Double-source locomotive ramp anti-slip system and control method

Abstract

The invention discloses a double-source locomotive ramp anti-slip system and a control method. The ramp anti-slip system for the double-source locomotive comprises a traction transformer, a first traction converter, a second traction converter, a first traction motor, a second traction motor, a third traction motor, a fourth traction motor, a first speed sensor, a second speed sensor, a third speed sensor, a fourth speed sensor and a controller, the controller is used for judging whether the first traction motor, the second traction motor, the third traction motor and the fourth traction motor are reverse or not according to the rotating direction and the rotating speed to determine whether the double-source locomotive slides or not and the sliding speed; the controller is used for conducting traction and braking control on the first traction motor, the second traction motor, the third traction motor and the fourth traction motor through the first traction converter and the second traction converter respectively when the double-source locomotive slides. According to the anti-slip device, a driver does not need to participate, and even if slipping occurs, the slipping force of the double-source locomotive can be counteracted, so that anti-slip is realized.

Description

Technical Field

[0001] The embodiments of the present invention relate to the field of vehicle control technology, and in particular to a dual-source locomotive slope anti-slip system and control method. Background Art

[0002] In the field of rail transit, air brakes are currently used to park locomotives and vehicles, and anti-skidding is achieved by manually placing iron shoes on both sides of the wheels and between the rails, or by using spring parking methods. However, for temporary parking of locomotives and vehicles or parking on large slopes, there is a risk of the vehicle slipping when the driver forgets to take anti-skidding measures.

[0003] The iron shoe anti-skid system primarily involves placing iron shoes between the wheels and rails immediately upon stopping, increasing friction between the wheels and rails to prevent the vehicle from slipping. First, the driver must exit the vehicle to install the iron shoes, which presents a safety risk. Furthermore, the contact surface between the iron shoes and the wheels is uneven, making them susceptible to damage to the wheel tread. Furthermore, if the driver forgets to remove the iron shoes before starting, the wheels can be damaged, potentially leading to derailment. This technology is preventative in nature; it will be ineffective for vehicles that have already slipped, preventing them from stopping again.

[0004] Parking brakes primarily prevent slippage by using brake shoes or pads located on the wheel treads or discs, which clamp the wheels with springs to increase resistance to rotation. During a temporary stop, this feature can only be triggered manually by the driver. Once the parking brake is applied, traction is disabled. Applying traction after parking can easily cause the train to slip. This technology is preventative; if a train has already slipped, it will be ineffective, preventing further parking. Summary of the Invention

[0005] The present invention provides a dual-source locomotive slope anti-slip system and control method, which, through the coordination of traction and braking, does not require driver participation and can effectively offset the downward force of the dual-source locomotive vehicle to achieve anti-slip even if slipping occurs.

[0006] According to one aspect of the present invention, a dual-source locomotive slope anti-slip system is provided, the dual-source locomotive slope anti-slip system comprising: a traction transformer, a first traction converter, a second traction converter, a first traction motor, a second traction motor, a third traction motor, a fourth traction motor, a first speed sensor, a second speed sensor, a third speed sensor, a fourth speed sensor, and a controller;

[0007] The traction transformer is connected to the first traction converter and the second traction converter, the first traction converter is connected to the first traction motor and the second traction motor, and the second traction converter is connected to the third traction motor and the fourth traction motor;

[0008] After being connected to the controller, the first speed sensor, the second speed sensor, the third speed sensor, and the fourth speed sensor are sequentially connected to the first traction motor, the second traction motor, the third traction motor, and the fourth traction motor. The first speed sensor, the second speed sensor, the third speed sensor, and the fourth speed sensor are respectively used to provide the controller with feedback on the rotation direction and speed of the first traction motor, the second traction motor, the third traction motor, and the fourth traction motor. The controller is used to determine whether the first traction motor, the second traction motor, the third traction motor, and the fourth traction motor are in reverse rotation based on the rotation direction and speed to confirm whether the dual-source locomotive is slipping and the speed of the slipping.

[0009] The controller is connected to the first traction converter and the second traction converter, and is used to respectively control the traction and braking of the first traction motor, the second traction motor, the third traction motor, and the fourth traction motor through the first traction converter and the second traction converter when the dual-source locomotive is slipping;

[0010] The energy required for the braking control is provided by a traction motor in a regenerative braking state among the first traction motor, the second traction motor, the third traction motor, and the fourth traction motor, or provided by an external energy source;

[0011] The energy required for braking control is transmitted via the first traction converter, the traction transformer, and the second traction converter.

[0012] Optionally, the dual-source locomotive slope anti-skid system also includes: a direction handle and a traction handle; the controller is connected to the direction handle and the traction handle, the traction handle is used to provide different power outputs, the direction handle is used to control the forward, parking, and reverse movement of the dual-source locomotive, and the controller is used to obtain the working status of the direction handle and the traction handle.

[0013] Optionally, when the dual-source locomotive is coasting, the first traction motor and the second traction motor generate regenerative braking energy and feed it back to the first traction inverter. After the first traction inverter feeds back the energy to the traction transformer, the second traction inverter draws power from the traction transformer to provide energy to the third traction motor and the fourth traction motor, so that the third traction motor and the fourth traction motor generate a traction force opposite to the coasting direction, without the need for other energy sources to provide traction energy.

[0014] Optionally, when the dual-source locomotive is coasting, the first traction motor generates regenerative braking energy and feeds it back to the first traction inverter, and the first traction inverter supplies the regenerative braking energy generated by the first traction motor to the second traction motor, so that the second traction motor generates a traction force opposite to the coasting direction; at the same time, the third traction motor generates regenerative braking energy and feeds it back to the second traction inverter, and the second traction inverter supplies the regenerative braking energy generated by the third traction motor to the fourth traction motor, so that the fourth traction motor generates a traction force opposite to the coasting direction, without the need for other energy sources to provide traction energy.

[0015] Optionally, the dual-source locomotive slope anti-slip system further includes an energy source, the primary side of the traction transformer is connected to the energy source, and the secondary side of the traction transformer is connected to the first traction converter and the second traction converter;

[0016] When the dual-source locomotive is in traction mode, the energy source is used to provide power to the traction transformer;

[0017] When the dual-source locomotive is in an electric braking state, the energy source is used to recover energy generated by electric braking of the wheels;

[0018] The energy source includes at least one of an AC contact network, a DC contact network and an energy storage battery.

[0019] Optionally, the first traction motor, the second traction motor, the third traction motor, and the fourth traction motor are connected to the first wheel, the second wheel, the third wheel, and the fourth wheel respectively;

[0020] The first traction motor, the second traction motor, the third traction motor, and the fourth traction motor are respectively used to drive the first wheel, the second wheel, the third wheel, and the fourth wheel to pull or brake the dual-source locomotive.

[0021] Optionally, the first traction motor, the second traction motor, the third traction motor and the fourth traction motor are all asynchronous motors or permanent magnet motors.

[0022] According to another aspect of the present invention, a control method for a dual-source locomotive ramp anti-slip system is provided. The method is applied to the dual-source locomotive ramp anti-slip system described in any one of the above aspects, and the method includes:

[0023] The first speed sensor, the second speed sensor, the third speed sensor, and the fourth speed sensor respectively provide feedback to the controller on the rotation direction and speed of the first traction motor, the second traction motor, the third traction motor, and the fourth traction motor. The controller determines whether the first traction motor, the second traction motor, the third traction motor, and the fourth traction motor are rotating in the reverse direction based on the rotation direction and speed to confirm whether the dual-source locomotive is slipping and the speed of the slipping.

[0024] When the dual-source locomotive is slipping, the controller performs traction and braking control on the first traction motor, the second traction motor, the third traction motor, and the fourth traction motor respectively through the first traction converter and the second traction converter;

[0025] The energy required for the braking control is provided by a traction motor in a regenerative braking state among the first traction motor, the second traction motor, the third traction motor, and the fourth traction motor, or provided by an external energy source;

[0026] The energy required for braking control is transmitted via the first traction converter, the traction transformer, and the second traction converter.

[0027] According to another aspect of the present invention, an electronic device is provided, comprising:

[0028] one or more processors;

[0029] a memory for storing one or more programs;

[0030] When the one or more programs are executed by the one or more processors, the one or more processors implement the method according to any embodiment of the present invention.

[0031] According to another aspect of the present invention, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the method according to any embodiment of the present invention is implemented.

[0032] The technical solution of the embodiment of the present invention accurately detects the rotor rotation of the traction motor through a speed sensor and limits it through regenerative braking. The regenerative braking energy generated can also be supplied to other traction motors, thereby generating a traction force opposite to the direction of slipping. By coordinating traction and braking, the downward force of the dual-source locomotive vehicle can be effectively offset to achieve anti-slip. It can achieve anti-slip braking in static and micro-dynamic conditions, and as long as the vehicle is still in the forward position after parking, it will be automatically implemented without the need for driver participation. Even if slipping has occurred, it can quickly respond to apply the brakes to achieve the purpose of parking. In summary, the present invention solves the problem that existing anti-slip measures require the manual participation of the driver, and vehicles that have already slipped cannot be stopped again.

[0033] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present invention, nor is it intended to limit the scope of the present invention. Other features of the present invention will become readily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0035] Figure 1 2. It is a schematic diagram of the operation of a dual-source locomotive ramp anti-slip system provided in an embodiment of the present invention;

[0036] Figure 2 This is a flow chart of a control method for a dual-source locomotive slope anti-slip system provided in an embodiment of the present invention;

[0037] Figure 3 is a structural diagram of an electronic device provided according to an embodiment of the present invention. DETAILED DESCRIPTION

[0038] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0039] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0040] Figure 1 This is a schematic diagram of the working of a dual-source locomotive ramp anti-slip system provided according to an embodiment of the present invention, with reference to Figure 1 An embodiment of the present invention provides a dual-source locomotive slope anti-slip system, which includes: a traction transformer 10, a first traction converter 20, a second traction converter 30, a first traction motor M1, a second traction motor M2, a third traction motor M3, a fourth traction motor M4, a first speed sensor, a second speed sensor, a third speed sensor, a fourth speed sensor, and a controller;

[0041] The traction transformer 10 is connected to the first traction converter 20 and the second traction converter 30 . The first traction converter 20 is connected to the first traction motor M1 and the second traction motor M2 . The second traction converter 30 is connected to the third traction motor M3 and the fourth traction motor M4 .

[0042] After being connected to the controller, the first speed sensor, the second speed sensor, the third speed sensor, and the fourth speed sensor are connected to the first traction motor M1, the second traction motor M2, the third traction motor M3, and the fourth traction motor M4 in sequence. The first speed sensor, the second speed sensor, the third speed sensor, and the fourth speed sensor are respectively used to provide feedback to the controller on the rotation direction and speed of the first traction motor M1, the second traction motor M2, the third traction motor M3, and the fourth traction motor M4. The controller is used to determine whether the first traction motor M1, the second traction motor M2, the third traction motor M3, and the fourth traction motor M4 are in reverse rotation based on the rotation direction and speed to confirm whether the dual-source locomotive is slipping and the speed of the slipping.

[0043] The controller is connected to the first traction converter 20 and the second traction converter 30. The controller is used to control the traction and braking of the first traction motor M1, the second traction motor M2, the third traction motor M3, and the fourth traction motor M4 through the first traction converter 20 and the second traction converter 30 respectively when the dual-source locomotive is slipping.

[0044] The energy required for the braking control is provided by the traction motor in the regenerative braking state among the first traction motor M1, the second traction motor M2, the third traction motor M3, and the fourth traction motor M4, or provided by an external energy source;

[0045] The energy required for braking control is transmitted via the first traction converter 20 , the traction transformer 10 , and the second traction converter 30 .

[0046] Specifically, the dual-source locomotive slope anti-slip system consists of multiple traction motors, multiple traction converters and traction transformers, such as Figure 1 The input side of the traction transformer 10 can be connected to the AC overhead line, and the output side of the traction transformer 10 is connected to the input sides of the first traction converter 20 and the second traction converter 30, while the output sides of the first traction converter 20 and the second traction converter 30 are connected to the first traction motor M1, the second traction motor M2, the third traction motor M3, and the fourth traction motor M4, respectively.

[0047] The traction inverter is one of the key components of the train. It is installed inside or on the bottom of the train. Its main function is to convert electrical energy between DC and AC systems, and to achieve starting, braking, and speed control of the AC traction motor through voltage and frequency regulation.

[0048] Each traction motor is equipped with a corresponding speed sensor, which is electrically connected to the traction motor and the controller. The speed sensor provides feedback to the controller regarding the rotation direction and speed of each traction motor. The controller then determines whether the rotation direction is reversed to confirm whether the dual-source locomotive is slipping on a slope. By accurately detecting the rotor rotation of multiple traction motors and limiting it through regenerative braking, the regenerative braking energy generated by each traction motor can be fed to the other traction motors, generating a traction force in the opposite direction of the slip, further preventing the locomotive from slipping.

[0049] The regenerative braking energy generated by the traction motor can be transmitted via the first traction converter 20 or the second traction converter 30, or via the first traction converter 20, the traction transformer 10, and the second traction converter 30. The energy generated by the traction motor can be directly supplied to other traction motors by the traction converter, or it can be transmitted from the traction converter to another traction converter via the traction transformer to drive its traction motor for traction. The energy generated by the traction motor can be supplied to the traction inverter via the traction transformer or the intermediate DC link of the traction converter.

[0050] The regenerative braking energy generated by the traction motor in regenerative braking among the first traction motor M1, the second traction motor M2, the third traction motor M3, and the fourth traction motor M4 can be supplied to the traction motor in traction state among the first traction motor M1, the second traction motor M2, the third traction motor M3, and the fourth traction motor M4 to generate a traction force opposite to the sliding direction.

[0051] The energy generated by regenerative braking of a traction motor can be supplied to other traction motors for traction and anti-skid. Energy can be transferred between two traction motors within the frame, or between two frames. However, one traction motor can only have one working state, either in traction state or in electric braking state.

[0052] For example, when the dual-source locomotive is slipping, the first traction motor M1 generates regenerative braking energy and feeds it back to the first traction inverter 20. The first traction inverter 20 supplies the regenerative braking energy generated by the first traction motor M1 to the second traction motor M2, so that the second traction motor M2 generates a traction force opposite to the slipping direction; at the same time, the third traction motor M3 generates regenerative braking energy and feeds it back to the second traction inverter 30. The second traction inverter 30 supplies the regenerative braking energy generated by the third traction motor M3 to the fourth traction motor M4, so that the fourth traction motor M4 generates a traction force opposite to the slipping direction, without the need for other energy sources to provide traction energy.

[0053] When the dual-source locomotive is coasting, the first traction motor M1 and the second traction motor M2 generate regenerative braking energy and feed it back to the first traction converter 20. After the first traction converter 20 feeds back the energy to the traction transformer 10, the second traction converter 30 draws power from the traction transformer 10 to provide energy to the third traction motor M3 and the fourth traction motor M4. This allows the third traction motor M3 and the fourth traction motor M4 to generate a traction force in the opposite direction of the coasting, without the need for other energy sources to provide traction energy.

[0054] The traction motors of the front bogie and the rear bogie are in traction state and electric braking state respectively. For example, when the first traction motor M1 and the second traction motor M2 are in traction state, the third traction motor M3 and the fourth traction motor M4 are in electric braking state; when the third traction motor M3 and the fourth traction motor M4 are in traction state, the first traction motor M1 and the second traction motor M2 are in electric braking state.

[0055] by Figure 1For example, a dual-source locomotive is parked on a slope, heading uphill. Due to gravity, the locomotive experiences a downward sliding force. When the locomotive experiences sliding, wheels 1-4 rotate, driving the rotors of the traction motors. The rotor of the first traction motor M1 cuts through the stator magnetic field, generating regenerative braking energy. This energy is then transmitted by the first traction converter 20 to the second traction motor M2, applying forward traction force. Alternatively, the energy is transmitted from the traction converter 20 to the second traction converter 30 via the traction transformer 10, enabling the third and fourth traction motors M3 and M4 to apply traction force, counteracting the sliding force and keeping the locomotive stationary. If the regenerative braking energy generated by the first traction motor M1 is insufficient to prevent the locomotive from sliding, traction energy is input from the overhead line or power source to restore the locomotive to a stationary state.

[0056] The technical solution of the embodiment of the present invention accurately detects the rotor rotation of the traction motor through a speed sensor and limits it through regenerative braking. The regenerative braking energy generated can also be supplied to other traction motors, thereby generating a traction force opposite to the direction of slipping. By coordinating traction and braking, the downward force of the dual-source locomotive vehicle can be effectively offset to achieve anti-slip. It can achieve anti-slip braking in static and micro-dynamic conditions, and as long as the vehicle is still in the forward position after parking, it will be automatically implemented without the need for driver participation. Even if slipping has occurred, it can quickly respond to apply the brakes to achieve the purpose of parking. In summary, the present invention solves the problem that existing anti-slip measures require the manual participation of the driver, and vehicles that have already slipped cannot be stopped again.

[0057] Optionally, the dual-source locomotive slope anti-skid system also includes: a direction handle and a traction handle; a controller is connected to the direction handle and the traction handle, the traction handle is used to provide different power outputs, the direction handle is used to control the forward, parking, and reverse movement of the dual-source locomotive, and the controller is used to obtain the working status of the direction handle and the traction handle.

[0058] Specifically, when the dual-source locomotive is in a static state and the controller detects that the direction handle is in the forward position but the traction handle is in the zero position, and when no slipping of the dual-source locomotive is detected, there is no relative displacement between the rotor and stator of the traction motor, so no regenerative braking energy is generated to be fed back to the traction inverter.

[0059] When the wheels slip, the rotor of the traction motor rotates accordingly, cutting the stator magnetic field to generate regenerative energy, which is fed back to the traction inverter. The traction inverter can transmit this electric energy directly to other traction motors to apply traction in the forward direction, or it can transmit this electric energy to the traction transformer, which transmits it to other traction inverters, thereby driving the corresponding traction motors to apply traction in the forward direction. The purpose is to offset the downward force generated by the locomotive on the slope and prevent the occurrence of slipping.

[0060] The dual-source locomotive slope anti-skid system can realize anti-skid braking in static and micro-dynamic conditions, and will be automatically implemented as long as the steering handle is still in the forward position after parking. No driver participation is required. Even if skidding occurs, it can quickly respond and apply brakes to achieve the purpose of parking.

[0061] There is no need for the air brake system to be involved, nor is there a need for the driver to manually activate the parking brake. As long as the locomotive stops and the steering handle is kept in the forward direction, the system will automatically activate the anti-skid control function without consuming any other energy, and can be completed using the regenerative braking energy generated by the traction motor.

[0062] Continue to refer Figure 1 Optionally, when the dual-source locomotive is coasting, the first traction motor M1 and the second traction motor M2 generate regenerative braking energy and feed it back to the first traction converter 20. After the first traction converter 20 feeds back the energy to the traction transformer 10, the second traction converter 30 draws power from the traction transformer 10 to provide energy to the third traction motor M3 and the fourth traction motor M4, so that the third traction motor M3 and the fourth traction motor M4 generate a traction force opposite to the coasting direction, without the need for other energy sources to provide traction energy.

[0063] Continue to refer Figure 1 Optionally, when the dual-source locomotive is coasting, the first traction motor M1 generates regenerative braking energy and feeds it back to the first traction converter 20. The first traction converter 20 supplies the regenerative braking energy generated by the first traction motor M1 to the second traction motor M2, so that the second traction motor M2 generates a traction force opposite to the coasting direction; at the same time, the third traction motor M3 generates regenerative braking energy and feeds it back to the second traction converter 30. The second traction converter 30 supplies the regenerative braking energy generated by the third traction motor M3 to the fourth traction motor M4, so that the fourth traction motor M4 generates a traction force opposite to the coasting direction, without requiring other energy sources to provide traction energy.

[0064] Optionally, the dual-source locomotive slope anti-slip system further includes an energy source, the primary side of the traction transformer is connected to the energy source, and the secondary side of the traction transformer is connected to the first traction converter and the second traction converter;

[0065] When the dual-source locomotive is in traction mode, the energy source is used to provide power to the traction transformer;

[0066] When the dual-source locomotive is in electric braking condition, the energy source is used to recover the energy generated by wheel electric braking.

[0067] Specifically, when the dual-source locomotive is in traction mode, energy is input from the primary side of the traction transformer, and after voltage transformation by the traction transformer, it is sent to the first traction converter and the second traction converter for voltage conversion, and then sent to the first traction motor, the second traction motor, the third traction motor, and the fourth traction motor to output traction force.

[0068] When the dual-source locomotive is in the electric braking condition, the energy comes from the wheel electric braking energy, which is converted into electrical energy by the first traction motor and the second traction motor and then sent to the first traction inverter. The third traction motor and the fourth traction motor are converted into electrical energy and then sent to the second traction inverter for voltage conversion, and then returned to the energy source after voltage conversion through the traction transformer.

[0069] In the presence of external energy input, external energy can be used for power supply directly. After detecting that the slipping vehicle causes the rotor of the traction motor to rotate, the first traction inverter and the second traction inverter use the external energy to apply traction force to the traction motor, which can achieve greater anti-slip capabilities.

[0070] Optionally, the energy source includes at least one of an AC contact network, a DC contact network, and an energy storage battery.

[0071] Specifically, the energy source can be an AC catenary because of the presence of a traction transformer, but it can also be a direct catenary or an energy storage battery.

[0072] Optionally, the first traction motor, the second traction motor, the third traction motor, and the fourth traction motor are connected to the first wheel, the second wheel, the third wheel, and the fourth wheel respectively;

[0073] The first traction motor, the second traction motor, the third traction motor and the fourth traction motor are respectively used to drive the first wheel, the second wheel, the third wheel and the fourth wheel to pull or brake the dual-source locomotive.

[0074] Specifically, when a dual-source locomotive rolls, the controller uses the first traction converter and the second traction converter to brake the first, second, third, and fourth traction motors, respectively. The first, second, third, and fourth traction motors drive the first, second, third, and fourth wheels, respectively, to brake the dual-source locomotive, further preventing the locomotive from rolling.

[0075] Optionally, the first traction motor, the second traction motor, the third traction motor and the fourth traction motor are all asynchronous motors or permanent magnet motors.

[0076] Specifically, the first traction motor, the second traction motor, the third traction motor, and the fourth traction motor can be asynchronous motors or permanent magnet motors. The main difference is that asynchronous motors require excitation, while permanent magnet motors do not.

[0077] Figure 2 is a flow chart of a control method for a dual-source locomotive ramp anti-slip system according to an embodiment of the present invention, with reference to Figure 2 An embodiment of the present invention provides a control method for a dual-source locomotive ramp anti-slip system. The method is applied to the dual-source locomotive ramp anti-slip system in any embodiment of the present invention. The method includes:

[0078] S110. The rotation direction and speed of the first traction motor, the second traction motor, the third traction motor, and the fourth traction motor are fed back to the controller through the first speed sensor, the second speed sensor, the third speed sensor, and the fourth speed sensor respectively. The controller determines whether the first traction motor, the second traction motor, the third traction motor, and the fourth traction motor are in reverse rotation according to the rotation direction and the speed to confirm whether the dual-source locomotive is slipping and the speed of the slipping.

[0079] S120: When the dual-source locomotive is slipping, the controller controls the traction and braking of the first traction motor, the second traction motor, the third traction motor, and the fourth traction motor respectively through the first traction converter and the second traction converter;

[0080] The energy required for the braking control is provided by a traction motor in a regenerative braking state among the first traction motor, the second traction motor, the third traction motor, and the fourth traction motor, or provided by an external energy source;

[0081] The energy required for braking control is transmitted via the first traction converter, the traction transformer, and the second traction converter.

[0082] Specifically, Figure 1 For example, a dual-source locomotive is parked on a slope, heading uphill. Due to gravity, the locomotive experiences a downward sliding force. When the locomotive experiences sliding, wheels 1-4 rotate, driving the rotors of the traction motors. The rotor of the first traction motor M1 cuts through the stator magnetic field, generating regenerative braking energy. This energy is then transmitted by the first traction converter 20 to the second traction motor M2, applying forward traction force. Alternatively, the energy is transmitted from the traction converter 20 to the second traction converter 30 via the traction transformer 10, enabling the third and fourth traction motors M3 and M4 to apply traction force, counteracting the sliding force and keeping the locomotive stationary. If the regenerative braking energy generated by the first traction motor M1 is insufficient to prevent the locomotive from sliding, traction energy is input from the overhead line or power source to restore the locomotive to a stationary state.

[0083] The control method of the dual-source locomotive ramp anti-skid system provided in the embodiment of the present invention is used to control the dual-source locomotive ramp anti-skid system provided in any embodiment of the present invention. Therefore, the control method of the dual-source locomotive ramp anti-skid system provided in the embodiment of the present invention also has the beneficial effects described in the above embodiments, which will not be repeated here. Figure 3 A schematic diagram of the structure of an electronic device 1 that can be used to implement an embodiment of the present invention is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices (such as helmets, glasses, watches, etc.) and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present invention described and / or claimed herein.

[0084] like Figure 3 As shown, electronic device 1 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12, a random access memory (RAM) 13, etc., which is communicatively connected to at least one processor 11. The memory stores a computer program that can be executed by the at least one processor, and processor 11 can perform various appropriate actions and processes according to the computer program stored in read-only memory (ROM) 12 or the computer program loaded from storage unit 18 into random access memory (RAM) 13. Various programs and data required for the operation of electronic device 1 can also be stored in RAM 13. Processor 11, ROM 12, and RAM 13 are connected to each other via bus 14. Input / output (I / O) interface 15 is also connected to bus 14.

[0085] Multiple components in electronic device 1 are connected to I / O interface 15, including an input unit 16, such as a keyboard, mouse, etc.; an output unit 17, such as various types of displays, speakers, etc.; a storage unit 18, such as a magnetic disk, optical disk, etc.; and a communication unit 19, such as a network card, modem, wireless communication transceiver, etc. Communication unit 19 allows electronic device 1 to exchange information / data with other devices via a computer network such as the Internet and / or various telecommunication networks.

[0086] The processor 11 can be any general-purpose and / or specialized processing component with processing and computing capabilities. Some examples of the processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various specialized artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any other suitable processor, controller, microcontroller, etc. The processor 11 executes the various methods and processes described above, such as the control method for the dual-source locomotive ramp anti-slip system.

[0087] In some embodiments, the control method for the dual-source locomotive slope anti-slip system can be implemented as a computer program tangibly embodied in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program can be loaded and / or installed on electronic device 1 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the control method for the dual-source locomotive slope anti-slip system described above can be performed. Alternatively, in other embodiments, processor 11 can be configured to execute the control method for the dual-source locomotive slope anti-slip system via any other suitable means (e.g., via firmware).

[0088] Various embodiments of the systems and techniques described herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), system-on-chip systems (SOCs), programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include being implemented in one or more computer programs that are executable and / or interpreted on a programmable system that includes at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0089] Computer programs for implementing the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when the computer program is executed by the processor, the functions / operations specified in the flowcharts and / or block diagrams are implemented. The computer program may be executed entirely on the machine, partially on the machine, as a stand-alone software package, partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0090] In the context of the present invention, computer-readable storage media can be tangible media that can contain or store a computer program for use with an instruction execution system, device or equipment or used in combination with an instruction execution system, device or equipment. Computer-readable storage media can include but are not limited to electronic, magnetic, optical, electromagnetic, infrared or semiconductor systems, devices or equipment, or any suitable combination of the foregoing. Alternatively, computer-readable storage media can be machine-readable signal media. More specific examples of machine-readable storage media can include electrical connections based on one or more lines, portable computer disks, hard disks, random access memories (RAM), read-only memories (ROM), erasable programmable read-only memories (EPROM or flash memory), optical fibers, portable compact disk read-only memories (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0091] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user can provide input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic input, voice input, or tactile input).

[0092] The systems and techniques described herein can be implemented in a computing system that includes back-end components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes front-end components (e.g., a user computer with a graphical user interface or web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such back-end components, middleware components, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: a local area network (LAN), a wide area network (WAN), a blockchain network, and the Internet.

[0093] A computing system may include clients and servers. The clients and servers are typically remote from each other and typically interact via a communication network. This client-server relationship arises through computer programs running on the respective computers, creating a client-server relationship. The server may be a cloud server, also known as a cloud computing server or cloud host. This server is a hosting product within the cloud computing service ecosystem that addresses the management difficulties and limited scalability of traditional physical hosting and VPS services.

[0094] It should be understood that the various forms of the processes shown above can be used to reorder, add, or delete steps. For example, the steps described in the present invention can be performed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of the present invention can be achieved. This is not limited herein.

[0095] The above specific embodiments do not limit the scope of protection of the present invention. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may be made based on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention are intended to be included within the scope of protection of the present invention.

Claims

1. A dual-source locomotive ramp anti-slip system, characterized in that: include: a traction transformer, a first traction converter, a second traction converter, a first traction motor, a second traction motor, a third traction motor, a fourth traction motor, a first speed sensor, a second speed sensor, a third speed sensor, a fourth speed sensor, and a controller; The traction transformer is connected to the first traction converter and the second traction converter, the first traction converter is connected to the first traction motor and the second traction motor, and the second traction converter is connected to the third traction motor and the fourth traction motor; After being connected to the controller, the first speed sensor, the second speed sensor, the third speed sensor, and the fourth speed sensor are sequentially connected to the first traction motor, the second traction motor, the third traction motor, and the fourth traction motor. The first speed sensor, the second speed sensor, the third speed sensor, and the fourth speed sensor are respectively used to provide the controller with feedback on the rotation direction and speed of the first traction motor, the second traction motor, the third traction motor, and the fourth traction motor. The controller is used to determine whether the first traction motor, the second traction motor, the third traction motor, and the fourth traction motor are in reverse rotation based on the rotation direction and speed to confirm whether the dual-source locomotive is slipping and the speed of the slipping. The controller is connected to the first traction converter and the second traction converter, and is used to respectively control the traction and braking of the first traction motor, the second traction motor, the third traction motor, and the fourth traction motor through the first traction converter and the second traction converter when the dual-source locomotive is slipping; The energy required for the braking control is provided by a traction motor in a regenerative braking state among the first traction motor, the second traction motor, the third traction motor, and the fourth traction motor, or provided by an external energy source; The energy required for braking control is transmitted via the first traction converter, the traction transformer, and the second traction converter.

2. The system according to claim 1, wherein: Also includes: A direction handle and a traction handle; the controller is connected to the direction handle and the traction handle, the traction handle is used to provide different power outputs, the direction handle is used to control the forward, parking and reverse movement of the dual-source locomotive, and the controller is used to obtain the working status of the direction handle and the traction handle.

3. The system according to claim 1, wherein: When the dual-source locomotive is coasting, the first traction motor and the second traction motor generate regenerative braking energy and feed it back to the first traction inverter. After the first traction inverter feeds back the energy to the traction transformer, the second traction inverter draws power from the traction transformer to provide energy to the third traction motor and the fourth traction motor, so that the third traction motor and the fourth traction motor generate a traction force opposite to the coasting direction, without the need for other energy sources to provide traction energy.

4. The system according to claim 1, wherein: When the dual-source locomotive is coasting, the first traction motor generates regenerative braking energy and feeds it back to the first traction inverter. The first traction inverter supplies the regenerative braking energy generated by the first traction motor to the second traction motor, so that the second traction motor generates a traction force opposite to the coasting direction; at the same time, the third traction motor generates regenerative braking energy and feeds it back to the second traction inverter. The second traction inverter supplies the regenerative braking energy generated by the third traction motor to the fourth traction motor, so that the fourth traction motor generates a traction force opposite to the coasting direction, without the need for other energy sources to provide traction energy.

5. The system according to claim 1, wherein: It also includes an energy source, the primary side of the traction transformer is connected to the energy source, and the secondary side of the traction transformer is connected to the first traction converter and the second traction converter; When the dual-source locomotive is in traction mode, the energy source is used to provide power to the traction transformer; When the dual-source locomotive is in an electric braking state, the energy source is used to recover energy generated by electric braking of the wheels; The energy source includes at least one of an AC contact network, a DC contact network and an energy storage battery.

6. The system according to claim 1, wherein: The first traction motor, the second traction motor, the third traction motor, and the fourth traction motor are connected to the first wheel, the second wheel, the third wheel, and the fourth wheel respectively; The first traction motor, the second traction motor, the third traction motor, and the fourth traction motor are respectively used to drive the first wheel, the second wheel, the third wheel, and the fourth wheel to pull or brake the dual-source locomotive.

7. The system according to claim 1, wherein: The first traction motor, the second traction motor, the third traction motor and the fourth traction motor are all asynchronous motors or permanent magnet motors.

8. A control method for a dual-source locomotive ramp anti-slip system, applied to the dual-source locomotive ramp anti-slip system according to any one of claims 1 to 7, characterized in that: The method comprises: The first speed sensor, the second speed sensor, the third speed sensor, and the fourth speed sensor respectively provide feedback to the controller on the rotation direction and speed of the first traction motor, the second traction motor, the third traction motor, and the fourth traction motor. The controller determines whether the first traction motor, the second traction motor, the third traction motor, and the fourth traction motor are rotating in the reverse direction based on the rotation direction and speed to confirm whether the dual-source locomotive is slipping and the speed of the slipping. When the dual-source locomotive is slipping, the controller performs traction and braking control on the first traction motor, the second traction motor, the third traction motor, and the fourth traction motor respectively through the first traction converter and the second traction converter; The energy required for the braking control is provided by a traction motor in a regenerative braking state among the first traction motor, the second traction motor, the third traction motor, and the fourth traction motor, or provided by an external energy source; The energy required for braking control is transmitted via the first traction converter, the traction transformer, and the second traction converter.

9. An electronic device, characterized in that: include: one or more processors; a memory for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors implement the method as claimed in claim 8.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the method as claimed in claim 8 is implemented.

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