosure;

[0036] Figure 7 Schematic diagram of the principle of re - distribution of the electro - braking force of the slave control machine during the air brake release process of a train provided by an embodiment of the present disclosure;

[0037] Figure 8 Schematic diagram of the process flow of a method for asynchronous control of the electro - braking force of a heavy - haul combined train provided by an embodiment of the present disclosure.

[0038] In the drawings, the same components are denoted by the same reference numerals, and the drawings are not drawn to actual scale. Detailed implementation manners

[0039] In order to enable those skilled in the art to better understand the technical solutions of the present disclosure, and to fully understand how the present disclosure uses technical means to solve technical problems and the implementation process of achieving corresponding technical effects and implement accordingly, the following will clearly and completely describe the technical solutions in the embodiments of the present disclosure with reference to the accompanying drawings in the embodiments of the present disclosure. Obviously, the described embodiments are only a part of the embodiments of the present disclosure, rather than all of the embodiments. The embodiments of the present disclosure and each feature in the embodiments can be combined with each other without conflict, and the formed technical solutions are all within the protection scope of the present disclosure. Based on the embodiments in the present disclosure, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present disclosure.

[0040] It should be noted that the terms "first", "second", etc. in the specification and claims of the present disclosure and the above - mentioned drawings are used to distinguish similar objects, and do not necessarily need to describe a specific order or sequence. It should be understood that such used data can be interchanged under appropriate circumstances so that the embodiments of the present disclosure described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "comprising" and "having" and any variations thereof are intended to cover non - exclusive inclusion. For example, a process, method, system, product or device comprising a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these process, method, product or device.

[0041] It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. And although the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in a different order than here.

[0042] In a related technology, a control method for autonomous driving is provided. It is mentioned that the autonomous driving system and the wireless reconnection system cooperate to control by means of asynchronous control of the master-slave vehicle instructions, improving the safety and stability of system operation. However, the specific method of asynchronous control of the master-slave vehicle instructions is not given. Different from the present invention, the present invention is based on the wireless reconnection system to perform asynchronous control and proposes a complete and specific control method.

[0043] In another related technology, by adding a set of expert system with a motion dynamics model and adjusting the desired traction / electrical braking force on the locomotive, the motion dynamics model is responsible for outputting the desired traction / electrical braking force with the optimization goal of reducing longitudinal impulse, and the expert system is responsible for adjusting the desired traction / electrical braking force and feedback the adjustment result. This solution mainly aims at suppressing the large longitudinal impulse that may occur during the working condition switching of the train at the grade change point, and gives the mathematical formulas of the dynamics model and expert diagnosis. Different from the present invention, the present invention mainly aims at the phenomenon that when the train air brake is released, the longitudinal stretching and compression changes of the train bring about longitudinal impulse of the train. Through asynchronous control of the electrical braking force, the longitudinal impulse of the train is alleviated and the dynamic optimization is realized. In essence, when the train air brake is released, the electrical braking force is dynamically redistributed according to the longitudinal force change law of the train to optimize the dynamic performance. The problems solved and the methods used by the two are different.

[0044] In another related technology, a method for asynchronous control of a heavy-haul combined train is provided. In essence, it redistributes the traction and regenerative braking forces of the master-slave locomotives according to the stretching and compression states of the master-slave locomotives to adjust and optimize the longitudinal force of the train. The core lies in controlling the stretching state of the train by adjusting the traction and regenerative braking forces of the master-slave locomotives to reduce the longitudinal force of the train. Different from the present invention, the present invention mainly aims at the phenomenon that when the train air brake is released, the longitudinal stretching and compression changes of the train bring about longitudinal impulse of the train. Through asynchronous control of the electrical braking force, the longitudinal impulse of the train is alleviated and the dynamic optimization is realized. In essence, when the train air brake is released, the electrical braking force is dynamically redistributed according to the longitudinal force change law of the train to optimize the dynamic performance.

[0045] In the related technology, a locomotive wireless reconnection remote distributed power traction operation control system, a locomotive differential wireless reconnection control method based on intelligent peer thinking, a locomotive differential wireless reconnection synchronous control method based on artificial intelligence, etc. are also provided. However, these solutions are all aimed at solving the problems of various performance differences of the locomotive to achieve reconnection control and do not involve asynchronous control to improve dynamic performance.

[0046] In yet another related technology, the influence of different combinations of electric braking forces of the master and slave locomotives on the train during the release of the train's air brakes was analyzed. Different operations were proposed to be carried out before and after the occurrence of the maximum drawbar force of the train to improve the longitudinal dynamic performance of the train. In particular, it was proposed that "(1) Before the train reaches the maximum drawbar force during the release process, adjust the electric braking force of the master locomotive to 400 kN and the electric braking force of the slave locomotive to 100 kN. (2) When the maximum drawbar force occurs, reduce the electric braking forces of the master and slave locomotives to 100 kN, and this operation should be completed within 10 s after the occurrence of the maximum drawbar force." The essential idea of this method is to suppress the longitudinal stretching and compression changes of the train through changes in the electric braking force. It first increases the electric braking force of the master and decreases the electric braking force of the slave, and then decreases the electric braking forces of both the master and slave simultaneously. In addition, during the actual operation process, the vehicle is a non-electric pure mechanical structure, and it is difficult to obtain the coupler force outside the locomotive, and it is impossible to accurately judge the moment when the maximum coupler force of the train occurs, so it has no feasibility.

[0047] In yet another related technology, it involves a differential control scheme for regenerative forces under the cyclic braking condition of a 20,000-ton heavy-haul combined train. It is proposed that during the release process of the air brakes, the motors of the slave locomotives are cut off to reduce the electric braking force by 25% to relieve the longitudinal impulse brought by the release of the train's air brakes, and this practice is verified through experiments. This method does not comprehensively consider the influence of the line environment, nor does it consider the increase in speed caused by the loss of electric braking force. Moreover, from the perspective of the characteristics of the release of the train's air brakes, this method only has improvement compared with synchronous control, and it is not the implementation process of an asynchronous control method.

[0048] The 20,000-ton heavy-haul combined train is up to 2.6 km long. Taking the 20,000-ton formation with a 1+1 formation as an example, since the coupler has both spring and damping characteristics at the same time, the 20,000-ton heavy-haul combined train can be equivalent to Figure 1 a multi-particle dynamic model that can undergo tensile and compressive deformations longitudinally as shown.

[0049] According to the connection method of the train and the characteristics of the coupler, when the train is formed on a straight track, it is in a natural unfolded state longitudinally, and there is no force between each coupler; on a long and steep uniform slope, under the combined action of gravity, electric braking force and air braking force, the train will undergo overall forward compression longitudinally in the steady state. During the release process of the air brakes, local tensile and compressive deformations will occur between multiple particles inside the train, as Figure 2 shown.

[0050] During the operation of the heavy-haul combined train on a uniform slope, it is necessary to cycle the air brakes to control the speed. Under the combined action of the electric braking force, air braking force and gravity, the distributed force of the train couplers is as Figure 3In the double-triangle distribution shown, under the balance of coupler forces, the speeds and accelerations of individual locomotives and vehicles are approximately equal, and the resultant forces of individual vehicles are approximately equal, being in a balanced state.

[0051] When the train performs air brake release, due to factors such as the wireless communication delay between the master and slave locomotives and the difference in air brake charging and discharging times, the front half of the train is released earlier than the rear half, that is, during the process of the train's air braking force being revoked (released), the front half is revoked first and the rear half is revoked later, resulting in the loss of balance of the train's force. The running speed of the front half of the train will gradually be higher than that of the rear half, and the vehicle speed centered on the locomotive will gradually be higher than that of other positions. The whole train will undergo longitudinal stretching and compression, and there will also be stretching and compression between individual vehicles within the train locally, causing longitudinal impulses and endangering the train's running safety.

[0052] Under the above working conditions, if the air braking force release of the train and the ramp change (or entering a tunnel, curve) occur simultaneously, then the change in the air braking force and the change in the resistance brought about by the line change will superimpose and affect the force balance of the train, causing more complex telescopic changes in the longitudinal direction of the train, generating longitudinal impulses of the train, and endangering the train's running safety.

[0053] The applicant has found that according to the calculation of the number of vehicles, length, mass, locomotive electric braking force, air braking force, running speed grade, line gradient, and line curve of a 20,000-ton formation train, the main factors affecting the train are the air braking force, ramp downforce, and electric braking force. The longitudinal stretching and compression changes of the train are often closely related to the train's running conditions. During the process of air brake release, since the air braking force release spreads from the locomotive to both ends, and the transmission method is relatively fixed, the process of longitudinal stretching and compression changes of the train shows obvious rules. According to the rules, by adjusting the electric braking force, the superimposed collision phenomenon during the process of longitudinal stretching and compression changes of the train can be suppressed, and the longitudinal impulses of the train can be significantly reduced.

[0054] Example 1

[0055] The embodiment of the present disclosure provides a method for asynchronous control of electric braking for a heavy-haul combined train. According to the law of longitudinal stretching and compression changes caused by the change of longitudinal force during the application and release of the air brake of the combined train, the electric braking forces of the master and slave locomotives are asynchronously controlled by means of reallocation, reducing the superposition of longitudinal forces caused by longitudinal stretching and compression of the train, and finally achieving the reduction of longitudinal impulses of the train and realizing the optimization of the longitudinal dynamics of the train.

[0056] The process of longitudinal stretching and compression changes of the train is closely related to the action delay of the master and slave locomotive brakes, the air brake release wave speed of the train, communication delay, type of coupler buffer device, line section, etc. On fixed locomotives, vehicles, wireless synchronous control systems, and lines, the law of longitudinal stretching and compression changes of the train is basically the same.

[0057] Taking a long downhill section as an example, other ramps are regarded as the superposition of ramp change resistance or ramp downslope force on the basis of the long downhill section, as Figure 4 shown. Before the air brake of the train is released, the compression state of the couplers is generally in a forward compression state. When the air brake is released, the braking force at the front of the train is released first, followed by the middle part. The released vehicles and the unreleased vehicles form a force difference, and then a speed difference, and the whole moves forward relatively. Tension and compression occur locally in the train, and the coupler state of the vehicle changes from the compression state to the tension state, and the tension change continues until the whole train is released. After the release is completed, due to the existence of the electric braking force of the locomotive, the compression will occur again after the tension and return to the initial equilibrium state.

[0058] Existing control methods have proposed to reduce the longitudinal impulse of the train by suppressing the tensile change of the train. For example, by suppressing the change of the relative distance between the master and slave locomotives, the tensile deformation of the train is reduced, and the longitudinal impulse of the train is reduced. This method aims to suppress the maximum tensile change inside the train. However, the maximum coupler force is not directly caused by the maximum tensile change, so this is not the optimal solution. During the whole process of tension and compression inside the train, inside the train, when a group of vehicles have undergone tension and encounter another group of vehicles that are undergoing tensile change, a secondary pull will be formed, resulting in a large pulling force on the coupler; when a group of vehicles have undergone compression and encounter another group of vehicles that are undergoing compression change, a secondary compression impact will be formed, resulting in a large pressing force on the coupler. Eliminating the above two special working conditions can significantly reduce the longitudinal force of the train. The processes of train tension and compression are respectively as Figure 5 and Figure 6 shown.

[0059] To eliminate or relieve the above-mentioned pulling and collision and suppress the longitudinal impulse, as Figure 8 shown, the embodiment of the present disclosure provides a method for asynchronous control of the electric braking force of a heavy-haul combined train, including: during the air brake release and / or compression recovery process of the heavy-haul combined train, under the condition that the resultant force of the electric braking force of the train remains unchanged, dynamically re-distribute the electric braking force of the slave locomotive and the master locomotive to suppress the longitudinal impulse.

[0060] In some embodiments, during the air brake release and / or compression recovery process of the heavy-haul combined train, under the condition that the resultant force of the electric braking force of the train remains unchanged, dynamically re-distribute the electric braking force of the slave locomotive and the master locomotive to suppress the longitudinal impulse, including:

[0061] When the air brake of the heavy-haul combined train is released to a set duration, increase the electric braking force of the slave locomotive and decrease the electric braking force of the master locomotive, so as to keep the resultant force of the electric braking force of the train unchanged while suppressing the longitudinal impulse.

[0062] In this embodiment, during the air brake release process of the heavy-haul combined train, when the air brake release lasts for a specified duration, the electric braking force of the slave locomotive is increased, the relative speed difference of the vehicles near the slave locomotive is reduced, and the longitudinal pulling impact when the coupler state changes is reduced. At the same time, the electric braking force of the master locomotive is appropriately reduced to ensure that the resultant electric braking force of the train is equal or approximately equal. Among them, the specified duration can be determined through experiments. By setting the specified duration, the timing of dynamically redistributing the electric braking force is reasonably determined to improve the suppression effect of longitudinal impulses.

[0063] In some embodiments, during the air brake release and / or compression recovery process of the heavy-haul combined train, under the condition that the resultant electric braking force of the train remains unchanged, the electric braking forces of the slave locomotive and the master locomotive are dynamically redistributed to suppress longitudinal impulses, including:

[0064] During the compression recovery process of the heavy-haul combined train, the electric braking force of the slave locomotive is reduced, and the electric braking force of the master locomotive is increased to suppress longitudinal impulses while keeping the resultant electric braking force of the train unchanged.

[0065] In this embodiment, during the compression recovery (from the maximum stretch to the steady-state compression recovery) process of the heavy-haul combined train, the electric braking force of the slave locomotive is reduced, the speed difference between the vehicles before and after the slave locomotive is reduced, and the collision impact when the coupler state of the vehicles before and after the slave locomotive changes is reduced. At the same time, the electric braking force of the master locomotive is appropriately increased to ensure that the resultant electric braking force of the train is equal or approximately equal.

[0066] It should be noted that the electric braking forces of the slave locomotive and the master locomotive can be redistributed only during the air brake release or compression recovery process of the heavy-haul combined train, or the electric braking forces of the slave locomotive and the master locomotive can be redistributed during both the air brake release and compression recovery processes of the heavy-haul combined train.

[0067] In some embodiments, during the process of dynamically redistributing the electric braking forces of the slave locomotive and the master locomotive, the following relationship is satisfied between the electric braking force of the master locomotive and the electric braking force of the slave locomotive:

[0068] F1 = F l1 *k

[0069] F2 = F l2 +F l1 *(1 - k)

[0070] In the formula:

[0071] F l1 is the original electric braking force of the master locomotive, the traction force is positive, the electric braking force is negative, and the unit is kN;

[0072] F1 is the adjusted electric braking force of the master locomotive, the traction force is positive, the electric braking force is negative, and the unit is kN;

[0073] F l2 is the original electric braking force of the slave locomotive. The traction force is positive and the electric braking force is negative, with the unit of kN.

[0074] F2 is the adjusted electric braking force of the slave locomotive. The traction force is positive and the electric braking force is negative, with the unit of kN.

[0075] k is the electric braking force adjustment coefficient, and its value range can be between 0 and 2. The specific value can be related to the position of the train on the line, the value of F1, and the current air brake release time. Before the air brake release is completed, 0 < k < 1; after the air brake release is completed, 1 < k < 2.

[0076] In some embodiments, the electric braking forces of the slave locomotive and the master locomotive are dynamically redistributed based on a pre-constructed parameter spectrum. The parameter spectrum includes the correspondence between the mileage, the electric braking force of the master locomotive or the slave locomotive, the electric braking force adjustment coefficient, and the maintenance time of the electric braking force adjustment coefficient. Among them, the electric braking force of the master locomotive or the slave locomotive includes each part of the electric braking force obtained by equally dividing the maximum electric braking force of the master locomotive or the slave locomotive.

[0077] Further, dynamically redistributing the electric braking forces of the slave locomotive and the master locomotive based on a pre-constructed parameter spectrum includes:

[0078] Obtaining the current mileage and the original electric braking force of the current master locomotive or slave locomotive;

[0079] Determining the electric braking force adjustment coefficient and the maintenance time of the electric braking force adjustment coefficient according to the equally divided electric braking force closest to the current mileage and the original electric braking force;

[0080] Calculating the adjusted electric braking force of the master locomotive or the slave locomotive according to the determined electric braking force adjustment coefficient;

[0081] Controlling the master locomotive or the slave locomotive to execute the corresponding maintenance time according to the adjusted electric braking force.

[0082] In this embodiment, the specific parameter selection and calculation for increasing and decreasing the electric braking forces of the master and slave locomotives adopt the method of offline calculation, presetting, and online fine-tuning. That is, before the train departs, reasonable control parameters for the sections that require asynchronous control throughout the line are obtained through simulation or tests in advance. The parameter spectrum of the adjustment coefficient k, the mileage, and the original electric braking forces of the master and slave locomotives required for asynchronous control can be formulated. During the train operation, the corresponding adjustment coefficient k and the corresponding duration are retrieved according to the train position (mileage) for train control, and the train can also be further controlled after fine-tuning according to the train working conditions.

[0083] During the execution of asynchronous control, specific parameters required for the execution of asynchronous control are retrieved according to the real-time position information of the train. At the same time, in combination with the current train ramp, curve, and the available electric braking force of the master-slave locomotives, relevant parameters of asynchronous control are determined. Further, the parameters can be finely adjusted, and finally, the train is controlled according to the adjusted parameters.

[0084] In a specific embodiment, the parameter spectrum is as follows:

[0085]

[0086]

[0087] Under different mileages and different original electric braking forces, the values of k1, t1, k2, and t2 may be different. For the convenience of description, the above table uniformly writes the parameters under each mileage and each electric braking force as k1, t1, k2, and t2. It should be understood that for each slave locomotive, there is a parameter spectrum.

[0088] f max represents the maximum electric braking force (that can be exerted by the locomotive), and f1 to f n is the n-equal division of f max and

[0089] f n = f max .

[0090] k1 represents the first coefficient of k and is used for the electric braking force increase control of the slave locomotive.

[0091] k2 represents the second coefficient of k and is used for the electric braking force decrease control of the slave locomotive.

[0092] t1 represents the maintenance time of k1, and its value ranges from 0 to 120 s.

[0093] t2 represents the maintenance time of k2, and its value ranges from 0 to 120 s.

[0094] The mileage is used to represent the real-time position information of the train, and the mileage can be determined by the signal machine. k1, t1 correspond to the air brake release process, and k2, t2 correspond to the compression recovery process. During the train operation, due to the changes in the ramp or entering working conditions such as tunnels and curves, the original electric braking force before adjustment may be different. Therefore, the different mileages and the original electric braking forces before adjustment are n-equal divided to determine the electric braking force of each current equal division. The current original electric braking force is compared with the electric braking force of the equal division in the parameter spectrum, and the f that is numerically closer and the corresponding k1, t1, k2, t2 of the corresponding mileage are determined as the relevant parameters of asynchronous control under this mileage and electric braking force for train control. The value of n can be set according to the needs of the control granularity. The larger the n, the finer the control granularity.

[0095] The specific values of the above asynchronous control parameters are closely related to the air brake release wave speed, coupler and buffer type, line section, communication delay, driver's given electric braking force value, and the control slope of the force, and can be obtained through offline dynamic simulation calculations or experimental data.

[0096] The following provides an application example.

[0097] Taking the main control locomotive's electric braking force as f1 for speed control and running to 73 km, and the driver performing the train air brake release as an example, the electric braking force distribution process of the master and slave locomotives is as follows:

[0098] Before the train air brake is released:

[0099] F1 = f1

[0100] F2 = f2

[0101] After the train air brake is released:

[0102] F1 = f1 * 0.766

[0103] F2 = f2 * 1.234

[0104] After 25 s, the electric braking force distribution of the master and slave locomotives is as follows:

[0105] F1 = f1 * 1.234

[0106] F2 = f2 * 0.766

[0107] After 30 s, the electric braking force distribution of the master and slave locomotives is as follows:

[0108] F1 = f1

[0109] F2 = f2

[0110] The asynchronous control adopts the method of redistributing the resultant electric braking force of the train, which can basically ensure that the resultant electric braking force of the train remains unchanged. However, in some cases, due to the improvement of the longitudinal impulse of the train, compared with synchronous control, the degree of absorption of the longitudinal impact of the train by the coupler buffer device of the train may be different, that is, the total kinetic energy of the train changes, and the train speeds are different. In order to adapt to the driver's operation habits and ensure that under the same driver operation, the speed control response of the asynchronous control train is consistent with the synchronous control, the electric braking force can be further revised during the asynchronous control process. By combining the dynamic redistribution of the electric braking force and speed compensation, it is ensured that the resultant electric braking force of the train is equal or approximately equal, the speed control response of the train is consistent with the synchronous control method, and is consistent with the driver's operation habits, effectively reducing the operation difficulty. Therefore, in some embodiments, a speed correction coefficient R is set. During the process of dynamically redistributing the electric braking forces of the slave locomotive and the master locomotive, the following relationship is satisfied between the electric braking force of the master locomotive and the electric braking force of the slave locomotive:

[0111] F1 = F l1 *k*R

[0112] F2 = (F l2 +F l1 *(1 - k))*R

[0113] In the formula, F l1 is the original electric braking force of the master locomotive, F1 is the adjusted electric braking force of the master locomotive, F l2 is the original electric braking force of the slave locomotive, F2 is the adjusted electric braking force of the slave locomotive, k is the electric braking force adjustment coefficient, and R is the speed correction coefficient. R is related to the train speed correction, and the value range is: 0.9 ≤ R ≤ 1.1.

[0114] In some cases, the relationship between the mileage and the train speed is preset, that is: when the train travels to each mileage, there is a set train speed corresponding to it. However, during the actual train operation process, the actual train speed often has a certain deviation from the set train speed. Therefore, when applying the method of this embodiment, in addition to obtaining the mileage and the original electric braking force before adjustment, the current train speed is further obtained, and the current redistribution scheme is determined according to the three to correct the influence brought by the train speed, so as to more accurately suppress the longitudinal impulse. For example, if the current train speed is lower than the preset speed range, then the value of R is 0.9; if the current train speed is higher than the preset speed range, then the value of R is 1.1, so as to correct the influence brought by the train speed.

[0115] In some embodiments, before the driver's air brake release command is detected, the human-machine interaction unit can prompt the driver in real time about the current asynchronous control strategy (k1, t1, k2, t2, or k1, t1, k2, t2, R), so as to inform the driver of the electric braking force exertion rules that the master and slave locomotives will adopt if the air brake is released currently, and avoid the conflict between the exertion of electric braking force and the driver's common sense, which may cause the driver to mistakenly think that the system has a fault and take safety-oriented measures such as stopping and uncoupling or requesting rescue.

[0116] It should be understood that the 20,000-ton formation of 1+1 is only for illustration. In actual applications, the method of this embodiment is equally applicable to the 30,000-ton or higher-tonnage formation of 1+1+1+1. In the 30,000-ton or higher-tonnage formation, a parameter spectrum can be independently configured for each slave locomotive.

[0117] In this embodiment, with the goal of improving the longitudinal impulse of the train, according to the longitudinal force change law during the air brake release of the train, the dynamic reallocation of the train's electric braking force is adopted for electric braking asynchronous control, and the superimposed oscillation in the longitudinal stretching and compression changes of the train is intervened to effectively reduce the longitudinal impulse of the train. The total electric braking force of the train remains unchanged, and at the same time, there are relevant adjustment / correction coefficients for compensating and correcting the electric braking force according to the line conditions and the operating conditions of the train itself. Automatically through the dynamic reallocation of the electric braking force, the train speed change is consistent with the synchronous control change, and is consistent with the driver's synchronous control train speed control experience, and the operating habit remains unchanged, effectively reducing the control difficulty. In addition, the method of this embodiment starts from the actual hardware conditions of the train, has low requirements for the system hardware, and has real-time performance.

[0118] Example 2

[0119] Based on the above embodiments, the embodiments of the present disclosure provide a device for asynchronous control of the electric braking force of a heavy-haul combined train, including:

[0120] A control module, configured to dynamically reallocate the electric braking force of the slave locomotive and the master locomotive under the condition that the resultant force of the electric braking force of the train remains unchanged during the air brake release and / or compression recovery process of the heavy-haul combined train, so as to suppress the longitudinal impulse.

[0121] In some embodiments, during the air brake release and / or compression recovery process of the heavy-haul combined train, dynamically reallocating the electric braking force of the slave locomotive and the master locomotive under the condition that the resultant force of the electric braking force of the train remains unchanged to suppress the longitudinal impulse includes:

[0122] When the air brake of the heavy-haul combined train is released to the set duration, increasing the electric braking force of the slave locomotive and decreasing the electric braking force of the master locomotive, so as to suppress the longitudinal impulse while keeping the resultant force of the electric braking force of the train unchanged.

[0123] In this embodiment, during the air brake release process of the heavy-haul combined train, when the air brake release lasts for a specified duration, the electric braking force of the slave locomotive is increased, the relative speed difference of the vehicles near the slave locomotive is reduced, and the longitudinal pulling impact when the coupler state changes is reduced. At the same time, the electric braking force of the master locomotive is appropriately reduced to ensure that the resultant electric braking force of the train is equal or approximately equal. Among them, the specified duration can be determined through experiments. By setting the specified duration, the timing of dynamically reallocating the electric braking force is reasonably determined to improve the suppression effect of longitudinal impulses.

[0124] In some embodiments, during the air brake release and / or compression recovery process of the heavy-haul combined train, under the condition that the resultant electric braking force of the train remains unchanged, the electric braking forces of the slave locomotive and the master locomotive are dynamically reallocated to suppress longitudinal impulses, including:

[0125] During the compression recovery process of the heavy-haul combined train, the electric braking force of the slave locomotive is reduced, and the electric braking force of the master locomotive is increased to suppress longitudinal impulses while keeping the resultant electric braking force of the train unchanged.

[0126] In this embodiment, during the compression recovery (from the maximum stretch to the steady-state compression recovery) process of the heavy-haul combined train, the electric braking force of the slave locomotive is reduced, the speed difference between the front and rear vehicles of the slave locomotive is reduced, and the collision impact when the coupler states of the front and rear vehicles of the slave locomotive change is reduced. At the same time, the electric braking force of the master locomotive is appropriately increased to ensure that the resultant electric braking force of the train is equal or approximately equal.

[0127] It should be noted that the electric braking forces of the slave locomotive and the master locomotive can be reallocated only during the air brake release or compression recovery process of the heavy-haul combined train, or the electric braking forces of the slave locomotive and the master locomotive can be reallocated during both the air brake release and compression recovery processes of the heavy-haul combined train.

[0128] In some embodiments, during the process of dynamically reallocating the electric braking forces of the slave locomotive and the master locomotive, the following relationship is satisfied between the electric braking force of the master locomotive and the electric braking force of the slave locomotive:

[0129] F1 = F l1 *k

[0130] F2 = F l2 +F l1 *(1 - k)

[0131] In the formula:

[0132] F l1 is the original electric braking force of the master locomotive, the traction force is positive, the electric braking force is negative, and the unit is kN;

[0133] F1 is the adjusted electric braking force of the master locomotive, the traction force is positive, the electric braking force is negative, and the unit is kN;

[0134] F l2 is the original electric braking force of the slave locomotive. The traction force is positive, and the electric braking force is negative, with the unit of kN;

[0135] F2 is the adjusted electric braking force of the slave locomotive. The traction force is positive, and the electric braking force is negative, with the unit of kN;

[0136] k is the electric braking force adjustment coefficient, and its value range can be between 0 and 2. The specific value can be related to the position of the train on the line, the value of F1, and the current air brake release moment. Before the air brake release is completed, 0 < k < 1, and after the air brake release is completed, 1 < k < 2.

[0137] In some embodiments, the electric braking forces of the slave locomotive and the master locomotive are dynamically redistributed based on a pre - constructed parameter spectrum. The parameter spectrum includes the correspondence between mileage, the electric braking force of the master locomotive or the slave locomotive, the electric braking force adjustment coefficient, and the maintenance time of the electric braking force adjustment coefficient. Among them, the electric braking force of the master locomotive or the slave locomotive includes each part of the electric braking force obtained by equally dividing the maximum electric braking force of the master locomotive or the slave locomotive.

[0138] Further, dynamically redistributing the electric braking forces of the slave locomotive and the master locomotive based on a pre - constructed parameter spectrum includes:

[0139] Obtain the current mileage and the original electric braking force of the current master locomotive or slave locomotive;

[0140] Determine the electric braking force adjustment coefficient and the maintenance time of the electric braking force adjustment coefficient according to the equally divided electric braking force closest to the current mileage and the original electric braking force;

[0141] Calculate the adjusted electric braking force of the master locomotive or the slave locomotive according to the determined electric braking force adjustment coefficient;

[0142] Control the master locomotive or the slave locomotive to execute the corresponding maintenance time according to the adjusted electric braking force.

[0143] In this embodiment, for the selection and calculation of the specific parameters of the increase and decrease of the electric braking forces of the master and slave locomotives, an off - line calculation, preset, and online fine - tuning method is adopted. That is, before the train departs, reasonable control parameters for the asynchronous control section of the whole line are obtained through simulation or test in advance, and a parameter spectrum of the adjustment coefficient k required for asynchronous control, mileage, and the original electric braking forces of the master and slave locomotives can be formulated. During the train operation, the train is controlled by retrieving the corresponding adjustment coefficient k and the corresponding duration according to the train position (mileage), and the train can also be further controlled after fine - tuning according to the train working conditions.

[0144] During the execution of the asynchronous control process, specific parameters required for the execution of the asynchronous control are retrieved according to the real-time train position information. At the same time, in combination with the current train ramp, curve, and the available electric braking force of the master-slave locomotives, the relevant parameters of the asynchronous control are determined. Further, the parameters can be finely adjusted, and finally, the train is controlled according to the adjusted parameters.

[0145] In a specific embodiment, the parameter spectrum is as follows:

[0146]

[0147]

[0148] Under different mileage and different original electric braking forces, the values of k1, t1, k2, and t2 may be different. For the convenience of description, the above table uniformly writes the parameters under each mileage and each electric braking force as k1, t1, k2, and t2. It should be understood that for each slave locomotive, there is a parameter spectrum.

[0149] f max represents the maximum electric braking force (that can be exerted by the locomotive), f1~f n is the n-equal division of f max and

[0150] f n =f max .

[0151] k1 represents the first coefficient of k and is used for the slave locomotive to increase the electric braking force control.

[0152] k2 represents the second coefficient of k and is used for the slave locomotive to reduce the electric braking force control.

[0153] t1 represents the holding time of k1, and its value ranges from 0 to 120 s.

[0154] t2 represents the holding time of k2, and its value ranges from 0 to 120 s.

[0155] The mileage is used to represent the real-time position information of the train, and the mileage can be determined by the signal machine. k1 and t1 correspond to the air brake release process, and k2 and t2 correspond to the compression recovery process. During the train operation, due to the changes in the slope or entering working conditions such as tunnels and curves, the original electric braking force before adjustment may be different. Therefore, the original electric braking forces before adjustment at different mileages are equally divided into n parts to determine the electric braking force of each current part. The value of n can be set according to the needs of the control granularity. The larger the n, the finer the control granularity. Compare the current original electric braking force with the electric braking force of the parts in the parameter spectrum, and determine the relevant parameters of the asynchronous control at this mileage and electric braking force by taking the f that is numerically closer and the corresponding k1, t1, k2, and t2 at the corresponding mileage. For train control, the principle of the reallocation of the electro-mechanical braking force during the air brake release process of the train is as Figure 7 shown.

[0156] The specific values of the above-mentioned asynchronous control parameters are closely related to the air brake release wave speed, the type of coupler draft gear, the line section, the communication delay, the driver-given electric braking force value, and the control slope of the force, and can be obtained through offline dynamic simulation calculations or experimental data.

[0157] The asynchronous control adopts the method of reallocating the resultant force of the train's electric braking force, which can basically ensure that the resultant force of the train's electric braking force remains unchanged. However, in some cases, due to the improvement of the longitudinal impulse of the train, compared with the synchronous control, the absorption degree of the longitudinal impact of the train by the coupler draft gear of the train may be different, that is, the total kinetic energy of the train changes, and the train speed is different. In order to adapt to the driver's operation habits and ensure that under the same driver operation, the speed control response of the asynchronous control train is consistent with the synchronous control, the electric braking force can be further revised during the asynchronous control process. By combining the dynamic reallocation of the electric braking force and the speed compensation, it is ensured that the resultant force of the train's electric braking force is equal or approximately equal, the train speed control response is consistent with the synchronous control method, and is consistent with the driver's operation habits, effectively reducing the operation difficulty. Therefore, in some embodiments, a speed correction coefficient R is set. During the process of dynamically reallocating the electric braking forces of the slave locomotive and the master locomotive, the following relational expressions are satisfied between the electric braking force of the master locomotive and the electric braking force of the slave locomotive:

[0158] F1 = F l1 *k*R

[0159] F2 = (F l2 +F l1 *(1 - k))*R

[0160] In the formula, F l1 is the original electric braking force of the master locomotive, F1 is the adjusted electric braking force of the master locomotive, F l2F1 is the original electric braking force of the slave locomotive, F2 is the adjusted electric braking force of the slave locomotive, k is the electric braking force adjustment coefficient, and R is the speed correction coefficient. R is related to the train speed correction, and the value range is: 0.9 ≤ R ≤ 1.1.

[0161] In some cases, the relationship between the preset mileage and the train speed is set in advance, that is: when the train travels to each mileage, there is a set train speed corresponding to it. However, in the actual driving process, the actual train speed often has a certain deviation from the set train speed. Therefore, when applying the method of this embodiment, in addition to obtaining the mileage and the original electric braking force before adjustment, the current train speed is further obtained, and the current reallocation scheme is determined according to the three to correct the influence brought by the train speed, so as to more accurately suppress the longitudinal impulse. For example, when the current train speed is lower than the preset speed range, the value of R is 0.9; when the current train speed is higher than the preset speed range, the value of R is 1.1, so as to correct the influence brought by the train speed.

[0162] In some embodiments, before the air brake release command of the driver is detected, the human-machine interaction unit can be used to prompt the driver in real time about the current asynchronous control strategy (k1, t1, k2, t2, or k1, t1, k2, t2, R), so as to inform the driver of the electric braking force application rules that the master and slave locomotives will adopt when the air brake is released currently, and avoid the conflict between the application of the electric braking force and the driver's common sense, resulting in the driver mistakenly believing that the system has a fault and taking safety-oriented measures such as stopping and uncoupling, requesting rescue, etc.

[0163] In this embodiment, with the goal of improving the longitudinal impulse of the train, the electric braking asynchronous control is carried out by adopting the method of dynamically reallocating the train's electric braking force according to the longitudinal force change law of the train's air brake release, and intervening in the superimposed oscillation in the longitudinal stretching and compression changes of the train, effectively reducing the longitudinal impulse of the train. The total electric braking force of the train remains unchanged, and at the same time, there are relevant adjustment / correction coefficients for compensating and correcting the electric braking force according to the line conditions and the operating conditions of the train itself. Automatically through the dynamic reallocation of the electric braking force, the train speed change is consistent with the synchronous control change, and is consistent with the driver's synchronous control train speed control experience, and the operating habits remain unchanged, effectively reducing the control difficulty. In addition, the method of this embodiment starts from the actual hardware conditions of the train, has low requirements for the system hardware, and has real-time performance.

[0164] Example 3

[0165] On the basis of the above embodiments, this embodiment provides a computer device, including a memory, a processor, and a computer program stored on the memory, and the processor executes the computer program to implement the steps of the method described in the above embodiments.

[0166] In some embodiments of the present embodiment, a computer-readable storage medium is provided, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the method described in the above embodiment are implemented.

[0167] In some embodiments of the present embodiment, a computer program product is provided, including a computer program, and when the computer program is executed by a processor, the steps of the method described in the above embodiment are implemented.

[0168] The processor may include, but is not limited to, for example, one or more processors or microprocessors, etc. Each processor may be implemented by an application specific integrated circuit (ASIC), a digital signal processor (DSP), a digital signal processing device (DSPD), a programmable logic device (PLD), a field programmable gate array (FPGA), a controller, a microcontroller, a microprocessor, or other electronic components, and is used to execute the method in the above embodiment.

[0169] The computer-readable storage medium may be implemented by any type of volatile or non-volatile storage device or a combination thereof. The computer-readable storage medium may include, but is not limited to, for example, a random access memory (RAM), a read-only memory (ROM), a flash memory, an EPROM memory, an EEPROM memory, a register, a computer storage medium (such as a hard disk, a floppy disk, a solid state drive, a removable disk, a CD-ROM, a DVD-ROM, a Blu-ray disc, etc.).

[0170] The computer-readable storage medium may also store at least one computer-executable program / instructions, and the computer-executable program / instructions are, for example, computer-readable instructions. The computer-readable storage medium includes, but is not limited to, for example, volatile memory and / or non-volatile memory. The volatile memory may, for example, include a random access memory (RAM) and / or a cache, etc. The computer-readable storage medium may, for example, include a read-only memory (ROM), a hard disk, a flash memory, etc. For example, the non-transitory computer-readable storage medium may be connected to a computing device such as a computer, and then, when the computing device runs the computer-readable instructions stored on the computer-readable storage medium, the various methods described above may be performed.

[0171] In addition, the computer device may further include (but is not limited to) a data bus, an input / output (I / O) bus, a display, and input / output devices (such as a keyboard, a mouse, a speaker, etc.).

[0172] The processor may communicate with external devices via the I / O bus through a wired or wireless network.

[0173] In one embodiment, the at least one computer-executable instruction may also be compiled into or constitute a software product / computer program product, and when one or more computer-executable instructions are run by a processor, each function and / or step of the method in the embodiments described in the present technology is executed.

[0174] In the embodiments provided in the present disclosure, it should be understood that the disclosed devices and methods may also be implemented in other ways. The device embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings show the possible architectures, functions, and operations of devices, methods, and computer program products according to multiple embodiments of the present disclosure. In this regard, each block in the flowchart or block diagram may represent a module, a program segment, or a part of code, and the above-mentioned module, program segment, or part of code includes one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order from that marked in the accompanying drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each block in the block diagram and / or flowchart, as well as the combination of blocks in the block diagram and / or flowchart, may be implemented by a dedicated hardware-based system for performing the specified functions or actions, or may be implemented by a combination of dedicated hardware and computer instructions.

[0175] It should be noted that in the present disclosure, the term "comprising", "including" or any other variant thereof is intended to cover a non-exclusive inclusion, such that a process, method, article, or device comprising a series of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or device. Without further limitation, an element limited by the statement "comprising a..." does not exclude the existence of additional identical elements in the process, method, article, or device comprising the element.

[0176] Although the embodiments disclosed in the present disclosure are as above, the above content is only an embodiment adopted for the convenience of understanding the present disclosure and is not intended to limit the present disclosure. Any person skilled in the art within the technical field to which the present disclosure pertains may make any modifications and changes in the form of implementation and details without departing from the spirit and scope disclosed in the present disclosure. However, the scope of patent protection of the present disclosure shall still be subject to the scope defined by the appended claims.

Claims

1. An asynchronous control method for the electric braking force of an overloaded combined train, characterized in that Comprising: During the air brake release and / or compression recovery process of a heavy-haul combined train, under the condition that the resultant electric braking force of the train remains unchanged, dynamically redistribute the electric braking forces of the slave locomotive and the master locomotive to suppress longitudinal impulses.

2. The method according to claim 1, wherein During the air brake release and / or compression recovery process of the heavy-haul combined train, under the condition that the resultant electric braking force of the train remains unchanged, dynamically redistribute the electric braking forces of the slave locomotive and the master locomotive to suppress longitudinal impulses, including: When the air brake of the heavy-haul combined train is released to a set duration, increase the electric braking force of the slave locomotive and decrease the electric braking force of the master locomotive, so as to suppress longitudinal impulses while keeping the resultant electric braking force of the train unchanged.

3. The method according to claim 1, wherein During the air brake release and / or compression recovery process of the heavy-haul combined train, under the condition that the resultant electric braking force of the train remains unchanged, dynamically redistribute the electric braking forces of the slave locomotive and the master locomotive to suppress longitudinal impulses, including: During the compression recovery process of the heavy-haul combined train, decrease the electric braking force of the slave locomotive and increase the electric braking force of the master locomotive, so as to suppress longitudinal impulses while keeping the resultant electric braking force of the train unchanged.

4. The method according to claim 1, wherein During the process of dynamically redistributing the electric braking forces of the slave locomotive and the master locomotive, the following relationship is satisfied between the electric braking force of the master locomotive and the electric braking force of the slave locomotive: F1 = F l1 *k F2 = F l2 + F l1 *((1 - k) Where F l1 is the original electric braking force of the master control locomotive, F1 is the adjusted electric braking force of the master control locomotive, F l2 is the original electric braking force of the slave control locomotive, F2 is the adjusted electric braking force of the slave control locomotive, and k is the electric braking force adjustment coefficient.

5. The method according to claim 1, wherein During the process of dynamically redistributing the electric braking forces of the slave locomotive and the master locomotive, the following relationship is satisfied between the electric braking force of the master locomotive and the electric braking force of the slave locomotive: F1 = F l1 *k*R F2 = (F l2 + F l1 *(1 - k)) * R Where, F l1 is the original electric braking force of the master control locomotive, F1 is the adjusted electric braking force of the master control locomotive, F l2 is the original electric braking force of the slave control locomotive, F2 is the adjusted electric braking force of the slave control locomotive, k is the electric braking force adjustment coefficient, and R is the speed correction coefficient.

6. The method according to claim 4 or 5, characterized in that, Dynamically redistribute the electric braking forces of the slave locomotive and the master locomotive based on a pre-constructed parameter spectrum, where the parameter spectrum includes the correspondence between mileage, the electric braking force of the master locomotive or the slave locomotive, the electric braking force adjustment coefficient, and the maintenance time of the electric braking force adjustment coefficient. Among them, the electric braking force of the master locomotive or the slave locomotive includes each part of the electric braking force obtained by equally dividing the maximum electric braking force of the master locomotive or the slave locomotive; Dynamically redistributing the electric braking forces of the slave locomotive and the master locomotive based on a pre-constructed parameter spectrum includes: Obtain the current mileage and the original electric braking force of the current master locomotive or slave locomotive; Determine the electric braking force adjustment coefficient and the maintenance time of the electric braking force adjustment coefficient according to the current mileage and the equally divided electric braking force closest to the original electric braking force; Calculate the adjusted electric braking force of the master locomotive or the slave locomotive according to the determined electric braking force adjustment coefficient; Control the master locomotive or the slave locomotive to execute the corresponding maintenance time according to the adjusted electric braking force.

7. An asynchronous control device for the electric braking force of an overloaded combined train, characterized in that, Comprising: A control module for dynamically redistributing the electric braking forces of the slave locomotive and the master locomotive during the air brake release and / or compression recovery process of the heavy-haul combined train under the condition that the resultant electric braking force of the train remains unchanged to suppress longitudinal impulses.

8. A computer device, comprising a memory, a processor, and a computer program stored on the memory, characterized in that, The processor executes the computer program to implement the steps of the method according to any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of the method according to any one of claims 1 to 6.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the steps of the method according to any one of claims 1 to 6.

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