A method, device and medium for cooperative control of a main circuit breaker of an electric locomotive consist

Abstract

This invention relates to a method, equipment, and medium for coordinated control of main circuit breakers in electric locomotive formations. The method includes: determining the master locomotive in the formation; determining the node sequence of each locomotive in the formation based on the master locomotive; collecting overhead contact line parameters in real time; dynamically calculating the closing time interval of the main circuit breakers of each slave locomotive based on the grid parameters and the node sequence; prioritizing the closing of the main circuit breaker of the master locomotive; after the master locomotive's main circuit breaker closes first, sending a closing start signal to all slave locomotives through the train communication network; and ensuring that each slave locomotive, upon receiving the closing start signal, closes its own main circuit breaker according to its node sequence, after delaying the closing time interval. By combining a multi-level, high-fault-tolerant automatic formation mode identification mechanism with a dynamically adaptive main circuit breaker coordinated control strategy, precise, safe, and efficient control of the high-voltage main circuit of electric locomotives with different formation configurations is achieved.

Description

Technical Field

[0001] This invention relates to the field of rail transit control, specifically to a method, equipment, and medium for coordinated control of the main circuit breaker of an electric locomotive train. Background Technology

[0002] In modern rail transit, especially in heavy-haul railway transportation, high-power AC drive locomotives (such as six-axle and eight-axle freight electric locomotives) have become the mainstream traction power. However, faced with complex and diverse track conditions, especially some extreme gradient tracks, the traction power of existing fixed-formation locomotives is still insufficient to fully meet transportation demands. To improve transportation efficiency and flexibility, the industry has begun to develop and apply high-power AC drive electric locomotives capable of flexible and dynamic multi-car formations.

[0003] While flexible dynamic train formations offer greater flexibility, they also present unprecedented challenges to the control of the locomotive's high-voltage main circuit (primarily including pantographs, main circuit breakers, and high-voltage disconnect switches). First, to ensure the safe passage of trains through railway electrical phase separation zones, the pantograph spacing between locomotives in the formation must meet stringent requirements (e.g., greater than 200 meters or less than 40 meters), which is difficult to achieve with a fixed configuration in dynamic formations. Second, to improve system availability, redundant control of the formation under fault conditions is required, further increasing the complexity of the high-voltage main circuit control logic.

[0004] Currently, most main circuit control technologies in the rail transit field involving multiple-unit train formations are designed for fixed formations. Their control strategies rely on preset, unchanging formation structures, failing to effectively adapt to operating scenarios where the number of trains, locomotive types, and connection sequences dynamically change. Research on high-voltage main circuit control for flexible, dynamically formed locomotives is insufficient, and systematic solutions are lacking.

[0005] Furthermore, in multi-locomotive operation, the coordinated closing control of the main circuit breakers of each locomotive is crucial. If all main circuit breakers close simultaneously, it will lead to a huge inrush current superposition, impacting the overhead contact line power supply system, causing voltage drops, malfunctions of protection devices, and even damage to the main circuit breaker contacts. Current mainstream closing coordination control strategies, such as fixed-delay strategies and master-slave hardwired control, all have significant limitations. Fixed-delay strategies use preset time intervals, which cannot adapt to abnormal fluctuations in overhead contact line voltage or frequency, nor can they be dynamically adjusted in case of changes in the locomotive formation structure or high-voltage faults in a single locomotive. Master-slave hardwired control relies on hardwired command transmission, which carries the risk of single-point failure, has poor scalability, and a failure in the main control link will interrupt the entire locomotive combination and closing process.

[0006] Therefore, there is an urgent need in this field for a systematic method that can automatically identify locomotive formation modes, adaptively adjust high-voltage control strategies, and achieve intelligent coordinated closure of main circuit breakers, so as to support the safe, reliable and efficient operation of flexibly dynamically formed electric locomotives. Summary of the Invention

[0007] This invention provides a method, equipment, and medium for coordinated control of main circuit breakers in electric locomotive formations. Its purpose is to solve the technical problems of the impact on the contact network caused by the superposition of inrush currents when multiple electric locomotives in flexible dynamic formations close the main circuit breaker, and the inability of fixed closing strategies to adapt to dynamic changes in formations and fluctuations in power grid parameters.

[0008] To achieve the above objectives, the first aspect of the present invention provides a method for coordinated control of main circuit breakers in electric locomotive train formations, comprising the following steps: The main control locomotive in the train is determined, and based on the main control locomotive, the node sequence of each locomotive in the train is determined; Real-time acquisition of overhead contact network parameters, and dynamic calculation of the closing time interval of each slave locomotive main circuit breaker based on the network parameters and the node sequence; The main circuit breaker of the main control locomotive is closed preferentially. After the main circuit breaker of the main control locomotive is closed first, a closing start signal is sent to all slave control locomotives through the train communication network; Upon receiving the closing start signal, each slave locomotive, according to its node sequence, sequentially delays the closing time interval before closing its own main circuit breaker.

[0009] Furthermore, the method for determining the main control locomotive in the formation includes: identifying the locomotive with the only occupied driver's cab in the formation and determining that locomotive as the main control locomotive; wherein, the occupancy status of the driver's cab is obtained by collecting the driver's cab key hardwire signal.

[0010] Furthermore, the method for determining the node order of each locomotive in the train formation includes: designating the main control locomotive as the first node, and the remaining locomotives being ordered from the second node to the Nth node in ascending order according to their initial node number in the train communication network.

[0011] Furthermore, the power grid parameters include at least the contact network voltage fluctuation rate, frequency variation rate, and harmonic distortion rate.

[0012] Furthermore, the method for dynamically calculating the closing time interval of each slave locomotive main circuit breaker includes: For the first in the group A basic closing time interval is set for the slave locomotive, and the calculation formula is as follows:

[0013] in, Based on the basic closing time interval, This refers to the sequence number of the slave locomotive in the node sequence. It is a preset basic time unit; The parameters of the overhead contact network are monitored in real time. When the frequency deviation of the network exceeds a preset threshold or the voltage fluctuation of the overhead contact network exceeds a preset percentage of the rated value, a correction delay is added to the basic closing time interval to obtain the final closing time interval. If, after the main locomotive issues a closing start signal, it is detected that a slave locomotive with the preceding sequence number fails to successfully close its main circuit breaker within a preset time, then for the locomotives following it, the closing time interval is modified to a preset fault substitution delay relative to the faulty locomotive.

[0014] Furthermore, after prioritizing the closing of the main circuit breaker of the main control locomotive, the process also includes fault handling, which includes: If any slave locomotive fails to send a signal indicating successful closure of the main circuit breaker to other locomotives in the formation within a preset timeout window, the central control unit will automatically mark that locomotive as a fault node. Subsequent slave locomotives will continue to perform the operation of closing the main circuit breaker according to the revised node sequence.

[0015] Furthermore, the method based on the corrected node order is as follows: When a locomotive in a train is marked as a faulty node or communication is interrupted, the control system of the remaining normal locomotives in the train will reorder the node sequence. The sorting principle is to keep the main control locomotive as the first locomotive, and sort the remaining locomotives in ascending order of their original node numbers, skipping the faulty nodes.

[0016] Furthermore, the step of dynamically calculating the closing time interval of each slave locomotive main circuit breaker is optimized using a machine learning algorithm. The optimization method includes: Collect historical data for each closing operation. The historical data includes at least: grouping mode information, closing command issued by the master locomotive, time required for each slave locomotive to actually close the main circuit breaker, and real-time contact network voltage amplitude and frequency and its fluctuation rate. Based on the historical data, a machine learning model is trained to learn the optimal delay time under different operating conditions that can both avoid impacting the overhead contact line and minimize the total closing time. The optimal delay time output by the machine learning model is used as the closing time interval for subsequent closing operations.

[0017] To achieve the above objectives, a second aspect of the present invention provides an electronic device including a memory and a processor, the memory being used to store a program that supports the processor in executing the coordinated control method of the main circuit breaker of the electric locomotive formation, and the processor being configured to execute the program stored in the memory.

[0018] To achieve the above objectives, a third aspect of the present invention provides a computer-readable storage medium storing a computer program, wherein the computer program, when executed by a processor, performs the steps of the coordinated control method for the main circuit breaker of the electric locomotive formation.

[0019] The beneficial effects of this invention are: Compared with existing technologies, the present invention provides a method, equipment, and medium for coordinated control of the main circuit breaker in electric locomotive trains. By constructing an intelligent coordinated control mechanism based on real-time grid status and train topology, it effectively solves the aforementioned problems: First, by identifying the "driver's cab key" signal, a unique master control locomotive is determined, and based on this, all locomotives in the train are dynamically ordered, establishing the logical foundation for coordinated control. Then, the system collects grid parameters such as contact network voltage and frequency in real time, inputting them along with the node sequence into a dynamic calculation model to generate a personalized closing time interval for each slave control locomotive. This interval is not a fixed value but can be adjusted in real time according to grid fluctuations to actively suppress inrush current. At the control execution level, after the master control locomotive closes first, it... The train communication network broadcasts the closing start signal, and each slave locomotive closes the circuit breaker sequentially according to its node order and dynamically calculated delay. This master-slave collaborative method based on network communication avoids the risk of single-point failure in hard-wired connections. In addition, the invention has strong fault tolerance capabilities. When the system detects that a slave locomotive's closing timeout or communication interruption occurs, it will automatically mark it as a fault node and trigger a reordering of the node order and dynamic adjustment of the closing sequence of subsequent locomotives. This ensures that the train formation can continue to operate reliably even when some units fail. At the same time, the system can continuously learn from historical closing data through machine learning algorithms and continuously optimize the delay model. Ultimately, it achieves the optimal speed and highest reliability of the main circuit breaker closing process under flexible dynamic formation without impacting the overhead contact line. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below.

[0021] Figure 1 This is a flowchart of a method for coordinated control of main circuit breakers in electric locomotive train formations, as disclosed in an embodiment of the present invention.

[0022] Figure 2 This is a schematic diagram of the main circuit of a locomotive formation mode 1 disclosed in an embodiment of the present invention.

[0023] Figure 3 This is a schematic diagram of the main circuit of a locomotive formation mode two disclosed in an embodiment of the present invention.

[0024] Figure 4 This is a schematic diagram of the main circuit of a locomotive formation mode three disclosed in an embodiment of the present invention.

[0025] Figure 5 This is a schematic diagram of the main circuit of a locomotive formation mode four disclosed in an embodiment of the present invention.

[0026] Figure 6 This is a schematic diagram of the main circuit of a two-unit through locomotive disclosed in an embodiment of the present invention.

[0027] Figure 7 This is a schematic diagram of a three-car through locomotive disclosed in an embodiment of the present invention.

[0028] Figure 8 This is a schematic diagram of a four-car through locomotive disclosed in an embodiment of the present invention.

[0029] Figure 9 This is a schematic diagram of a scenario 1 of three-car trains that are not connected, as disclosed in an embodiment of the present invention.

[0030] Figure 10 This is a schematic diagram of a second scenario of three-car trains not connected, as disclosed in an embodiment of the present invention.

[0031] Figure 11 This is a schematic diagram of a two-unit through locomotive coupled together in an embodiment of the present invention.

[0032] Figure 12 This is a schematic diagram of a two-unit through locomotive externally coupled to a second unit, as disclosed in an embodiment of the present invention.

[0033] Figure 13 This is a schematic diagram of a two-unit through locomotive with external coupling of three, as disclosed in an embodiment of the present invention. Detailed Implementation

[0034] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0035] According to embodiments of the present invention, it should be noted that the steps shown in the flowcharts of the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the following manufacturing method, in some cases the steps shown or described may be performed in a different order than that shown here.

[0036] like Figure 1 As shown, the present invention provides a method for coordinated control of the main circuit breaker of an electric locomotive train, comprising the following steps: Step S100: Determine the main control locomotive in the formation, and based on the main control locomotive, determine the node sequence of each locomotive in the formation; The master locomotive refers to the locomotive currently in operation that is solely responsible for driving, and its driver's cab is occupied. Specifically, the control system directly determines whether the driver's cab is active and occupied by collecting the voltage level of the "driver's cab key" hardwired signal. The control process begins with the correct identification of the master locomotive. When the driver's cab key signal of exactly one locomotive in the train is detected as valid, the system identifies it as the master locomotive.

[0037] After accurately identifying the master locomotive, an ordered node sequence needs to be established for all locomotives in the entire train formation. The specific method is as follows: the identified master locomotive is designated as the first node of the entire train formation, i.e., "Locomotive One". Then, the train formation's control system (usually the central control unit) obtains the initial node addresses or numbers of all other slave locomotives through the train communication network (such as WTB, ETB, etc.). Based on these initial node numbers, they are sequentially ordered from smallest to largest as the second node, third node, and so on, up to the Nth node, thus forming a complete node sequence list from "Locomotive One" to "Locomotive N".

[0038] It should be noted that the node sequence is dynamic: if the control system of a locomotive in the train malfunctions or loses power, the control system will reorder the locomotive numbers (for example, if locomotive three originally malfunctions, the sequence will be adjusted to locomotive one, two, and four) to ensure the robustness of the closing process. Figures 2-5 As shown, the configuration and topology of pantographs and main circuit breakers are illustrated in different grouping modes.

[0039] Step S200: Collect the overhead contact network parameters in real time, and dynamically calculate the closing time interval of each slave locomotive main circuit breaker based on the network parameters and the node sequence. By sensing the grid status in real time, the fixed closing sequence is upgraded to an adaptive dynamic sequence, thereby optimizing the closing process while ensuring grid safety.

[0040] First, a sensor network installed on the locomotive's high-voltage circuit collects real-time parameters of the overhead contact line. These parameters include at least the contact line voltage fluctuation rate, frequency variation rate, and harmonic distortion rate. The central control unit continuously monitors and analyzes these parameters to obtain the real-time health status and stability of the power grid.

[0041] After obtaining real-time grid parameters and the determined node sequence, the closing time interval for each slave locomotive is dynamically calculated. The calculation process follows a hierarchical logical model: The formula for setting the basic closing time interval is as follows: For the sequence number is ( For slave locomotives with a voltage of ≥2), the basic closing time interval is... The calculation formula is:

[0042] in, Based on the basic closing time interval, This refers to the sequence number of the slave locomotive in the node sequence. It is a preset basic time unit; This formula ensures that, under ideal operating conditions, each locomotive forms a uniform, successively delayed closing sequence according to the node order, effectively dispersing the closing inrush current.

[0043] However, the system does not mechanically execute this basic delay. It monitors grid parameters in real time, and when it detects abnormal conditions such as grid frequency deviation exceeding a preset threshold (e.g., ±X Hz) or contact network voltage fluctuation exceeding Y% of the rated value, the control system will activate the basic closing time interval. Based on this, a corrective delay is added for the affected locomotives. This allows the closing process to proactively adapt to instantaneous disturbances in the power grid, automatically extending the waiting time when the power grid is unstable, and closing the circuit only after the power grid has stabilized. This greatly reduces the risk that the closing operation may exacerbate power grid disturbances or trigger protection actions.

[0044] Furthermore, this method also considers fault scenarios within the train set. If, after the master locomotive issues the brake-closing start signal, it is detected that a slave locomotive (let's say locomotive M) with a preceding sequence number fails to complete the operation within a preset time... If the main circuit breaker of the locomotive is successfully closed, the locomotive is determined to have a fault. For subsequent locomotives (locomotive M+1), the closing time interval will no longer wait for the faulty locomotive, but will be modified to a preset fault substitution delay relative to the delay of the faulty locomotive. ,in .

[0045] This fault handling logic works in conjunction with the node reordering mechanism that may be triggered in subsequent steps S100 to ensure that even if a single point of failure occurs in the train formation, the entire closing process can continue to be executed with optimal adjustments, thus ensuring the continuity and reliability of train operation.

[0046] Step S300: The main circuit breaker of the main control locomotive is closed preferentially; Once the formation mode and node sequence are determined, and the dynamic delay calculation model is ready, the main circuit breaker of the main control locomotive will be closed preferentially. This operation is triggered by the driver of the main control locomotive issuing a "close main circuit breaker" command from the driver's cab, or automatically issued by the intelligent driving system according to the operation plan. After completing the preliminary judgment, the "main control locomotive priority closing" step is entered. After receiving the command, the control system will drive the closing coil in the main circuit breaker of the main control locomotive, causing its contacts to close, thereby introducing the high-voltage power supply of the overhead contact line into the main control locomotive's own traction system.

[0047] Electrically, the priority closing of the main locomotive, as the first load engaged in the trainset, results in an independent and controllable inrush current, avoiding the superimposed impact of inrush currents caused by multiple locomotives closing simultaneously. Secondly, in terms of control logic, the successful closing of the main circuit breaker of the main locomotive, as a "completion event," signifies that the initiation conditions for the coordinated closing process have been met. The control system monitors the status of the auxiliary contacts of the main circuit breaker or confirms successful closing via voltage sensors. This status signal is rapidly transmitted to the central control unit via hardwire or internal communication.

[0048] When the main circuit breaker of the locomotive is closed, the main circuit from its pantograph to the traction transformer is established, and the locomotive is in a state of energization readiness.

[0049] Step S400: After the main circuit breaker of the main control locomotive is closed first, a closing start signal is sent to all slave control locomotives through the train communication network; Once the control system confirms that the main circuit breaker of the main locomotive has been successfully closed, the central control unit inside the main locomotive will immediately generate a standardized "closing start signal". This signal is a data frame containing a specific instruction code, which is equivalent to issuing a "prepare to close in sequence" command to the entire train.

[0050] The closing start signal is broadcast via a train communication network, such as a twisted-wire train bus (WTB) or an Ethernet train backbone (ETB). This network-based command transmission method is a major advantage of this approach compared to traditional "master-slave hardwired control." It avoids the single-point-of-failure risk associated with hardwiring, offers more flexible wiring, and greatly enhances system scalability, easily adapting to different train formations from two to multiple cars.

[0051] The closing start signal itself possesses high real-time performance and high reliability. The signal not only contains the instruction itself but also includes a timestamp or sequence number to ensure that all slave locomotives receive the instruction at the same logical moment. Simultaneously, the train network's inherent cyclic communication and verification mechanisms guarantee the accuracy of signal transmission. Even in the event of momentary communication interference in individual locomotives, the network protocol can ensure the instruction is ultimately and reliably delivered through mechanisms such as retransmission.

[0052] Step S500: After receiving the closing start signal, each slave locomotive, according to its node sequence, sequentially delays the closing time interval before closing its own main circuit breaker.

[0053] Upon receiving the "brake start signal" from step S400 via the train communication network, each slave locomotive's local control system is immediately activated. First, the signal is parsed to confirm its validity, and then the brake start time interval calculated and determined for this locomotive in step S200 is invoked. Each slave locomotive independently begins timing according to its node order in the train formation (i.e., locomotive serial number).

[0054] In a normal closing sequence, each slave locomotive strictly adheres to its independent delay timer. When the delay timer of a slave locomotive expires, and no abnormality in the overhead contact line or a fault in the preceding locomotive requires further delay, its control system will immediately activate the main circuit breaker of that locomotive to perform the closing operation. This "wait first, then act" mechanism ensures that at any given moment, only one locomotive in the train is in the transient process of the main circuit breaker closing, thus effectively dispersing the inrush current over time and preventing impact on the overhead contact line.

[0055] Furthermore, this step integrates robust dynamic fault tolerance and adaptive adjustment capabilities. If, during the closing sequence, locomotive M fails to close on time due to a control system malfunction or power failure, it will not wait indefinitely. Subsequent locomotives (such as locomotive M+1), upon detecting that the preceding locomotive has failed to close within the timeout period, will initiate fault handling logic, modifying their closing action to a preset fault substitution delay relative to the failed locomotive M. The process is then executed. This mechanism complements the node reordering function that may be triggered in step S100, ensuring that even under abnormal operating conditions where some units fail, the entire group's closing process can continue with optimized adjustments, maximizing the availability and operational response speed of the queue, and ultimately achieving a balance between safety and efficiency in complex and ever-changing operating environments.

[0056] The following will combine Figures 6-13 The grouping mode provides a detailed explanation of the above method: To support the determination of node sequence in step S100 and the execution of subsequent coordinated control strategies, the control system needs to make decisions based on the automatically identified specific grouping patterns. Eight main grouping patterns are defined (e.g., ...). Figures 6 to 13 As shown), its structural logic is as follows: like Figure 6 The first formation mode is a formation of two Type A locomotives (2A); for example... Figure 7 The second formation is a three-car through formation, consisting of two Type A locomotives with one Type B locomotive inserted in the middle (2A+1B), where the middle locomotive does not have a driver's cab; for example Figure 8 The third formation is a four-car through train configuration, consisting of two Type A locomotives and two Type B locomotives symmetrically arranged (2A+2B), suitable for through train operations of longer formations; such as Figure 9 Both Mode 4 and Mode 5 are three-unit non-through locomotive formations, but their compositions differ. Mode 4 consists of two Type A locomotives and one Type C locomotive equipped with dual pantographs (2A+1C); for example... Figure 10 The fifth formation consists of three Type A locomotives (3A); for example... Figures 11-13 Formation patterns six to eight represent more complex "two-unit connected external coupling" scenarios. For example, formation pattern six is ​​a combination of two type A locomotives and two type C locomotives (2A+2C), formation pattern seven is a combination of three type A locomotives and one type C locomotive (3A+1C), and formation pattern eight is a formation of four type A locomotives (4A).

[0057] These predefined grouping patterns and their diagrams provide crucial topological basis for the central control unit to accurately identify the main control locomotive and construct the logical node sequence in step S100, as well as to adapt to different high-voltage control strategies (such as pantograph raising sequence and main circuit breaker closing logic) in steps S200 and S500.

[0058] This invention addresses the problems of insufficient flexibility in the control of fixed-formation high-voltage main circuits in existing rail transit systems, the potential for overhead contact line impact due to fixed closing sequences, and poor fault tolerance in formation identification. It proposes an adaptive, flexible, and dynamically configured high-voltage main circuit control method for electric locomotives. By combining a multi-level, highly fault-tolerant automatic formation pattern identification mechanism with a dynamically adaptive main circuit breaker collaborative control strategy, it achieves precise, safe, and efficient control of the high-voltage main circuits of electric locomotives with different formation configurations. Specifically, the formation pattern identification integrates initial hard-wired signal judgment, driver manual settings, train bus communication data exchange, sensor network physical verification, and intelligent inference using machine learning algorithms. This constructs a highly robust identification system capable of automatically distinguishing various major formation patterns (such as two-formation through-train, three-formation non-through-train, and external coupling), and reliably inferring the most likely formation topology even in abnormal situations such as communication interruptions or equipment failures. Based on this, the high-voltage main circuit control strategy dynamically adapts the pantograph raising and main circuit breaker closing logic according to the identification results, ensuring correct coordination of high-voltage equipment under various formation configurations and avoiding operational risks caused by pantograph spacing discrepancies or circuit conflicts.

[0059] The main circuit breaker collaborative control introduces real-time grid parameter (such as voltage fluctuation rate and frequency change rate) monitoring and dynamic delay algorithm model, replacing the traditional fixed delay or master-slave hard-wired scheme. It can dynamically calculate the closing time interval of each slave locomotive based on the grid status, and automatically adjust the closing sequence and node order when grid anomalies (such as frequency deviation and voltage surge) or locomotive faults within the train are detected. This effectively disperses closing inrush current, prevents impact on the overhead contact line, and improves the response speed and fault tolerance of the closing process. Simultaneously, the integration of machine learning algorithms allows the system to learn from historical data and optimize the closing delay, minimizing delay while ensuring safety, further improving automation and user experience. Overall, this invention, through a highly integrated and intelligent control architecture, solves the complexity of high-voltage main circuit control for flexible dynamic train formations, significantly improving the safety, adaptability, and efficiency of train operation.

[0060] According to another aspect of the embodiments of this application, an electronic device is also provided, including a processor and a memory, wherein the processor is configured to implement the steps of the method when executing a computer program stored in the memory.

[0061] In the above embodiments of the present invention, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0062] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0063] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0064] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0065] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A method for coordinated control of main circuit breakers in electric locomotive train formations, characterized in that, Includes the following steps: The main control locomotive in the train is determined, and based on the main control locomotive, the node sequence of each locomotive in the train is determined; Real-time acquisition of overhead contact network parameters, and dynamic calculation of the closing time interval of each slave locomotive main circuit breaker based on the network parameters and the node sequence; The main circuit breaker of the main control locomotive is closed preferentially. After the main circuit breaker of the main control locomotive is closed first, a closing start signal is sent to all slave control locomotives through the train communication network; Upon receiving the closing start signal, each slave locomotive, according to its node sequence, sequentially delays the closing time interval before closing its own main circuit breaker.

2. The method of coordinated control of the main circuit breakers of the consist of electric locomotives according to claim 1, characterized in that, The method for determining the main control locomotive in a train formation includes: identifying the locomotive with the only occupied driver's cab in the train formation and determining that locomotive as the main control locomotive; wherein, the occupancy status of the driver's cab is obtained by collecting the driver's cab key hardwire signal.

3. The method of coordinated control of the main circuit breakers of the consist of electric locomotives according to claim 1, characterized in that, The method for determining the node order of each locomotive in the train formation includes: designating the main control locomotive as the first node, and the remaining locomotives are ordered from the second node to the Nth node in ascending order according to their initial node number in the train communication network.

4. The method of coordinated control of the main circuit breakers of the consist of electric locomotives according to claim 1, characterized in that, The power grid parameters include at least the contact network voltage fluctuation rate, frequency variation rate, and harmonic distortion rate.

5. The method of coordinated control of the main circuit breakers of the consist of electric locomotives according to claim 1, characterized in that, Methods for dynamically calculating the closing time interval of each slave locomotive main circuit breaker include: A basic closing time interval is set for the No. controlled locomotive in the consist, and the formula for calculating it is: wherein, is a basic closing time interval, is a sequence number of the slave locomotive in the node sequence, is a preset basic time unit; The parameters of the overhead contact network are monitored in real time. When the frequency deviation of the network exceeds a preset threshold or the voltage fluctuation of the overhead contact network exceeds a preset percentage of the rated value, a correction delay is added to the basic closing time interval to obtain the final closing time interval. If, after the main locomotive issues a closing start signal, it is detected that a slave locomotive with the preceding sequence number fails to successfully close its main circuit breaker within a preset time, then for the locomotives following it, the closing time interval is modified to a preset fault substitution delay relative to the faulty locomotive.

6. The method of coordinated control of the main circuit breakers of the consist of electric locomotives according to claim 1, characterized in that, After the main circuit breaker of the main control locomotive is closed preferentially, the process also includes fault handling, which includes: If any slave locomotive fails to send a signal indicating successful closure of the main circuit breaker to other locomotives in the formation within a preset timeout window, the central control unit will automatically mark that locomotive as a fault node. Subsequent slave locomotives will continue to perform the operation of closing the main circuit breaker according to the revised node sequence.

7. The method of coordinated control of the main circuit breakers of the consist of electric locomotives according to claim 6, characterized in that, The method based on the corrected node order is as follows: When a locomotive in a train is marked as a faulty node or communication is interrupted, the control system of the remaining normal locomotives in the train will reorder the node sequence. The sorting principle is to keep the main control locomotive as the first locomotive, and sort the remaining locomotives in ascending order of their original node numbers, skipping the faulty nodes.

8. The method of coordinated control of the main circuit breakers of the consist of electric locomotives according to claim 1, characterized in that, In the step of dynamically calculating the closing time interval of each slave locomotive main circuit breaker, a machine learning algorithm is also used for optimization. The optimization method includes: Collect historical data for each closing operation. The historical data includes at least: grouping mode information, closing command issued by the master locomotive, time required for each slave locomotive to actually close the main circuit breaker, and real-time contact network voltage amplitude and frequency and its fluctuation rate. Based on the historical data, a machine learning model is trained to learn the optimal delay time under different operating conditions that can both avoid impacting the overhead contact line and minimize the total closing time. The optimal delay time output by the machine learning model is used as the closing time interval for subsequent closing operations.

9. An electronic device comprising a memory and a processor, characterized in that The memory is used to store programs that support the processor in executing the coordinated control method of the main circuit breaker of the electric locomotive formation according to any one of claims 1-8, and the processor is configured to execute the programs stored in the memory.

10. A computer-readable storage medium having stored thereon a computer program, characterized in that When the computer program is run by the processor, it executes the steps of the coordinated control method for the main circuit breaker of the electric locomotive group as described in any one of claims 1-8.

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