Train output force adjustment method, device, equipment, medium and product program

Abstract

This invention relates to the technical field of rail transit, and particularly to a method, apparatus, equipment, medium, and product program for adjusting train output force. This application provides a method for adjusting train output force, comprising: acquiring current time information and the geographical location information and operation planning information of a target heavy-load combined train; determining the current train operating condition of the target heavy-load combined train based on the current time information and the operation planning information; determining the current line operating condition based on the geographical location information and the operation planning information; and dynamically adjusting the output power of the main locomotive and the slave locomotive of the target heavy-load combined train according to the current line operating condition and the current train operating condition. This achieves a difference in traction / electric braking force between the main and slave locomotives, thereby mitigating or offsetting the inconsistent forces on the front and rear of the train caused by differences in line conditions and train operating conditions, thus reducing longitudinal impulses of the train.

Description

Technical Field

[0001] The embodiments of the present invention relate to the technical field of rail transit, and in particular to a method, apparatus, equipment, medium and product procedure for adjusting train output force. Background Technology

[0002] Heavy-haul combined trains consist of multiple locomotives and rolling stock, typically operating in formations ranging from 10,000 to 30,000 tons. In China, a common formation on heavy-haul lines is a 1+1 formation of two locomotives pulling a 20,000-ton train. The main principle is that a wireless synchronous control system connects the two locomotives via wireless communication, enabling synchronized operation of both locomotives.

[0003] Existing wireless synchronous control systems are based on synchronization as a fundamental principle, ensuring the synchronization of master and slave locomotives by improving communication real-time performance and the consistency of master-slave locomotive control strategies. Typically, they do not consider track conditions or locomotive operating conditions, employing indiscriminate synchronous control for both master and slave locomotives. However, with increasing traction tonnage and complex track environments, indiscriminate synchronous control inevitably leads to longitudinal impulses in trains, posing risks to train operation. Therefore, there is an urgent need to optimize existing control methods and improve the longitudinal dynamic performance of trains. Summary of the Invention

[0004] The purpose of this invention is to provide at least one method, device, equipment, medium, and product program for adjusting train output force. This invention can at least solve the problem that with the increase of traction tonnage, indiscriminate synchronous control in complex track environments inevitably leads to longitudinal impulses in trains, posing a risk to train operation. Based on the differences in track conditions and train operating conditions between the front and rear of the heavy-load combined train, the invention achieves master-slave control of locomotive traction / electric braking force differences through dynamic distribution of locomotive traction / electric braking force. This alleviates or offsets the inconsistent forces on the front and rear of the train caused by track and train operating condition differences, thereby reducing longitudinal impulses in the train.

[0005] To address the aforementioned technical problems, this application proposes five aspects.

[0006] In a first aspect, this application provides a method for adjusting the output power of a train, comprising: acquiring current time information and geographical location information and operation planning information of the target heavy-load combined train; determining the current train operating condition of the target heavy-load combined train based on the current time information and the operation planning information; determining the current line operating condition based on the geographical location information and the operation planning information; and dynamically adjusting the output power of the main locomotive and the slave locomotive of the target heavy-load combined train based on the current line operating condition and the current train operating condition.

[0007] In some embodiments, the current line operating condition includes: startup operating condition; the step of dynamically adjusting the output power of the main locomotive and the slave locomotive of the target heavy-haul combined train according to the current line operating condition and the current train operating condition includes: acquiring the current travel speed and the target travel speed; determining the speed difference ratio according to the current travel speed and the target travel speed; and adjusting the output power of the traction motors of the main locomotive and the slave locomotive in the startup operating condition according to the speed difference ratio.

[0008] In some embodiments, the step of dynamically adjusting the output power of the main locomotive and the slave locomotive of the target heavy-load combined train according to the current line conditions and the current train conditions further includes: obtaining the duration of the target heavy-load combined train being in the starting condition; obtaining a preset duration; when the duration is greater than or equal to the preset duration, obtaining a preset adjustment gradient; and adjusting the output power of the main locomotive and the slave locomotive of the target heavy-load combined train according to the adjustment gradient.

[0009] In some embodiments, the current line operating condition includes: a gradient change condition; the step of dynamically adjusting the output power of the main locomotive and the slave locomotive of the target heavy-load combined train according to the current line operating condition and the current train operating condition further includes: determining the train length of the target heavy-load combined train passing through the gradient change point according to the geographical location information; obtaining a preset first length range; when the train length is within the first length range, obtaining first gradient information and second gradient information on both sides of the gradient change point; determining a first average gradient of the portion of the target heavy-load combined train passing through the gradient change point according to the train length and the first gradient information; determining a second average gradient of the portion of the target heavy-load combined train not passing through the gradient change point according to the train length and the second gradient information; and adjusting the output power of the main locomotive and the slave locomotive of the target heavy-load combined train under the gradient change condition according to the first average gradient and the second average gradient.

[0010] In some embodiments, the step of dynamically adjusting the output power of the main locomotive and the slave locomotive of the target heavy-load combined train according to the current line conditions and the current train conditions further includes: when the train length is greater than or equal to the maximum value of the first length range, obtaining a preset adjustment gradient; and adjusting the output power of the main locomotive and the slave locomotive of the target heavy-load combined train according to the adjustment gradient.

[0011] In some embodiments, the current line operating condition further includes a load-limiting operating condition; the step of dynamically adjusting the output power of the main locomotive and the slave locomotive of the target heavy-haul combined train according to the current line operating condition and the current train operating condition further includes: determining whether the main locomotive or the slave locomotive of the target heavy-haul combined train is in a load-limiting range based on the geographical location information; when the main locomotive or the slave locomotive is in the load-limiting range, obtaining the upper limit of the allowed output power in the load-limiting range; and adjusting the output power of the main locomotive and the slave locomotive of the target heavy-haul combined train under the load-limiting operating condition according to the upper limit of the output power and the output power setting value of the main locomotive / slave locomotive.

[0012] Secondly, this application proposes a train output force adjustment device, comprising: a first acquisition module for acquiring current time information, geographical location information and operation planning information of the target heavy-load combined train; a first determination module for determining the current train operating condition of the target heavy-load combined train based on the current time information and the operation planning information; a second determination module for determining the current line operating condition based on the geographical location information and the operation planning information; and a third determination module for dynamically adjusting the output power of the main locomotive and the slave locomotive of the target heavy-load combined train based on the current line operating condition and the current train operating condition.

[0013] Thirdly, this application proposes a computer electronic production apparatus, including a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of any of the methods described in the first aspect.

[0014] Fourthly, this application proposes a computer-readable storage medium having a computer program stored thereon, characterized in that the computer program, when executed by a processor, implements the steps of the method described in any one of the first aspects.

[0015] Fifthly, this application proposes a computer program product, including a computer program, characterized in that, when executed by a processor, the computer program implements the steps of the method described in any one of the first aspects.

[0016] This application addresses the problem that with increasing traction tonnage, indiscriminate synchronous control in complex track environments inevitably leads to longitudinal impulses in trains, posing a risk to train operation. Based on the differences in track conditions and train operating conditions between the front and rear of the heavy-load combined train, the application achieves master-slave control of locomotive traction / electric braking force differences through dynamic distribution of locomotive traction / electric braking force. This mitigates or offsets the inconsistent forces on the front and rear of the train caused by track and train operating condition differences, thereby reducing longitudinal impulses in the train. Attached Figure Description

[0017] One or more embodiments are illustrated by way of example with reference to the accompanying drawings, and these illustrative descriptions do not constitute a limitation on the embodiments.

[0018] Figure 1 This is a main flowchart of a method for adjusting train output force provided in an embodiment of this application;

[0019] Figure 2 This is a main structural block diagram of a train output force adjustment device provided in an embodiment of this application. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the various embodiments of this application will be described in detail below with reference to the accompanying drawings. However, those skilled in the art will understand that many technical details have been provided in the various embodiments of this application to help readers better understand this application. However, the technical solutions claimed in this application can be implemented even without these technical details and various changes and modifications based on the following embodiments. The division of the various embodiments below is for the convenience of description and should not constitute any limitation on the specific implementation of this application. The various embodiments can be combined with and referenced by each other without contradiction.

[0021] Heavy-haul combined trains consist of multiple locomotives and rolling stock, typically operating in formations ranging from 10,000 to 30,000 tons. In China, a common formation on heavy-haul lines is a 1+1 formation of two locomotives pulling a 20,000-ton train. The main principle is that a wireless synchronous control system connects the two locomotives via wireless communication, enabling synchronized operation of both locomotives.

[0022] Existing wireless synchronous control systems are based on synchronization as a fundamental principle, ensuring the synchronization of master and slave locomotives by improving communication real-time performance and the consistency of master-slave locomotive control strategies. Typically, they do not consider track conditions or locomotive operating conditions, employing indiscriminate synchronous control for both master and slave locomotives. However, with increasing traction tonnage and complex track environments, indiscriminate synchronous control inevitably leads to longitudinal impulses in trains, posing risks to train operation. Therefore, there is an urgent need to optimize existing control methods and improve the longitudinal dynamic performance of trains.

[0023] To address the aforementioned technical problems, this invention proposes a method for adjusting train output force. The implementation details of the bandwidth determination method in this embodiment are described below. The following content is for ease of understanding and is not essential for implementing this solution.

[0024] Example 1:

[0025] This application provides a method for adjusting train output force. The method is implemented using electronic production equipment, which can be a server, mobile terminal, computer, cloud platform, etc. The data processing functionality provided in this application embodiment can be implemented by the processor of the electronic production equipment calling program code, wherein the program code can be stored in a computer storage medium. The method for adjusting train output force includes:

[0026] Step S1: Obtain the current time information, as well as the geographical location and operation plan information of the target heavy-load combined train.

[0027] Before a train runs, the route is planned, and the train's operation information is planned according to the route and mission requirements. The operation information mainly includes: when the train needs to stop at which station, and when it needs to depart from which station. The operation planning information also includes the route information of the train. The route information will generate a map, which can clearly show the gradient information and restriction information at various locations along the route.

[0028] Step S2: Determine the current train operating condition of the target heavy-haul combined train based on the current time information and the operation planning information.

[0029] Therefore, once the current time information of the train is known, the train's current operating condition can be determined by comparing it with the operation plan information.

[0030] Step S3: Determine the current line operating conditions based on the geographical location information and the operation planning information.

[0031] Similarly, once the train's current geographical location information is obtained, its current position on the line can be determined using the geographical location information and the operation planning information. Furthermore, the operation planning information can be used to clarify the current line conditions at the current position.

[0032] Step S4: Dynamically adjust the output power of the main locomotive and slave locomotive of the target heavy-haul combined train according to the current line conditions and the current train conditions.

[0033] When combined heavy-haul trains operate along planned routes and according to preset operational plans, longitudinal force balance may be disrupted due to route conditions and the train's own operating conditions. For example, when the train reaches a gradient change point, the longitudinal forces between the carriages before and after the change point differ due to the varying gradients and the train's length. If synchronous control of the master and slave locomotives is still applied at this point, the longitudinal force balance between the carriages will be disrupted, potentially exacerbating the risk of longitudinal impulse and jeopardizing operational safety. Similarly, when the train enters a load-limiting zone, the master and slave locomotives will be under different operating conditions due to the train's length. Applying synchronous control to both locomotives at this time will also exacerbate the risk of longitudinal impulse. Likewise, applying synchronous control to both locomotives during train startup will also exacerbate the risk of longitudinal impulse. Therefore, this application requires timely adjustment of the output power of the main locomotive and the slave locomotive based on the train operating conditions and track conditions encountered by the train in the operation planning information, so that the main locomotive and the slave locomotive can be asynchronously controlled, thereby reducing the risk of longitudinal impulse of the train and improving driving safety.

[0034] This application argues that longitudinal impulse risks are more likely to occur when the train is in the starting condition, the track condition is at the gradient change point, and the force limiting condition. Therefore, this application will explain how to achieve asynchronous control of the main locomotive and the slave locomotive in the three conditions. Of course, in actual operation, the above three conditions may overlap.

[0035] Therefore, in some embodiments, when the train operating condition is the start-up condition, step S4, "dynamically adjusting the output power of the main locomotive and the slave locomotive of the target heavy-haul combined train according to the current line operating condition and the current train operating condition," includes:

[0036] Step S411: Obtain the current driving speed and the target driving speed.

[0037] Step S412: Determine the speed difference ratio based on the current driving speed and the target driving speed.

[0038] Step S413: Adjust the output power of the traction motors of the main locomotive and the slave locomotive under the starting condition according to the speed difference ratio.

[0039] In some embodiments, step S4, "dynamically adjusting the output power of the main locomotive and the slave locomotive of the target heavy-haul combined train according to the current line conditions and the current train conditions," further includes:

[0040] Step S414: Obtain the duration of the target heavy-haul combined train in the start-up state.

[0041] Step S415: Obtain the preset duration.

[0042] Step S416: When the duration is greater than or equal to the preset duration, obtain the preset adjustment gradient.

[0043] Step S417: Adjust the output power of the main locomotive and slave locomotive of the target heavy-haul combined train according to the adjustment gradient.

[0044] Normally, during braking and stopping, the train couplers compress, and during train startup, they extend. The main locomotive pulls the cars one by one, causing the couplers to transition from a compressed to an extended state. Since the slave locomotive has cars in front and behind it, if the slave locomotive applies traction too early or too much during startup, it will cause the slave locomotive to lurch forward relative to the cars, further compressing the couplers between the cars in front of it. During train traction, this increases the coupler extension stroke and the pulling force, causing a sudden surge.

[0045] To solve this problem, the traction force of the slave locomotive should be transferred to the master locomotive, reducing the amount of coupler compression caused by the slave locomotive during the train start-up phase.

[0046] The master-slave locomotive transfer and allocation ratio is The relationship is as follows:

[0047]

[0048] The dynamic power distribution weighting coefficient during train startup is set to 0.3 to 1 and is typically calibrated through testing. Since the three operating conditions mentioned above may overlap in actual operation, when a single condition occurs... The value is 1. However, when other operating conditions overlap with the startup operating condition, the value needs to be determined based on the overlapping operating conditions. The value.

[0049] Speed ​​threshold, which is related to vehicle model, ranges from 3 to 10 km / h and is usually calibrated through testing.

[0050] Train speed.

[0051] Time threshold: The effective time for dynamic allocation of output power. If this time is exceeded, no allocation will be performed, and the master and slave locomotives will execute in a consistent manner.

[0052] : Start timing from the start of the reallocation and output the duration of dynamic power allocation.

[0053] The main control locomotive output power distribution value is Positive numbers represent traction force, and negative numbers represent electrical braking force. Therefore:

[0054]

[0055] Master-slave locomotive output power setting value Positive numbers represent traction force, and negative numbers represent braking force.

[0056] The power distribution value of the controlled locomotive output is Positive numbers represent traction force, and negative numbers represent braking force.

[0057] .

[0058] Furthermore, in this application, when the duration of the start-up condition is greater than or equal to the preset duration, the control of the master and slave locomotives needs to be restored to synchronization. However, during the restoration process, the output power of the master and slave locomotives cannot be adjusted to be the same in one step. Instead, the output power of the master and slave locomotives needs to be adjusted step by step according to the preset adjustment gradient.

[0059] During zero-speed traction start-up or braking stop, the coupler state changes from compression to extension, or vice versa. This control method, based on the specific asynchronous traction / electric braking control requirements of heavy-haul combined trains, adopts a dynamic distribution approach for the train's traction / electric braking forces to alleviate or suppress longitudinal compression and extension changes, thereby reducing longitudinal impulses.

[0060] Of course, for ease of reference, electric braking force and traction force are collectively referred to as output power in this application.

[0061] In some embodiments, when the track operating condition is a gradient change condition, step S4, "dynamically adjusting the output power of the main locomotive and the slave locomotive of the target heavy-haul combined train according to the current track operating condition and the current train operating condition," further includes:

[0062] Step S421: Determine the train length of the target heavy-haul combined train passing through the gradient change point based on the geographical location information.

[0063] Step S422: Obtain the preset first length range.

[0064] Step S423: When the train length is within the first length range, obtain the first slope information and the second slope information on both sides of the slope change point.

[0065] Step S424: Determine the first average gradient of the target heavy-haul combined train passing through the gradient change point section based on the train length and the first gradient information.

[0066] Step S425: Determine the second average gradient of the portion of the target heavy-load combined train that did not pass the gradient change point based on the train length and the second gradient information.

[0067] Step S426: Adjust the output power of the main locomotive and the slave locomotive of the target heavy-haul combined train under the gradient change condition according to the first average gradient and the second average gradient.

[0068] In some embodiments, step S4, "dynamically adjusting the output power of the main locomotive and the slave locomotive of the target heavy-haul combined train according to the current line conditions and the current train conditions," further includes:

[0069] Step S427: When the train length is greater than or equal to the maximum value of the first length range, obtain the preset adjustment gradient.

[0070] Step S428: Adjust the output power of the main locomotive and slave locomotive of the target heavy-haul combined train according to the adjustment gradient.

[0071] Heavy-haul combined trains are relatively long, and during operation, the train is in different locations under different track conditions. The longitudinal profile of the track has a particularly significant impact, while curves and bridges / tunnels have a smaller impact.

[0072] Taking the longitudinal profile of a railway line as an example, during a downhill descent over a concave slope, the train's front end first passes the gradient change point. Due to the difference in the weight components of the train before and after the gradient change point, the resistance of the front half of the train gradually increases as the train's front end passes the gradient change point, and the coupler pressure at the gradient change point also increases. Ideally, the braking force of the locomotive and rolling stock before and after the gradient change point should be transferred and distributed electrically according to the gradient difference to ensure that the longitudinal acceleration of the locomotive and rolling stock is consistent, the relative acceleration is zero, and the relative longitudinal force of the train is zero. The locomotive can adjust the traction / electric braking force in real time, but the air brake of the rolling stock adopts a one-time release method. To reduce the air braking force, it can only be completely released, and the air braking force is released to zero in one go. That is, the air braking force of the rolling stock cannot be adjusted in real time as needed. Therefore, based on the distance between the locomotive and the gradient change point, the locomotive's traction / electric braking force is adjusted to achieve dynamic distribution of the locomotive's traction / electric braking force and reduce the longitudinal impulse of the train.

[0073] The gradient of a railway line is usually defined as the ratio of the height gained or lost by traveling 1000m horizontally to the horizontal distance of 1000m, expressed as a percentage (in milliseconds).

[0074] Horizontal distance descent altitude The unit is meters (m), and the slope is... It is a percentage, that is:

[0075]

[0076] The relationship between the gravitational component force and the slope is as follows:

[0077]

[0078] Gradient of heavy-load lines The value range is ±15‰, which means:

[0079]

[0080] Based on the principle that the train experiences approximately equal forces before and after the gradient change point, the master-slave transfer distribution ratio is set as follows:

[0081] For ease of calculation, the slope change point is used as the center during the control process. Average slopes are used for calculation and control before and after the slope change point. The first average slope... The calculation is as follows:

[0082]

[0083] The sum of the total number of cars and the number of locomotives between locomotives;

[0084] : The sequence number of the locomotive and rolling stock in the train;

[0085] The gradient corresponding to the section of track where different numbered locomotives and cars are located.

[0086] Second average slope The calculation is as follows:

[0087] .

[0088] When the train passes the gradient change point, the master-slave transfer allocation ratio is: The relationship is as follows:

[0089]

[0090] Output power characteristic coefficient: 0.8 to 1 for traction and -0.8 to -1 for electric braking. The specific value should be determined based on the locomotive model and the on-site track.

[0091] The gradient weighting coefficient ranges from 0.3 to 1.0, determined based on the specific vehicle weight and route. The greater the weight, the larger this value. Since the three operating conditions mentioned above may overlap in actual operation, when a single condition occurs... The value is 1. However, when other operating conditions overlap with the startup operating condition, the value needs to be determined based on the overlapping operating conditions. The value;

[0092] : Average slope after the point where the direction of travel changes; negative numbers indicate downhill and positive numbers indicate uphill.

[0093] : Average slope before the point where the direction of travel changes; negative numbers indicate downhill and positive numbers indicate uphill.

[0094] : The distance from the train's front end to the gradient change point;

[0095] Train length;

[0096] The main control locomotive output power distribution value is Positive numbers represent traction force, and negative numbers represent electrical braking force. Therefore:

[0097] ;

[0098] The set value for the output power of the master and slave locomotives, with positive numbers representing traction force and negative numbers representing electric braking force;

[0099] The power distribution value of the controlled locomotive output is Positive numbers represent traction force, and negative numbers represent braking force.

[0100] .

[0101] When the train passes through a gradient change point exceeding 0.6 times the train length, dynamic distribution of traction / electric braking force is no longer performed, the distribution coefficient is reset to zero, and the locomotive's traction / electric braking force increases or decreases by a certain amount per second to restore the traction / electric braking force to the state of equality between the primary and secondary locomotives. The traction / electric braking force slope is controlled according to the locomotive's own slope and does not directly and immediately restore the traction / electric braking force to the state of equality between the primary and secondary locomotives.

[0102] This control method aims to improve the longitudinal stress on the train. Based on the difference in track conditions between the front and rear of the heavy-load combined train, it dynamically distributes locomotive traction / electric braking force to achieve master-slave control of the locomotive traction / electric braking force difference, thereby alleviating or offsetting the inconsistency in the train's longitudinal stress caused by track differences, and thus reducing the train's longitudinal impulse.

[0103] In some embodiments, when the track operating condition is a force-limiting operating condition, step S4, "dynamically adjusting the output power of the main locomotive and the slave locomotive of the target heavy-haul combined train according to the current track operating condition and the current train operating condition," further includes:

[0104] Step S431: Determine whether the main locomotive or slave locomotive of the target heavy-haul combined train is in the load-limiting range based on the geographical location information.

[0105] Step S432: When the main locomotive or the slave locomotive is in the force limiting range, obtain the upper limit of the output power allowed in the force limiting range.

[0106] Step S433: Adjust the output power of the target heavy-haul combined train under the force-limiting condition according to the upper limit of output power and the output power setting value of the main locomotive / slave locomotive.

[0107] Heavy-haul combined trains are relatively long, and there are usually special line sections where the length of the locomotive's traction / electric braking force is limited to be less than the length of the train. When passing through such line sections, locomotives outside the line section can exert traction / electric braking force at the normal level. By adopting a dynamic traction / electric braking force distribution method, the traction / electric braking force of the locomotives in the special line section can be transferred to other locomotives, which can ensure that the total traction / electric braking force of the train remains unchanged and the train's operating speed is guaranteed.

[0108] When the train passes through a restricted traction / electric braking section, only one locomotive is in the restricted section, and the traction / electric braking force transfer ratio between the master and slave locomotives is: The relationship is as follows:

[0109]

[0110] The weighting coefficient for the load-limiting interval ranges from 0.3 to 1, depending on the locomotive model and track. The weighting coefficient may vary slightly for load-limiting intervals at different locations on the same track. Since the three operating conditions mentioned above may overlap in actual operation, when an operating condition occurs alone... The value is 1. However, when other operating conditions overlap with the startup operating condition, the value needs to be determined based on the overlapping operating conditions. The value.

[0111] The maximum output power allowed within the power limiting range varies depending on the specific route; the power limiting range may differ at different locations on the same route.

[0112] The main control locomotive output power distribution value is have:

[0113] ;

[0114] The power distribution value of the controlled locomotive output is have:

[0115] ;

[0116] : The main control limit interval marker is -1 when the force limit interval is within the limit interval and 1 when it is not within the limit interval;

[0117] : The main control limit interval marker is -1 when the force limit interval is within the limit interval and 1 when it is not within the limit interval;

[0118] Only one locomotive in the master-slave control locomotive is considered to be in the force-limiting zone while the other is not. If both locomotives are in the force-limiting zone at the same time or not in the zone at the same time, traction / electric braking force distribution will not be performed.

[0119] Because multiple operating conditions may overlap in actual operation, this application sets priorities for each operating condition to clarify how to handle such overlaps. The highest priority is the start-up condition, followed by the slope change condition, and finally the force limiting condition. The priority is mainly reflected in… , and The size of the value, when other operating conditions overlap with the starting operating condition, is... Greater than as well as When a slope change condition and a force-limiting condition overlap, Greater than .

[0120] Heavy-haul combined trains are relatively long, and there is usually a need to limit the length of special line sections where the locomotive's traction / electric braking force is less than the train's length. When passing through such line sections, locomotives outside the line section can exert traction / electric braking force at the normal level. This control method uses a dynamic traction / electric braking force distribution method to transfer the traction / electric braking force of locomotives in special line sections to other locomotives, which can ensure that the total traction / electric braking force of the train remains unchanged and ensure the train's running speed.

[0121] Of course, the method of this application can be applied to determine the current output power of the master and slave locomotives based on the current line conditions and train conditions during train operation, thereby realizing dynamic adjustment of the output power of the master and slave locomotives. Alternatively, the output power ratios of the master and slave locomotives at various times and positions along the line can be generated before departure based on the operation plan information, and these output power ratios can be stored. Then, as the train runs and the time changes, the stored corresponding output power ratios can be called in a timely manner to achieve dynamic asynchronous control of the master and slave locomotives during operation.

[0122] Therefore, the method of this application can at least solve the problem that with the increase of traction tonnage, indiscriminate synchronous control is difficult to avoid the longitudinal impulse of the train in complex track environments, which poses a risk to train operation. According to the differences in track conditions and train operating conditions between the front and rear of the heavy-load combined train, the difference in locomotive traction / electric braking force is realized through dynamic distribution of locomotive traction / electric braking force, so as to alleviate or offset the inconsistent force between the front and rear of the train caused by the differences in track conditions and train operating conditions, thereby reducing the longitudinal impulse of the train.

[0123] Example 2:

[0124] Based on the foregoing embodiments, this application provides a train output force adjustment device. The various modules and units included in the device can be implemented by a processor in a computer device; of course, they can also be implemented by specific logic circuits. In the implementation process, the processor can be a central processing unit (CPU), a microprocessor (MPU), a digital signal processor (DSP), or a field programmable gate array (FPGA), etc.

[0125] like Figure 2 As shown, a train output force adjustment device includes: a first acquisition module 1, a first determination module 2, a second determination module 3, and a third determination module 4.

[0126] The first acquisition module 1 is used to acquire current time information, geographical location information, and operation plan information of the target heavy-load combined train. The first determination module 2 is used to determine the current train operating condition of the target heavy-load combined train based on the current time information and the operation plan information. The second determination module 3 is used to determine the current line operating condition based on the geographical location information and the operation plan information. The third determination module 4 is used to dynamically adjust the output power of the main locomotive and slave locomotive of the target heavy-load combined train based on the current line operating condition and the current train operating condition.

[0127] The modules in the aforementioned train output force adjustment device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor within the device in hardware form, or stored in the memory of the processing device in software form, so that the processor can call and execute the operations corresponding to each module. It should be noted that the module division in this embodiment is illustrative and represents only a logical functional division; in actual implementation, other division methods may be used.

[0128] Example 3:

[0129] Thirdly, this application provides a computer electronic production apparatus, including a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of any of the methods described in the first aspect.

[0130] The memory and processor are connected via a bus, which can include any number of interconnecting buses and bridges, connecting various circuits of one or more processors and memories. The bus can also connect various other circuits, such as peripheral devices, voltage regulators, and power management circuits, which are well known in the art and will not be described further herein. The bus interface provides an interface between the bus and the transceiver. The transceiver can be a single element or multiple elements, such as multiple receivers and transmitters, providing a unit for communicating with various other devices over a transmission medium. Data processed by the processor is transmitted over the wireless medium via an antenna, which further receives data and transmits it to the processor.

[0131] The processor manages the bus and general processing, and also provides various functions, including timing, peripheral interfaces, voltage regulation, power management, and other control functions. Memory is used to store data used by the processor during operation.

[0132] Example 4:

[0133] Fourthly, this application proposes a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the method described in any of the first aspects.

[0134] Example 5:

[0135] Fifthly, this application proposes a computer program product, including a computer program / instructions, characterized in that, when the computer program is executed by a processor, it implements the steps of the method described in any one of the first aspects.

[0136] Those skilled in the art will understand that all or part of the steps in the methods of the above embodiments can be implemented by a program instructing related hardware. This program is stored in a storage medium and includes several instructions to cause a device (which may be a microcontroller, chip, etc.) or processor to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0137] Those skilled in the art will understand that the above embodiments are specific embodiments for implementing this application, and in practical applications, various changes can be made to them in form and detail without departing from the spirit and scope of this application.

Claims

1. A method for adjusting the output force of a train, characterized in that, include: Obtain current time information, as well as the geographical location and operational planning information of the target heavy-load combined train; The current train operating condition of the target heavy-haul combined train is determined based on the current time information and the operation planning information; The current line operating condition is determined based on the geographical location information and the operation planning information; The output power of the main locomotive and the slave locomotive of the target heavy-haul combined train is dynamically adjusted according to the current line conditions and the current train conditions. The current track conditions include: gradient change conditions; the dynamic adjustment of the output power of the main locomotive and slave locomotive of the target heavy-haul combined train based on the current track conditions and the current train conditions also includes: The train length of the target heavy-haul combined train passing through the gradient change point is determined based on the geographical location information. Get the preset first length range; When the train length is within the first length range, the first slope information and the second slope information on both sides of the slope change point are obtained; The first average gradient of the target heavy-haul combined train passing through the gradient change point is determined based on the train length and the first gradient information. The second average gradient of the portion of the target heavy-haul combined train that did not pass the gradient change point is determined based on the train length and the second gradient information. The output power of the main locomotive and the slave locomotive of the target heavy-haul combined train is adjusted according to the first average gradient and the second average gradient under the gradient change condition, wherein the output power is traction force or electric braking force. The main control locomotive output power distribution value is Positive numbers represent traction force, and negative numbers represent electrical braking force. Therefore: ； The set value for the output power of the master and slave locomotives, with positive numbers representing traction force and negative numbers representing electric braking force; ； The power distribution value of the controlled locomotive output is Positive numbers represent traction force, and negative numbers represent braking force. The allocation ratio between primary and secondary transfers is as follows: For the output power characteristic coefficient, the traction power is taken as 0.8 to 1, and the electric braking force is taken as -0.8 to -1; This is the slope weighting coefficient, with a value ranging from 0.3 to 1.0; The first average slope is represented by negative numbers, indicating downhill and positive numbers, indicating uphill. The second average slope is represented by negative numbers for downhill and positive numbers for uphill. This is the distance from the train's head to the gradient change point; This refers to the length of the train.

2. The method according to claim 1, characterized in that, The current line operating conditions include: startup operating conditions; the dynamic adjustment of the output power of the main locomotive and slave locomotive of the target heavy-haul combined train according to the current line operating conditions and the current train operating conditions includes: Get the current speed and target speed; Determine the speed difference ratio based on the current driving speed and the target driving speed; The output power of the traction motors of the main locomotive and the slave locomotive is adjusted according to the speed difference ratio during startup.

3. The method according to claim 2, characterized in that, The method of dynamically adjusting the output power of the main locomotive and the slave locomotive of the target heavy-haul combined train according to the current line conditions and the current train conditions also includes: Obtain the duration of the target heavy-haul combined train in the startup state; Get the preset duration; When the duration is greater than or equal to the preset duration, a preset adjustment gradient is obtained; The output power of the main locomotive and slave locomotive of the target heavy-haul combined train is adjusted according to the adjustment gradient.

4. The method according to claim 1, characterized in that, The method of dynamically adjusting the output power of the main locomotive and the slave locomotive of the target heavy-haul combined train according to the current line conditions and the current train conditions also includes: When the train length is greater than or equal to the maximum value of the first length range, a preset adjustment gradient is obtained; The output power of the main locomotive and slave locomotive of the target heavy-haul combined train is adjusted according to the adjustment gradient.

5. The method according to claim 1, characterized in that, The current line operating conditions also include: force-limiting operating conditions; the dynamic adjustment of the output power of the main locomotive and slave locomotive of the target heavy-haul combined train according to the current line operating conditions and the current train operating conditions also includes: Based on the geographical location information, determine whether the main locomotive or slave locomotive of the target heavy-haul combined train is in the load-limiting range; When the main locomotive or the slave locomotive is in the force-limiting range, obtain the upper limit of the output power allowed in the force-limiting range; The output power of the target heavy-haul combined train under force-limited conditions is adjusted according to the upper limit of output power and the output power setting value of the main locomotive / slave locomotive.

6. A train output force adjustment device, characterized in that, include: The first acquisition module is used to acquire current time information, as well as the geographical location information and operation plan information of the target heavy-load combined train; The first determining module is used to determine the current train operating condition of the target heavy-haul combined train based on the current time information and the operation planning information; The second determining module is used to determine the current line operating condition based on the geographical location information and the operation planning information; The third determining module is used to dynamically adjust the output power of the main locomotive and the slave locomotive of the target heavy-haul combined train according to the current line conditions and the current train conditions. The current track conditions include: gradient change conditions; the dynamic adjustment of the output power of the main locomotive and slave locomotive of the target heavy-haul combined train based on the current track conditions and the current train conditions also includes: The train length of the target heavy-haul combined train passing through the gradient change point is determined based on the geographical location information. Get the preset first length range; When the train length is within the first length range, the first slope information and the second slope information on both sides of the slope change point are obtained; The first average gradient of the target heavy-haul combined train passing through the gradient change point is determined based on the train length and the first gradient information. The second average gradient of the portion of the target heavy-haul combined train that did not pass the gradient change point is determined based on the train length and the second gradient information. The output power of the main locomotive and the slave locomotive of the target heavy-haul combined train is adjusted according to the first average gradient and the second average gradient under the gradient change condition, wherein the output power is traction force or electric braking force. The main control locomotive output power distribution value is Positive numbers represent traction force, and negative numbers represent electrical braking force. Therefore: ； The set value for the output power of the master and slave locomotives, with positive numbers representing traction force and negative numbers representing electric braking force; ； The power distribution value of the controlled locomotive output is Positive numbers represent traction force, and negative numbers represent braking force. The allocation ratio between primary and secondary transfers is as follows: For the output power characteristic coefficient, the traction power is taken as 0.8 to 1, and the electric braking force is taken as -0.8 to -1; This is the slope weighting coefficient, with a value ranging from 0.3 to 1.0; The first average slope is represented by negative numbers, indicating downhill and positive numbers, indicating uphill. The second average slope is represented by negative numbers for downhill and positive numbers for uphill. This is the distance from the train's head to the gradient change point; This refers to the length of the train.

7. A computer electronic production equipment, characterized in that, The method includes a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of the method according to any one of claims 1 to 5.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the computer program implements the steps of the method according to any one of claims 1 to 5.

9. A computer program product, comprising a computer program, characterized in that, When executed by a processor, the computer program implements the steps of the method according to any one of claims 1 to 5.

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