Locomotive automatic driving control method, device, equipment and program product

Abstract

The invention discloses a locomotive automatic driving control method, device, equipment and program product, and the method comprises the steps: obtaining a pressure control target of an electric locomotive and a road section environment of a target road section through which the electric locomotive needs to pass in an automatic driving process; the pressure control target is used for describing a difference interval to which a pressure difference between the in-vehicle pressure and the out-vehicle pressure needs to belong, so as to predict a target passing point where the out-vehicle pressure suddenly changes when the electric locomotive passes through a target road section based on the driving working condition of the electric locomotive and the road section environment of the target road section; and the corresponding change direction of the pressure outside the vehicle at the target passing point. Then, when the electric locomotive approaches the target passing point, target in-vehicle pressure is determined based on the change direction of the out-vehicle pressure and the real-time out-vehicle pressure under the constraint of the difference value interval, in-vehicle pressure adjustment is carried out on the electric locomotive based on the target in-vehicle pressure, and therefore the in-vehicle pressure can be rapidly adjusted to the ideal pressure value, and meanwhile, the electric locomotive can be rapidly adjusted to the target passing point. And the stability of pressure fluctuation in the vehicle is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of locomotive control technology and automatic driving technology, and particularly relates to a locomotive automatic driving control method, device, equipment and program product. BACKGROUND

[0002] In the field of locomotive automatic driving technology, in-vehicle pressure control is of great significance to passenger comfort and driving safety. At present, in-vehicle pressure regulation mainly depends on real-time pressure monitoring and feedback, or fixed route type for given parameter adjustment. However, when the locomotive passes through the tunnel section, slope section and other areas with rapid external pressure changes, the existing technical solutions often cause serious hysteresis in in-vehicle pressure regulation, resulting in large pressure fluctuations, which easily causes passenger ear discomfort. Therefore, how to quickly regulate the in-vehicle pressure to the ideal pressure value while improving the stability of in-vehicle pressure fluctuation is still a technical problem to be solved in the field. SUMMARY

[0003] The embodiments of the present application provide a locomotive automatic driving control method, device, equipment and program product, which can quickly regulate the in-vehicle pressure to the ideal pressure value while improving the stability of in-vehicle pressure fluctuation.

[0004] In one aspect, the embodiments of the present application provide a locomotive automatic driving control method, comprising: obtaining a pressure control target of an electric locomotive and a road section environment of a target road section to be passed by the electric locomotive, the target road section including at least one of a tunnel section and a slope section, and the pressure control target being used to describe a difference value interval to which a pressure difference between in-vehicle pressure and external pressure belongs; based on the driving condition of the electric locomotive and the road section environment of the target road section, predicting external pressure change data corresponding to the electric locomotive when passing through the target road section, the external pressure change data being used to describe a target passing point where the external pressure in the target road section has a sudden change, and a change direction of the external pressure corresponding to the target passing point; if the distance between the electric locomotive and the target passing point satisfies a preset condition before the electric locomotive reaches the target passing point, determining a target in-vehicle pressure based on the change direction of the external pressure and real-time external pressure under the constraint of the difference value interval, and adjusting the in-vehicle pressure of the electric locomotive based on the target in-vehicle pressure.

[0005] In one embodiment, under the constraint of the difference value interval, the target in-vehicle pressure is determined based on the change direction of the external pressure and the real-time external pressure, comprising: If the change direction of the external pressure is an increasing direction, the target internal pressure is determined based on the real-time external pressure and an upper limit value of the difference interval. If the change direction of the external pressure is a decreasing direction, the target internal pressure is determined based on the real-time external pressure and a lower limit value of the difference interval.

[0006] In yet another embodiment, the method further comprises: acquiring a real-time external pressure of the electric locomotive during automatic driving of the electric locomotive; determining at least one candidate internal pressure based on the acquired real-time external pressure and the difference interval; selecting the target internal pressure from the at least one candidate internal pressure, and triggering the step of adjusting the internal pressure of the electric locomotive based on the target internal pressure.

[0007] In yet another embodiment, the adjusting the internal pressure of the electric locomotive based on the target internal pressure comprises: determining a target fan speed of a fan system of the electric locomotive based on a real-time internal pressure, a real-time heat generation power of the electric locomotive, and the target internal pressure; determining a target air valve opening degree of the fan system based on the real-time internal pressure, the target internal pressure, the real-time external pressure, and a current air valve opening degree of the fan system; adjusting the internal pressure by controlling the fan system according to the target fan speed and the target air valve opening degree.

[0008] In yet another embodiment, the determining the target air valve opening degree of the fan system based on the real-time internal pressure, the target internal pressure, the real-time external pressure, and the current air valve opening degree of the fan system comprises: taking a difference value between the real-time internal pressure and the real-time external pressure as a current pressure difference, and taking a difference value between the target internal pressure and the real-time external pressure as a target pressure difference; determining the target air valve opening degree of the fan system based on a difference between the target pressure difference and the current pressure difference, and the current air valve opening degree of the fan system.

[0009] In yet another embodiment, before determining the target fan speed of the fan system of the electric locomotive, the method further comprises: determining a real-time heat generation power of the electric locomotive based on a traction power and a braking power of the electric locomotive, and an ambient temperature of the fan system.

[0010] In yet another embodiment, before determining the target fan speed of the electric locomotive's fan system, the method further includes: If the pressure sensor is operating normally, the real-time vehicle interior pressure is read from the pressure sensor. If the pressure sensor is faulty, the last in-vehicle pressure obtained under normal operating conditions is read from the pressure sensor, and the real-time in-vehicle pressure is predicted based on the last in-vehicle pressure, the acceleration and length of the electric locomotive, and the air density.

[0011] Furthermore, embodiments of this application provide a locomotive automatic driving control device, comprising: The acquisition unit is used to acquire the pressure control target of the electric locomotive and the road environment of the target road segment that the electric locomotive needs to pass through. The target road segment includes at least one of tunnel road segment and sloping road segment. The pressure control target is used to describe the difference range to which the pressure difference between the pressure inside the vehicle and the pressure outside the vehicle needs to be assigned. The prediction unit is used to predict the external pressure change data of the electric locomotive when it passes through the target road segment based on the operating conditions of the electric locomotive and the road environment of the target road segment. The external pressure change data is used to describe the target points in the target road segment where there are sudden changes in external pressure, and the direction of change of external pressure at the target points. The first control unit is configured to, if it is detected that the distance between the electric locomotive and the target waypoint meets a preset condition before the electric locomotive reaches the target waypoint, determine the target vehicle interior pressure based on the direction of change of the external pressure and the real-time external pressure under the constraint of the difference range, and adjust the vehicle interior pressure of the electric locomotive based on the target vehicle interior pressure.

[0012] In another aspect, embodiments of this application provide a control device, including: A memory, wherein a computer program is stored; A processor for loading the computer program to implement the method as described in the first aspect.

[0013] In another aspect, embodiments of this application also provide a computer-readable storage medium storing a computer program adapted to be loaded by a processor and executed as described in the first aspect.

[0014] In another aspect, embodiments of this application also provide a computer program product, the computer program product including computer instructions, wherein a processor of a control device reads the computer instructions and executes the method as described in the first aspect.

[0015] This application embodiment, after obtaining the required range of pressure difference between the inside and outside of the electric locomotive as specified by the pressure control target, combines the road environment of the target road segment (such as a tunnel or ramp) with the operating conditions of the electric locomotive to predict the direction of external pressure change when the electric locomotive passes through the target road segment. Then, as the electric locomotive approaches the target road segment, based on the direction of external pressure change and the real-time external pressure, and under the constraint of the pressure difference range specified by the pressure control target, dynamically determines the target internal pressure that the electric locomotive needs to reach before entering the target road segment, and based on this target internal pressure... The pressure regulation system adjusts the internal pressure of the electric locomotive before it enters the target section of the road, ensuring that the internal pressure is close to the pressure required upon entering. This changes the pressure regulation method from immediate, large-amplitude adjustment to proactive pre-adjustment and immediate, small-amplitude adjustment. This significantly reduces the immediate adjustment range of the internal pressure when the electric locomotive faces sudden changes in external pressure, resulting in a smoother internal pressure transition. This helps to maintain the pressure difference between the inside and outside of the locomotive within the range specified by the pressure control target in a timely and stable manner, thereby reducing ear discomfort for passengers. Attached Figure Description

[0016] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of a vehicle interior pressure regulation process without pre-adjustment provided in an embodiment of this application; Figure 2 This is a schematic diagram of a pre-adjusted in-vehicle pressure regulation process provided in an embodiment of this application; Figure 3 This is a schematic diagram of the structure of an autonomous driving control system provided in an embodiment of this application; Figure 4 This is a schematic flowchart of a locomotive automatic driving control method provided in an embodiment of this application; Figure 5 This is a schematic diagram of the structure of an automatic driving control device provided in an embodiment of this application; Figure 6 This is a schematic diagram of the structure of a control device provided in an embodiment of this application. Detailed Implementation

[0018] It should be noted in advance that, in order to enable those skilled in the art to better understand the technical solutions proposed in the embodiments of this application, the embodiments of this application will be described clearly and completely in conjunction with one or more accompanying drawings. Furthermore, the accompanying drawings shown in the embodiments of this application are merely illustrative examples; for instance, the execution order of each step in the drawings can be adaptively adjusted according to the actual application scenario.

[0019] Furthermore, in the embodiments of this application, the block diagrams, modules, and units shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. Each module or unit can be part of a larger module or unit that includes the functionality of that module or unit. That is, the terms "module" or "unit" mentioned in the embodiments of this application refer to a computer program or part of a computer program with a predetermined function, which can work together with other related parts to achieve a predetermined goal. It can be implemented wholly or partially using software, hardware (such as processing circuitry or memory), or a combination thereof, or implemented in different network and / or processor devices and / or microcontroller devices. Similarly, a processor (or multiple processors or memory) can be used to implement one or more modules or units.

[0020] For the automatic driving control scenario of electric locomotives, this application provides a technical solution for automatically regulating the in-vehicle pressure during the automatic driving process of electric locomotives. This solution can quickly and stably maintain the in-vehicle pressure within a preset pressure range while improving the smoothness of pressure fluctuations. An electric locomotive is a rail vehicle that obtains electrical energy from an external power supply system and converts it into mechanical energy to drive the vehicle. The technical solution proposed in this application states that by acquiring the pressure control target of the electric locomotive and the environmental information of the target road segment (including at least one of tunnel road segment and slope road segment), and combining the driving conditions of the electric locomotive during the automatic driving process, the direction of the change in external pressure when the electric locomotive passes through the target road segment and the target passage point corresponding to the pressure change are predicted. Then, when the electric locomotive approaches the target passage point, based on the pressure difference range between the internal pressure and the external pressure specified by the pressure control target, and based on the direction of the change in external pressure corresponding to the target passage point and the detected real-time external pressure, the target internal pressure that the electric locomotive needs to reach is dynamically determined, so as to adjust the internal pressure of the electric locomotive in advance based on the target internal pressure, thereby preparing to deal with sudden changes in external pressure.

[0021] The technical solution provided in this application enables the pre-emptive adjustment of the internal pressure of an electric locomotive in the direction of the impending pressure change before it enters or exits a tunnel or ramp, where a sudden change in external pressure would occur. This ensures that the internal pressure of the locomotive is already close to the required level when it reaches the target point of the external pressure change. Therefore, the magnitude of the immediate pressure adjustment required upon arrival at the target point is significantly reduced. This achieves a shift from immediate, large-amplitude adjustments to a more efficient internal pressure regulation method (the adjustment process can be exemplarily described as follows). Figure 1 (As shown) has been transformed into proactive pre-adjustment and immediate small-amplitude adjustment (the adjustment process can be exemplarily shown as follows) Figure 2 As shown, it can not only improve the smoothness of the in-vehicle pressure regulation, but also help to maintain the difference between the in-vehicle pressure and the external pressure within the preset range when the external pressure changes suddenly. This overcomes the problem of adjustment lag caused by relying on real-time pressure feedback control and effectively reduces the discomfort in passengers' ears caused by sudden pressure changes.

[0022] In one embodiment, the technical solution provided in this application can be executed by the control equipment of an electric locomotive. This control equipment can be a terminal device (such as a portable computer, smartphone, or vehicle-mounted terminal) or a server (such as a physical server or cloud server), without limitation. However, generally, the control equipment includes at least a terminal device integrated within the electric locomotive (or communicating with the wind turbine system controller of the electric locomotive), and this terminal device can interact with the wind turbine system through Time-Sensitive Networking (TSN) to reduce data latency (generally no higher than 10ms).

[0023] In another embodiment, the technical solution provided in this application can also be applied to an autonomous driving control system, the structure of which can be exemplarily described in [reference needed]. Figure 3 .like Figure 3 As shown, the autonomous driving control system may include an autonomous driving main control module, a wind turbine system controller, and a wind turbine system. The wind turbine system may include one or more components such as a wind turbine, a damper, and an emergency pressure relief valve. Wherein: The autonomous driving master control module is used to comprehensively process multi-source information from the electric locomotive (such as pressure signals, preset pressure control targets, road environment of the target section, locomotive operating conditions, etc.) to predict external pressure change data, and calculate the target internal pressure that the electric locomotive needs to achieve under the constraint of the difference range specified by the pressure control target. Finally, based on the target internal pressure, it outputs control commands to the wind turbine system controller. Optionally, the autonomous driving master control module can be implemented by the aforementioned control equipment, but is not limited to this.

[0024] The wind turbine system controller is used to receive control commands from the automatic driving main control module, parse or convert them into program commands that can be recognized and executed by specific components in the wind turbine system, and then distribute each program command to the corresponding component in the wind turbine system.

[0025] The fan in the fan system is used to regulate the air volume and air speed, thereby controlling the temperature of the fan system and regulating the pressure inside the vehicle; the air valve in the fan system is used to control the degree of closure of the air duct; the emergency pressure relief valve in the fan system is used to regulate the vehicle pressure by mechanically closing or opening in the event of a sudden change in pressure or a failure of the fan system, thereby ensuring driving safety.

[0026] It is not difficult to understand, in Figure 3 In the illustrated automatic driving control system, the automatic driving main control module can first predict the trend of external pressure change based on the driving environment (such as the environmental information of the target road section to be traversed) and driving conditions. When the train travels to a distance that meets the preset conditions, it uses the real-time external pressure signal and the difference range specified by the pressure control target to calculate the forward-looking target in-vehicle pressure and issue a pressure adjustment command to the fan system controller. Then, based on the pressure adjustment command, the fan system controller drives the corresponding components in the fan system (such as fans and air valves) to start adjusting the in-vehicle pressure.

[0027] Based on the aforementioned technical solutions, this application also specifically proposes a locomotive automatic driving control method, the schematic flowchart of which can be found in [reference needed]. Figure 4 And it can still be executed by the aforementioned control device, or applied to, for example Figure 3 For ease of explanation, the following description of the automatic driving control system will focus on the control device as the implementing entity. For example, as shown... Figure 4 The automatic train control method proposed in this application may include steps S401-S403, wherein: S401. Obtain the pressure control target of the electric locomotive and the road environment of the target road segment that the electric locomotive needs to pass through. The target road segment includes at least one of tunnel road segment and sloping road segment. The pressure control target is used to describe the range of difference that the pressure difference between the pressure inside the vehicle and the pressure outside the vehicle needs to be assigned to.

[0028] In a specific embodiment, the pressure control target refers to a pre-set target range within which the difference between the pressure inside and outside the vehicle should be maintained. This target range is referred to as the difference range in this application embodiment. Generally, the difference range is determined based on the range of air pressure that passengers can feel comfortably and the range of air pressure sufficient to ensure the structural safety of the vehicle. For example, the difference range in this application embodiment can be set to [-300, +200], which indicates that the difference between the pressure inside and outside the vehicle should be maintained between -300 Pa and +200 Pa at any given time.

[0029] In one feasible implementation, the pressure control target can be pre-stored as a fixed parameter in the electric locomotive's control equipment, or it can exist as a configurable parameter. When it is a configurable parameter, it can be dynamically sent to the control equipment by the ground control center according to the train mission or weather conditions through the corresponding communication system. As an example, the control equipment can pre-store one or more pressure control targets corresponding to each automatic driving strategy. Each pressure control target is at least used to indicate the required range of pressure difference between the inside and outside of the electric locomotive during its operation. In this case, the control equipment can default to using the pressure control target corresponding to the current automatic driving strategy for in-vehicle pressure control when no external control command is received; when an external control command is received, it performs in-vehicle pressure control based on the pressure control target or automatic driving strategy conveyed by the control command.

[0030] Furthermore, the target road segment mentioned in step S401 refers to a section of the electric locomotive's automatic driving route that may cause significant or rapid changes in external pressure. The road environment of the target road segment may include, but is not limited to, information such as road segment type (e.g., tunnel, long uphill, long downhill), geographic coordinates, length, gradient, altitude change curve, and tunnel cross-sectional area. For example, the road environment of the target road segment can be obtained from a digital map database.

[0031] As an optional implementation, the target road segments to be identified during the automatic driving of electric locomotives include at least one of tunnel segments and sloping road segments. This is because when a train passes through a tunnel segment (such as entering, exiting, or passing through a tunnel), the external pressure changes drastically due to spatial constraints and the piston effect; for example, the external pressure may rise rapidly when entering a long tunnel. Conversely, when a train passes through a sloping road segment, especially on continuous long slopes or slopes with drastic elevation changes, the external pressure exhibits a trend change with altitude; for example, the external pressure may gradually decrease when traversing a continuous long uphill slope. It is understood that in practical applications, the target road segment may also include other road segments that easily cause drastic or rapid changes in external pressure, which will not be detailed here.

[0032] By acquiring pressure control targets and identifying target road segments in the autonomous driving route that will pose challenges to pressure control, we can lay the information foundation for subsequent forward-looking prediction of external pressure changes and pre-adjustment of in-vehicle pressure. This allows pressure control in autonomous driving to no longer respond only after pressure changes occur, but to identify the corresponding road segments and waypoints in advance and initiate pre-adjustment of in-vehicle pressure accordingly. This provides the prerequisite for achieving smooth and efficient in-vehicle pressure control and lays the foundation for solving the problems of pressure regulation lag and drastic fluctuations in in-vehicle pressure.

[0033] S402. Based on the operating conditions of the electric locomotive and the road environment of the target road segment, predict the external pressure change data of the electric locomotive when it passes through the target road segment. The external pressure change data includes the target passing point where there is a sudden change in external pressure and the direction of change of external pressure at the target passing point.

[0034] In a specific embodiment, the operating condition refers to a set of parameters used to describe the operating status and operating plan of the electric locomotive, mainly including but not limited to real-time speed, acceleration, preset speed curve, traction / braking power, and train formation information (such as length and cross-sectional area). Moreover, the operating condition used when predicting changes in external pressure data can specifically include at least one of the operating conditions within a historical time period (such as the operating conditions within the previous 5 minutes) and the operating conditions within a predicted future time period (such as the operating conditions within the time corresponding to the remaining untraveled route).

[0035] External pressure change data refers to a predictive description of the dynamic changes in external air pressure when an electric locomotive is running on a target road segment. In the embodiments of this application, the external pressure change data at least includes the target route point and the direction of change of external pressure when the train (i.e., the electric locomotive) passes through the target route point. Optionally, the external pressure change data may further include the external pressure change curve corresponding to the passage through the target road segment, which is used to describe the change trend and magnitude at the corresponding time.

[0036] The target waypoint refers to a location within the target road segment that may cause a sudden change in external vehicle pressure. Generally, the target waypoint includes the start and end points of the target road segment. However, in practical applications, the target waypoint can further include locations where the road environment undergoes significant changes, such as the location of an enlarged cross-section within a tunnel or the deployment location of ventilation shafts; this is not a limitation. The direction of change in external vehicle pressure refers to the trend of change in external vehicle pressure at the target waypoint relative to the current external vehicle pressure. Optionally, the direction of change can include both increasing and decreasing directions. For example, for a single-track tunnel entrance, the corresponding direction of change in external vehicle pressure is generally increasing, while for an exit, the corresponding direction of change in external vehicle pressure is generally decreasing.

[0037] In one feasible implementation, the prediction of external pressure change data can be based on a pre-built fluid dynamics physical model. This model is used to simulate the external pressure change curve when the train passes through the target road segment using relevant aerodynamic algorithms based on the train's operating conditions and the road environment. This allows the control equipment to identify the pressure abrupt change points and their directions in the external pressure change curve, thereby obtaining the target transit points on the target road segment and the direction of external pressure change when the train passes through the target transit point.

[0038] In another feasible implementation, the prediction of external pressure change data can also be achieved based on a pre-built machine learning model. In this case, driving data generated by different electric locomotives of the same model over a historical period can be collected in advance, and training samples can be extracted from them. Then, the machine learning model can be trained using the training samples to enable it to learn the ability to predict the corresponding external pressure change curve when passing through a road segment based on the driving conditions of this type of electric locomotive (which may include driving conditions over a period of time and predicted future driving conditions) and the environmental characteristics of the road segment. Then, the road environment and driving conditions of the target road segment can be input into the trained machine learning model to obtain the external pressure change data.

[0039] S403. If, before the electric locomotive reaches the target waypoint, it is detected that the distance between the electric locomotive and the target waypoint meets the preset conditions, then, under the constraint of the difference range, the target car interior pressure is determined based on the direction of change of the external pressure and the real-time external pressure, and the car interior pressure of the electric locomotive is adjusted based on the target car interior pressure.

[0040] In a specific embodiment, the preset condition refers to the distance judgment condition used to trigger the pre-adjustment of the vehicle interior pressure. Optionally, the preset condition may include a fixed distance threshold (such as 500 meters from the target waypoint) or a dynamically calculated time threshold (such as 30 seconds before the expected arrival at the target waypoint), which is not limited here. When the distance between the electric locomotive and the target waypoint meets the preset condition, the calculated target vehicle interior pressure refers to the vehicle interior pressure that the electric locomotive needs to achieve through vehicle interior pressure adjustment when it is at that distance. Moreover, the calculation of the target vehicle interior pressure in this case must simultaneously follow the following two principles: (1) maintain the difference between the vehicle interior pressure and the real-time external pressure within the difference range defined by the pressure control target; (2) be able to be used to respond in advance to pressure changes that occur at the target waypoint.

[0041] As an exemplary implementation, when the control device determines the target vehicle interior pressure based on the direction of change of the external pressure and the real-time external pressure under the constraint of the difference interval, specifically, if the direction of change of the external pressure is increasing, the target vehicle interior pressure can be determined based on the real-time external pressure and the upper limit of the difference interval; if the direction of change of the external pressure is decreasing, the target vehicle interior pressure can be determined based on the real-time external pressure and the lower limit of the difference interval. For example, if the direction of change of the external pressure is increasing, the target vehicle interior pressure can be the sum of the real-time external pressure and the upper limit of the interval (i.e., target vehicle interior pressure = real-time external pressure + upper limit of the interval); if the direction of change of the external pressure is decreasing, the target vehicle interior pressure can be the sum of the real-time external pressure and the lower limit of the interval (i.e., target vehicle interior pressure = real-time external pressure + lower limit of the interval). Of course, other methods can be used in practice; this is only an example.

[0042] It is clear that, assuming the distance between the electric locomotive and the target waypoint meets the preset conditions, the goal of adjusting the locomotive's internal pressure is to ensure that the pressure difference between the locomotive's interior and exterior conforms to the preset range, while aligning the trend of internal pressure changes with the predicted direction of external pressure changes. By adjusting the internal pressure when the distance meets the preset conditions, the pressure difference that needs to be compensated when the locomotive passes the target waypoint can be reduced, thus resulting in more stable internal pressure fluctuations when the locomotive passes the target road segment.

[0043] In practical applications, in-vehicle pressure regulation typically occurs throughout the entire autonomous driving process. Specifically, when the electric locomotive's location meets the aforementioned preset conditions, the target in-vehicle pressure can be calculated and regulated as described above. However, if the electric locomotive's location does not meet the preset conditions, after acquiring the real-time external pressure of the electric locomotive, at least one candidate in-vehicle pressure can be determined based on the difference range between the real-time external pressure and the pressure control target. Then, the target in-vehicle pressure is selected from these candidate pressures, triggering the step of regulating the electric locomotive's in-vehicle pressure based on the target pressure. Optionally, the control device can use any candidate in-vehicle pressure whose pressure difference with the real-time in-vehicle pressure is less than a pressure difference threshold as the target in-vehicle pressure. This allows control of the difference between the real-time in-vehicle pressure and the impending in-vehicle pressure, facilitating rapid adjustment of the in-vehicle pressure to meet the corresponding difference range while reducing the fluctuation range of the in-vehicle pressure.

[0044] In one implementation, the pressure regulation inside an electric locomotive can be achieved by coordinating the fan speed and valve opening in the fan system. Specifically, when it is necessary to regulate the pressure inside the electric locomotive based on a target internal pressure, the target fan speed of the fan system can be determined first based on the real-time internal pressure, real-time heat generation power, and target internal pressure of the electric locomotive. Then, based on the real-time internal pressure, target internal pressure, real-time external pressure, and the current valve opening of the fan system, the target valve opening of the fan system can be determined. Finally, the fan system can be controlled according to the target fan speed and the target valve opening to achieve the purpose of regulating the internal pressure.

[0045] Normally, the real-time interior pressure can be obtained from the pressure data collected by the pressure sensor. In the event of a pressure sensor failure, the real-time interior pressure of the electric locomotive can be predicted based on the last interior pressure read from the pressure sensor when it was functioning normally, the locomotive's acceleration and length, and the air density. For example, the prediction method for real-time interior pressure can be as shown in Equation 1.

[0046] Formula 1

[0047] In Equation 1, This refers to the predicted real-time vehicle interior pressure. This is the last reading of the train's interior pressure by the pressure sensor under normal operating conditions. ρ is the air density, a is the acceleration of the electric locomotive, and L is the length of the electric locomotive. It's worth noting that in the event of a pressure sensor malfunction, the control system can direct the train to stop at the nearest safe section for maintenance.

[0048] As an optional implementation, the target turbine speed can be calculated as exemplarily shown in Equation 2. In Equation 2, P actual P represents the real-time cabin pressure. target Q represents the pressure inside the target vehicle, ρ represents the air density, and Q represents the air pressure inside the vehicle. heat Let P represent the real-time heating power, k represent the conversion coefficient between air velocity and fan speed, and C represent the conversion coefficient between real-time heating power and fan speed. Wherein, air velocity is the value obtained through P in Equation 2. actual P target The data items are calculated from ρ, and in general, k and C can be measured by conducting corresponding simulation experiments on the wind turbine system used in electric locomotives.

[0049] Formula 2

[0050] As an example, the real-time heat generation power Q of an electric locomotive at time t. heat(t) can be determined based on the traction power and braking power of the electric locomotive and the ambient temperature of the wind turbine system, and its calculation method can be exemplarily shown in Equation 3.

[0051] Formula 3

[0052] In Equation 3, Q heat (t) represents the heating power at time t, P tractiom (t) represents the traction power at time t, P braking (t) represents the braking power at time t, Q ambient (t) represents the ambient temperature of the fan system at time t, α is the heat conversion coefficient of traction power (usually ranging from 3% to 8%), and β is the heat conversion coefficient of braking power (usually ranging from 1% to 5%). The precise values ​​of α and β can be obtained by combining bench thermal tests of the traction and braking system of this vehicle model with actual vehicle operation data, which will not be detailed here.

[0053] As another optional implementation, when calculating the target valve opening, the difference between the real-time interior pressure and the real-time exterior pressure can be used as the current pressure difference, and the difference between the target interior pressure and the real-time exterior pressure can be used as the target pressure difference. Then, based on the difference between the target pressure difference and the current pressure difference, and the current valve opening of the fan system, the target valve opening of the fan system can be determined. As an example, the target valve opening can be calculated as shown in Equation 4.

[0054] Formula 4

[0055] In Equation 4, K represents the target valve opening degree. This is the current valve opening. It is the proportional coefficient for controlling the opening degree of the air valve. It is the differential coefficient for controlling the opening degree of the damper, and and These are the control parameters used for PD control of the valve opening. e is the difference between the target pressure difference and the current pressure difference, and the calculation method for e can be exemplarily shown in Equation 5.

[0056] Formula 5

[0057] In Equation 5, P target P represents the target vehicle interior pressure. actual P represents the real-time cabin pressure. out This indicates the real-time external pressure of the vehicle.

[0058] Figure 4The illustrated automatic locomotive control method, after obtaining the required range of pressure difference between the inside and outside of the electric locomotive as specified by the pressure control target, combines the road environment of the target road segment (such as a tunnel or ramp) with the locomotive's operating conditions to predict the direction of external pressure change when the electric locomotive passes through the target road segment. Then, as the electric locomotive approaches the target road segment, based on the direction of external pressure change and the real-time external pressure, and under the constraint of the pressure difference range specified by the pressure control target, dynamically determines the target internal pressure that the electric locomotive needs to reach before entering the target road segment. The target vehicle interior pressure is adjusted so that the interior pressure of the electric locomotive is close to the required interior pressure before it enters the target section. This changes the pressure adjustment method from immediate large-amplitude adjustment to proactive pre-adjustment and immediate small-amplitude adjustment. This significantly reduces the immediate adjustment range of the interior pressure when the electric locomotive faces sudden changes in external pressure, and enables a smoother interior pressure transition. It is beneficial to maintain the pressure difference between the inside and outside of the vehicle within the range specified by the pressure control target in a timely and stable manner, thereby reducing ear discomfort for passengers.

[0059] Based on the aforementioned method embodiments, this application also proposes a locomotive automatic driving control device, which can be mounted on a control device and used to implement the above-mentioned... Figure 4 The described method embodiments include some or all of the functionalities. Specifically, a schematic structure of the device can be found in [reference needed]. Figure 5 .like Figure 5 The device may include: The acquisition unit 501 is used to acquire the pressure control target of the electric locomotive and the road environment of the target road segment that the electric locomotive needs to pass through. The target road segment includes at least one of tunnel road segment and sloping road segment. The pressure control target is used to describe the difference range to which the pressure difference between the pressure inside the vehicle and the pressure outside the vehicle needs to be assigned. The prediction unit 502 is used to predict the external pressure change data of the electric locomotive when it passes through the target road segment based on the driving conditions of the electric locomotive and the road environment of the target road segment. The external pressure change data is used to describe the target passage point in the target road segment where there is a sudden change in external pressure, and the direction of change of external pressure at the target passage point. The first control unit 503 is configured to, if it is detected that the distance between the electric locomotive and the target waypoint meets a preset condition before the electric locomotive reaches the target waypoint, determine the target vehicle interior pressure based on the direction of change of the external pressure and the real-time external pressure under the constraint of the difference range, and adjust the vehicle interior pressure of the electric locomotive based on the target vehicle interior pressure.

[0060] In one embodiment, when the first control unit 503 determines the target vehicle interior pressure based on the direction of change of the external pressure and the real-time external pressure under the constraint of the difference range, it may specifically be used to: If the direction of change of the external pressure is increasing, the target internal pressure is determined based on the upper limit of the difference interval between the real-time external pressure and the external pressure. If the direction of change of the external pressure is decreasing, the target internal pressure is determined based on the lower boundary of the difference interval between the real-time external pressure and the external pressure.

[0061] In another embodiment, the device further includes a second control unit 504, which can be used to: During the automatic driving process of the electric locomotive, the real-time external pressure of the electric locomotive is acquired; Based on the obtained real-time external pressure and the difference range, at least one candidate internal pressure is determined. The target vehicle interior pressure is selected from the at least one candidate vehicle interior pressure, and the step of adjusting the vehicle interior pressure of the electric locomotive based on the target vehicle interior pressure is triggered.

[0062] In another embodiment, when the first control unit 503 is used to regulate the interior pressure of the electric locomotive based on the target interior pressure, it may specifically be used for: Based on the real-time in-vehicle pressure, real-time heat generation power of the electric locomotive, and the target in-vehicle pressure, the target fan speed of the electric locomotive's fan system is determined. Based on the real-time in-vehicle pressure, the target in-vehicle pressure, the real-time outside-vehicle pressure, and the current valve opening of the fan system, the target valve opening of the fan system is determined. The pressure inside the vehicle is regulated by controlling the fan system according to the target fan speed and the target air valve opening.

[0063] In another embodiment, when the first control unit 503 determines the target valve opening of the fan system based on the real-time in-vehicle pressure, the target in-vehicle pressure, the real-time outside-vehicle pressure, and the current valve opening of the fan system, it can specifically be used for: The difference between the real-time in-vehicle pressure and the real-time outside-vehicle pressure is taken as the current pressure difference, and the difference between the target in-vehicle pressure and the real-time outside-vehicle pressure is taken as the target pressure difference; The target valve opening of the fan system is determined based on the difference between the target pressure difference and the current pressure difference, and the current valve opening of the fan system.

[0064] In another embodiment, the first control unit 503 may also be used, before determining the target fan speed of the fan system of the electric locomotive, to: The real-time heat generation power of the electric locomotive is determined based on its traction and braking power, as well as the ambient temperature of the fan system.

[0065] In another embodiment, the first control unit 503 may also be used, before determining the target fan speed of the fan system of the electric locomotive, to: If the pressure sensor is operating normally, the real-time vehicle interior pressure is read from the pressure sensor. If the pressure sensor is faulty, the last in-vehicle pressure obtained under normal operating conditions is read from the pressure sensor, and the real-time in-vehicle pressure is predicted based on the last in-vehicle pressure, the acceleration and length of the electric locomotive, and the air density.

[0066] In one embodiment, Figure 5 Each unit in the illustrated device can be individually or entirely combined into one or more other units, or some of the units can be further divided into multiple functionally smaller units. This achieves the same operation without affecting the technical effects of the embodiments of this application. In other words, the above units are based on logical function division. In practical applications, the function of one unit can be implemented by multiple units, or the function of multiple units can be implemented by one unit. In other embodiments of this application, Figure 5 The device shown may also include other units, and in practical applications, these functions may also be implemented with the assistance of other units, and may be implemented by multiple units working together.

[0067] According to another embodiment of this application, the following can be executed by running on a computing device including processing elements and storage elements such as a central processing unit (CPU), random access memory (RAM), and read-only memory (ROM). Figure 4 The computer program (including program code) involved in each step of the corresponding method shown, to construct such... Figure 5 The apparatus shown. A computer program may be recorded on, for example, a computer-readable storage medium, loaded onto the apparatus via the computer-readable storage medium, and executed therein.

[0068] Based on the descriptions of the above method and apparatus embodiments, this application also provides a control device. Specifically, please refer to... Figure 6 , Figure 6 This is a schematic diagram of the structure of a control device provided in an embodiment of this application, such as... Figure 6As shown, the control device may include a processor 601, a memory 602, and a communication interface 603, and the processor 601, the memory 602, and the communication interface 603 may be connected by a bus or other means.

[0069] The processor 601 (or central processing unit, CPU) is the computing and control core of the control device. It can parse various instructions within the control device and process various data of the control device.

[0070] Memory 602 is a storage device in the control device used to store programs and data. It is understood that memory 602 here can include both the control device's built-in memory and any extended memory supported by the control device.

[0071] The communication interface 603 may optionally include a standard wired interface or a wireless interface (such as Wi-Fi, mobile communication interface, etc.), and can be used to send and receive data under the control of the processor 601; the communication interface 603 can also be used to control the transmission and interaction of data within the device.

[0072] In a specific embodiment, the processor 601 may load and execute one or more computer programs stored in the memory 602 to implement the steps in the method described in the above embodiments.

[0073] This application embodiment also provides a computer-readable storage medium (Memory), which is a memory device in a control device for storing programs and data. It is understood that the computer-readable storage medium here may include both built-in storage media in the control device and extended storage media supported by the control device. The computer-readable storage medium provides storage space that stores the processing system of the control device. Furthermore, the storage space also stores one or more instructions suitable for loading and execution by the processor 601, which may be one or more computer programs (including program code). It should be noted that the computer-readable storage medium here may be high-speed RAM or non-volatile memory, such as at least one disk storage device; optionally, it may also be at least one readable storage medium located remotely from the aforementioned processor.

[0074] This application also provides a computer program product, which includes computer instructions, and the processor of the control device can execute the above-described method embodiments by loading the computer instructions.

[0075] Based on the same inventive concept, the principles and beneficial effects of the devices, control equipment, computer-readable storage media and computer program products provided in the embodiments of this application are similar to those described in the foregoing corresponding method embodiments. Therefore, the corresponding method implementation principles and beneficial effects can be referred to further. For the sake of brevity, they will not be repeated here.

[0076] It should be further noted that the steps in the methods of this application embodiment can be adjusted, combined, or deleted according to actual needs, and the modules in the device of this application embodiment can be combined, divided, or deleted according to actual needs. Furthermore, those skilled in the art will understand that all or part of the steps in the various methods of the above embodiments can be implemented by a program instructing related hardware.

[0077] It should also be emphasized that when the above embodiments of this application are applied to specific products or technologies, the acquisition of data involved in each specific implementation of this application requires the permission or consent of the relevant parties, and the collection, use and processing of related data must comply with the relevant laws, regulations and standards of the relevant countries and regions.

[0078] The above-disclosed embodiments are merely preferred embodiments of this application and should not be construed as limiting the scope of this application. Those skilled in the art will understand that all or part of the processes for implementing the above embodiments and equivalent variations made in accordance with the claims of this application are still within the scope of this application.

Claims

1. A method for controlling automatic driving of a locomotive, characterized in that, include: The pressure control target of the electric locomotive is obtained, as well as the road environment of the target road segment that the electric locomotive needs to pass through. The target road segment includes at least one of tunnel road segment and sloping road segment. The pressure control target is used to describe the difference range to which the pressure difference between the pressure inside the vehicle and the pressure outside the vehicle needs to be assigned. Based on the operating conditions of the electric locomotive and the road environment of the target road segment, the external pressure change data of the electric locomotive when passing through the target road segment is predicted. The external pressure change data is used to describe the target points in the target road segment where there are sudden changes in external pressure, and the direction of change of external pressure at the target points. If, before the electric locomotive reaches the target waypoint, it is detected that the distance between the electric locomotive and the target waypoint meets a preset condition, then, under the constraint of the difference range, the target interior pressure is determined based on the direction of change of the external pressure and the real-time external pressure, and the interior pressure of the electric locomotive is adjusted based on the target interior pressure.

2. The method according to claim 1, characterized in that, Determining the target vehicle interior pressure based on the direction of change of the external pressure and the real-time external pressure, under the constraint of the difference range, includes: If the direction of change of the external pressure is increasing, the target internal pressure is determined based on the upper limit of the difference interval between the real-time external pressure and the external pressure. If the direction of change of the external pressure is decreasing, the target internal pressure is determined based on the lower boundary of the difference interval between the real-time external pressure and the external pressure.

3. The method according to claim 1, characterized in that, The method further includes: During the automatic driving process of the electric locomotive, the real-time external pressure of the electric locomotive is acquired; Based on the obtained real-time external pressure and the difference range, at least one candidate internal pressure is determined. The target vehicle interior pressure is selected from the at least one candidate vehicle interior pressure, and the step of adjusting the vehicle interior pressure of the electric locomotive based on the target vehicle interior pressure is triggered.

4. The method according to any one of claims 1-3, characterized in that, The method of regulating the interior pressure of the electric locomotive based on the target interior pressure includes: Based on the real-time in-vehicle pressure, real-time heat generation power of the electric locomotive, and the target in-vehicle pressure, the target fan speed of the electric locomotive's fan system is determined. Based on the real-time in-vehicle pressure, the target in-vehicle pressure, the real-time outside-vehicle pressure, and the current valve opening of the fan system, the target valve opening of the fan system is determined. The pressure inside the vehicle is regulated by controlling the fan system according to the target fan speed and the target air valve opening.

5. The method according to claim 4, characterized in that, The step of determining the target valve opening of the fan system based on the real-time in-vehicle pressure, the target in-vehicle pressure, the real-time outside-vehicle pressure, and the current valve opening of the fan system includes: The difference between the real-time in-vehicle pressure and the real-time outside-vehicle pressure is taken as the current pressure difference, and the difference between the target in-vehicle pressure and the real-time outside-vehicle pressure is taken as the target pressure difference; The target valve opening of the fan system is determined based on the difference between the target pressure difference and the current pressure difference, and the current valve opening of the fan system.

6. The method according to claim 4, characterized in that, Before determining the target fan speed of the electric locomotive's fan system, the method further includes: The real-time heat generation power of the electric locomotive is determined based on its traction and braking power, as well as the ambient temperature of the fan system.

7. The method according to claim 4, characterized in that, Before determining the target fan speed of the electric locomotive's fan system, the method further includes: If the pressure sensor is operating normally, the real-time vehicle interior pressure is read from the pressure sensor. If the pressure sensor is faulty, the last in-vehicle pressure obtained under normal operating conditions is read from the pressure sensor, and the real-time in-vehicle pressure is predicted based on the last in-vehicle pressure, the acceleration and length of the electric locomotive, and the air density.

8. A locomotive automatic driving control device, characterized in that, include: The acquisition unit is used to acquire the pressure control target of the electric locomotive and the road environment of the target road segment that the electric locomotive needs to pass through. The target road segment includes at least one of tunnel road segment and sloping road segment. The pressure control target is used to describe the difference range to which the pressure difference between the pressure inside the vehicle and the pressure outside the vehicle needs to be assigned. The prediction unit is used to predict the external pressure change data of the electric locomotive when it passes through the target road segment based on the operating conditions of the electric locomotive and the road environment of the target road segment. The external pressure change data is used to describe the target points in the target road segment where there are sudden changes in external pressure, and the direction of change of external pressure at the target points. The first control unit is configured to, if it is detected that the distance between the electric locomotive and the target waypoint meets a preset condition before the electric locomotive reaches the target waypoint, determine the target vehicle interior pressure based on the direction of change of the external pressure and the real-time external pressure under the constraint of the difference range, and adjust the vehicle interior pressure of the electric locomotive based on the target vehicle interior pressure.

9. A control device, characterized in that, include: A memory, wherein a computer program is stored; A processor for loading the computer program to implement the method as described in any one of claims 1-7.

10. A computer program product comprising computer instructions, wherein a processor of a control device reads the computer instructions and executes the method as described in any one of claims 1-7.

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