CN118928499A - Rail locomotive coupling method, system, equipment, medium and product - Google Patents

Abstract

The present application discloses a method, system, device, medium and product for coupling a rail locomotive, which relates to the field of rail locomotives. The method includes obtaining the current state information of the rail locomotive, judging whether the rail locomotive meets the automatic coupling conditions based on the state information, controlling the operation of the rail locomotive based on the coupling instruction, obtaining the first actual relative distance between the rail locomotive and the coupled vehicle, setting the second preset speed and traction instruction loading time of the rail locomotive based on the size relationship between the first actual relative distance and the first preset distance, obtaining the second actual relative distance between the rail locomotive and the coupled vehicle, judging whether to send a protection instruction based on the size relationship between the second actual relative distance and the second preset distance, obtaining the third actual relative distance between the rail locomotive and the coupled vehicle, judging whether to send a stop instruction based on the size relationship between the third actual relative distance and the third preset distance. The present application solves the problem of the cumbersome coupling process of rail locomotives.

Description

Rail locomotive coupling method, system, equipment, medium and product

Technical Field

The present application relates to the field of rail locomotives, in particular to a rail locomotive connecting and hanging method systems, devices, media, and articles of manufacture.

Background

The connection and hanging of the rail locomotive refers to the process of connecting the rail locomotive and a towed vehicle with each other through mechanical, electric and pneumatic interfaces to form a complete train set. In the rail transit industry, the coupling of rail locomotives is a critical operation that directly affects the assembly efficiency and operational safety of the train.

However, conventional rail locomotive hitching procedures often rely on a manually driven locomotive to complete the hitching procedure. During the continuous hanging operation, a driver observes the distance between the locomotive and the towed vehicle through the cab window to adjust the locomotive speed, but the visual field is limited in the mode, particularly the continuous hanging at the non-cab end, and even if the driver stands up, the distance between the locomotive and the towed vehicle cannot be observed. The speed of the hook is not higher than 3km/h when the vehicle is hung, and under the condition of limited visual field, the closer the distance between the locomotive and the towed vehicle is, the worse the visual field of a driver is, the speed of the locomotive can be controlled only by experience, so that the speed of the hook is unstable. The impulse is large when the speed is high, the loss to the locomotive coupler is also large, the coupling efficiency is low when the speed is low, and the condition that one traction is still needed may exist.

In recent years, cameras are added to assist drivers in continuous hanging operation, but most of effort is still needed by drivers for observation and control. The whole continuous hanging operation process is tedious, the energy consumption of a driver is high, and meanwhile, the error rate of the continuous hanging process is increased.

Disclosure of Invention

The application aims to provide a rail locomotive connecting and hanging method, a system, equipment, a medium and a product, which can solve the problem of complicated rail locomotive connecting and hanging process.

In order to achieve the above object, the present application provides the following solutions:

in a first aspect, the present application provides a method for coupling a rail locomotive, comprising:

Acquiring current state information of the rail locomotive, judging whether the rail locomotive meets an automatic connecting and hanging condition based on the state information, and if so, sending a connecting and hanging instruction, wherein the state information comprises: consist information, leveling information, locomotive status information, tube pressure information, and cylinder pressure information.

And acquiring a first actual running speed of the rail locomotive, and performing a start control on the rail locomotive based on the connection instruction, wherein the start control comprises an air brake relieving control and an acceleration starting control, and when the first actual running speed of the rail locomotive reaches a first preset speed, the start control is completed.

And controlling the running of the rail locomotive based on the linking instruction, acquiring a first actual relative distance between the rail locomotive and the towed vehicle, and dynamically setting a second preset speed and traction instruction loading time of the rail locomotive based on the magnitude relation between the first actual relative distance and a first preset distance.

And acquiring a second actual running speed of the rail locomotive, and sending a corresponding control instruction based on the magnitude relation between the second actual running speed and the second preset speed, wherein the control instruction comprises one of a traction instruction and a stop traction instruction, and one of a braking instruction and a stop braking instruction.

And acquiring a second actual relative distance between the rail locomotive and the towed vehicle, and judging whether to send a protection instruction or not based on the magnitude relation between the second relative distance and a second preset distance.

And acquiring a third actual relative distance between the rail locomotive and the towed vehicle, and judging whether to send a parking instruction or not based on the magnitude relation between the third actual relative distance and a third preset distance.

In a second aspect, the present application provides a hitch system for a rail locomotive, comprising:

The first judging module is used for acquiring current state information of the rail locomotive, judging whether the rail locomotive accords with an automatic connecting condition or not based on the state information, and sending a connecting instruction if so, wherein the state information comprises: grouping information, leveling information, locomotive state information, pipe pressure information and cylinder pressure information;

and the starting control module is used for acquiring a first actual running speed of the rail locomotive, and performing starting control on the rail locomotive based on the linking instruction, wherein the starting control comprises air brake relieving control and starting acceleration control, and when the first actual running speed of the rail locomotive reaches a first preset speed, the starting control is completed.

And the running control module is used for controlling the running of the rail locomotive based on the continuous hanging instruction, acquiring a first actual relative distance between the rail locomotive and the towed vehicle, and dynamically setting a second preset speed and traction instruction loading time of the rail locomotive based on the magnitude relation between the first actual relative distance and a first preset distance.

The transmission module is used for acquiring a second actual running speed of the rail locomotive, and transmitting a corresponding control instruction based on the magnitude relation between the second actual running speed and the second preset speed, wherein the control instruction comprises one of a traction instruction and a stop traction instruction, and one of a braking instruction and a stop braking instruction.

The second judging module is used for acquiring a second actual relative distance between the rail locomotive and the towed vehicle and judging whether to send a protection instruction or not based on the magnitude relation between the second actual relative distance and a second preset distance;

And the third judging module is used for acquiring a third actual relative distance between the rail locomotive and the towed vehicle and judging whether to send a parking instruction or not based on the magnitude relation between the third actual relative distance and a third preset distance.

In a third aspect, the present application provides a computer device comprising: a memory, a processor, and a computer program stored on the memory and executable on the processor, the processor executing the computer program to perform the steps of a rail locomotive hitch method as described in any one of the preceding claims.

In a fourth aspect, the present application provides a computer readable storage medium having stored thereon a computer program which when executed by a processor performs the steps of a rail locomotive hitch method as described in any one of the preceding claims.

In a fifth aspect, the present application provides a computer program product comprising a computer program which when executed by a processor performs the steps of a rail locomotive hitch method as claimed in any one of the preceding claims.

According to the specific embodiment provided by the application, the application discloses the following technical effects:

The application provides a method, a system, equipment, a medium and a product for connecting a rail locomotive, which are used for judging whether the rail locomotive meets an automatic connecting condition or not based on the state information by acquiring the current state information of the rail locomotive, and sending a connecting instruction if the rail locomotive meets the automatic connecting condition, wherein the state information comprises the following steps: consist information, leveling information, locomotive status information, tube pressure information, and cylinder pressure information. And acquiring a first actual running speed of the rail locomotive, and performing a start control on the rail locomotive based on the connection instruction, wherein the start control comprises an air brake relieving control and an acceleration starting control, and when the first actual running speed of the rail locomotive reaches a first preset speed, the start control task is completed. After the locomotive is started, running control is performed on the rail locomotive based on the continuous hanging instruction, first, a first actual relative distance between the rail locomotive and a towed vehicle is needed to be obtained, and then, a second preset speed and traction instruction loading time of the rail locomotive are dynamically set according to the magnitude relation between the first actual relative distance and the first preset distance. And acquiring a second actual running speed of the rail locomotive, and sending a corresponding control instruction based on the magnitude relation between the second actual running speed and the second preset speed, wherein the control instruction comprises one of a traction instruction and a stop traction instruction, and one of a braking instruction and a stop braking instruction. In addition, a second actual relative distance between the rail locomotive and the towed vehicle is required to be acquired, and whether to send the protection instruction is judged based on the magnitude relation between the second actual relative distance and a second preset distance. And acquiring a third actual relative distance between the rail locomotive and the towed vehicle, and judging whether to send a parking instruction or not based on the magnitude relation between the third actual relative distance and a third preset distance. Through the automatic linking mode, the automation degree of shunting operation can be obviously improved, so that the overall operation efficiency and the safety are improved.

Drawings

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a diagram illustrating an application environment of a rail locomotive hitching method according to an embodiment of the present application;

FIG. 2 is a schematic flow chart of a rail locomotive coupling method according to an embodiment of the present application;

FIG. 3 is a schematic flow chart of a rail locomotive coupling method according to another embodiment of the present application;

FIG. 4 is a schematic flow chart of a rail locomotive hitching method according to another embodiment of the present application;

FIG. 5 is a schematic flow chart of a rail locomotive hitching method according to another embodiment of the present application;

FIG. 6 is a schematic diagram of functional modules of a rail locomotive hitch system according to an embodiment of the present application;

fig. 7 is a schematic structural diagram of a computer device according to an embodiment of the present application.

Detailed Description

The following description of the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.

The foregoing objects, features, and advantages of the application will be more readily apparent from the following detailed description of the application when taken in conjunction with the accompanying drawings and detailed description.

The rail locomotive connecting and hanging method provided by the embodiment of the application can be applied to an application environment shown in fig. 1. Wherein the terminal 102 communicates with the server 104 via a network. The data storage system may store data that the server 104 needs to process. The data storage system may be provided separately, may be integrated on the server 104, or may be placed on a cloud or other server. The terminal 102 may send the current status information of the rail locomotive to be processed to the server 104. The current state information of the rail locomotive can also be obtained through external equipment, the state information is sent to a server, after the server 104 receives the current state information of the rail locomotive to be processed, the server 104 carries out logic operation on the current state information of the rail locomotive to be processed, judges whether the rail locomotive meets the automatic connecting and hanging condition or not based on the state information, and if so, sends a connecting and hanging instruction to a rail locomotive connecting and hanging system. The first actual running speed of the rail locomotive is obtained through the external equipment, and is transmitted to the server 104, and when the first actual running speed of the rail locomotive reaches a first preset speed, the starting control is completed. The rail locomotive coupling system performs operation control on the rail locomotive based on the coupling instruction, obtains a first actual relative distance between the rail locomotive and a towed vehicle through external equipment, transmits the first actual relative distance to the server 104, dynamically sets a second preset speed and a traction instruction loading time of the rail locomotive according to the magnitude relation between the first actual relative distance and a first preset distance by the server 104, and sends the traction instruction loading time to the rail locomotive coupling system. The second actual running speed of the rail locomotive is obtained through the external equipment and is transmitted to the server 104, and the server 104 sends corresponding control instructions to the rail locomotive linking system according to the magnitude relation between the second actual running speed and the second preset speed. And acquiring a second actual relative distance between the rail locomotive and the towed vehicle through external equipment, comparing the second actual relative distance with a second preset distance, and judging whether to send a protection instruction to the rail locomotive connecting and hanging system based on the magnitude relation between the second actual relative distance and the second preset distance. And acquiring a third actual relative distance between the rail locomotive and the towed vehicle through external equipment, comparing the third actual relative distance with a third preset distance, and judging whether to send a parking instruction to the rail locomotive connecting and hanging system based on the magnitude relation between the third actual relative distance and the third preset distance. The server 104 may also feed back the obtained parking instruction to the terminal 102. In addition, in some embodiments, the rail locomotive linking method may be implemented by the server 104 or the terminal 102 alone, for example, the terminal 102 may process the current state information of the rail locomotive to be processed directly, or the server 104 may obtain the current state information of the rail locomotive to be processed from the data storage system and process the current state information of the rail locomotive to be processed.

The external devices may include various types of train operation monitoring devices (LKJ), leveling devices, ranging sensors, and the like. The LKJ equipment can acquire various locomotive state information such as marshalling information, speed information, pipe pressure information, cylinder pressure information and the like in real time, so that the running condition of a locomotive is comprehensively known, and the running stability and safety of the train are ensured. The leveling device is used for receiving the leveling signal. In addition, the distance measuring sensor is used for providing the actual relative distance between the locomotive and the towed vehicle so that a driver or a monitoring system can accurately grasp the distance between the vehicles, and the devices cooperate together to ensure the safety and reliability of the locomotive coupling process.

The terminal 102 may be, but not limited to, various desktop computers, notebook computers, smart phones, tablet computers, internet of things devices, and portable wearable devices, where the internet of things devices may be smart speakers, smart televisions, smart air conditioners, smart vehicle devices, and the like. The portable wearable device may be a smart watch, smart bracelet, headset, or the like. The server 104 may be implemented as a stand-alone server or a server cluster composed of a plurality of servers, or may be a cloud server.

In an exemplary embodiment, as shown in fig. 2, a rail locomotive connecting method is provided, which is executed by a computer device, specifically, may be executed by a computer device such as a terminal or a server, or may be executed by the terminal and the server together, and in an embodiment of the present application, the method is applied to the server 104 in fig. 1, and is described by taking the following steps 201 to 208 as an example. Wherein:

Step 201, acquiring current state information of a rail locomotive, judging whether the rail locomotive meets an automatic connecting condition based on the state information, and if so, sending a connecting instruction, wherein the state information comprises: consist information, leveling information, locomotive status information, tube pressure information, and cylinder pressure information.

In particular, in railway transportation, "consist" refers to the process of connecting different types of cars together in a sequence to form a train. This process involves the selection of the appropriate cars, the determination of the order of the cars, and the actual physical connection. "consist as a single unit" generally refers to the case where a train does not make a complex consist of cars, but instead consists of only one locomotive (also referred to as a "single unit"). Generally, a train is towed by one or more locomotives followed by a series of passenger or cargo cars. While "stand alone" does not mount any cars, possibly because the locomotive needs to be moved from one location to another for mission, or maneuvered as a backup locomotive, etc.

The leveling information refers to a communication mode for commanding shunting operation in railway transportation. "level-ride" here generally refers to a planar shunting, i.e. a shunting operation performed on a line without a level difference, unlike the way in which hump shunting is used. The leveling signal is mainly used for communication in a short distance, such as when a vehicle is grouped and disassembled in a marshalling station, and is used for commanding a locomotive to perform propelling or pulling-out operation.

In the braking system of rail locomotives, the control of cylinder pressure and pipe pressure is respectively realized by a small brake (also called a single valve) and a large brake (also called a self-valve), wherein the small brake is mainly used for independently controlling the braking and relieving of the locomotive itself, and is usually used for low-speed or short-distance operation. The large brake is mainly used for controlling the braking and relieving of the whole train and is suitable for high-speed running and long-distance braking. Cylinder pressure refers to the pressure in the brake cylinder. The brake cylinder is part of a braking system in which a piston pushes a brake shoe against the wheel set tread to generate a braking force. The small brake is typically located in the cab of the locomotive for controlling braking and alleviation of the locomotive itself. When the driver operates the small brake to a braking position, compressed air is sent into a braking cylinder of the locomotive to push a piston, so that a brake shoe clings to the tread of a wheel set through a basic braking system to generate braking force. The small brake release means that when a driver restores the small brake to a release position, compressed air in the brake cylinder is discharged, the piston returns to an initial position, and the braking effect is lost. Tube pressure refers to the pressure within the brake pipe (train tube). The brake pipe connects all vehicles of the train for transmitting brake commands. The large brake is also located in the locomotive cab but is used to control braking and alleviation of the entire train. When a driver operates the large brake to a braking position, compressed air of the main air cylinder enters the brake pipe after being decompressed by the decompression valve, the pressure in the brake pipe is reduced, and the distribution valve on each carriage is triggered to act, so that the brake cylinder is inflated, and braking force is generated. The large brake release means that when a driver restores the large brake to a release position, the pressure of the brake pipe is gradually restored to a normal value, air in the brake cylinder is discharged, and the braking force disappears.

In this embodiment, the automatic linking condition includes: the grouping information is that the rail locomotive is a single machine, the leveling information is that the rail locomotive is connected with a towed vehicle, the locomotive state information is that the train is stopped, the pipe pressure information is that the pipe pressure value is smaller than a first preset pipe pressure value, and the cylinder pressure information is that the cylinder pressure value is larger than the first preset cylinder pressure value.

Illustratively, the locomotive is in a parking state and a braking state, the locomotive speed is 0km/h, the pipe pressure is less than 450kpa, the cylinder pressure is greater than 150kpa, and when the automatic coupling condition is met, a coupling command is sent.

And 202, carrying out starting control on the rail locomotive based on the continuous hanging instruction, wherein the starting control comprises air brake relieving control and acceleration starting control, and when the actual running speed of the rail locomotive reaches a first preset speed, the starting control is completed.

Specifically, during operation of the rail locomotive, the locomotive is controlled by executing the linking instruction. The control of the lift mainly comprises two aspects: firstly, air brake control is relieved, and secondly, acceleration control is started. Specifically, when the rail locomotive receives a start command, an air brake relieving operation is performed first to ensure that the locomotive can start smoothly. Then, the locomotive will perform start-up acceleration control to gradually increase the running speed. To ensure the safety and stability of the starting process, the system monitors the actual operating speed of the rail locomotive in real time. When the actual running speed of the locomotive reaches a preset first speed threshold, the starting control process is finished. The process not only ensures that the locomotive can stably start, but also improves the running efficiency and the safety through accurate speed control.

It should be noted that air braking includes two main processes: braking and alleviation. Braking is to slow down the moving train until it comes to a complete stop. The process of releasing the braking action is called alleviation, and is achieved by alleviating the braking when the train needs to resume running. The start control means a control operation during the running of the train from the stationary state. In the field of railway transportation, small brakes and large brakes are two different brake control devices. The small brake is usually referred to as an independent braking valve (simply referred to as a single valve), is mainly used for controlling braking and relieving of the locomotive, and is suitable for occasions where the locomotive is independently operated. During shunting operation, the locomotive is braked independently through the small brake without affecting other vehicles. Large brakes are commonly referred to as automatic braking valves (simply referred to as self-valves) that are used to control braking and alleviation of the entire train, the operation of the large brake affecting all vehicles of the train.

Alleviating air brake control includes: and sending a brake command for stopping the large brake and a brake command for stopping the small brake, and executing start acceleration control until the pipe pressure value is larger than a second preset pipe pressure value and the cylinder pressure value is smaller than the second preset cylinder pressure value.

Specifically, a large brake stopping instruction and a small brake minimum braking instruction are sent, the instructions are continuously executed until the pipe pressure value reaches and exceeds a second preset pipe pressure value, and the start acceleration control program is immediately executed until the cylinder pressure value is smaller than the second preset cylinder pressure value, so that the normal operation and safety of the whole system are ensured. In order to better adapt to the actual situation, the second preset tube pressure value is set to 470kpa, the second preset cylinder pressure value is set to 120kpa, and the magnitudes of the second preset tube pressure value and the second preset cylinder pressure value can be adjusted according to the actual situation. According to actual needs, the second preset pipe pressure value and the second preset cylinder pressure value can be properly adjusted to ensure the optimal running state and the safety performance of the system.

The start acceleration control includes the steps of:

S1, sending a small brake stopping instruction and sending a traction instruction.

S2, when the execution time of the traction instruction reaches the first preset time, sending a traction stopping instruction.

And S3, when the actual running speed reaches a first preset speed, the starting control is completed.

Specifically, by sending a command to stop the small brake braking and simultaneously sending a traction command, the rail locomotive is ensured to be capable of releasing and starting operations according to a preset plan. In the process of executing the traction instruction, once a preset speed threshold is reached, the system automatically sends an instruction for stopping traction so as to prevent the locomotive from running overtime and ensure the safety and efficiency of running. When the actual running speed of the locomotive reaches a preset first speed threshold, the starting control process is completed, and the locomotive is smoothly transited from a stationary state to the required running speed, so that the stability and smoothness of the whole starting process are ensured. The first preset speed is set to be 1km/h, and the numerical value of the first preset speed can be adjusted according to actual conditions. The traction instruction loading time in step A1 is set according to the vehicle type, for example, the DF12 locomotive maximum loading time is set to 2 seconds.

And 203, performing operation control on the rail locomotive based on the linking instruction, obtaining a first actual relative distance between the rail locomotive and the towed vehicle, and dynamically setting a second preset speed and traction instruction loading time of the rail locomotive based on the magnitude relation between the first actual relative distance and the first preset distance.

Specifically, the relative distance between the locomotive and the towed vehicle is checked in real time, for example, when the distance measuring sensor fails, the distance value is not changed or returns to 0 abnormally, and at this time, initial distance information is acquired. The distance between the locomotive and the trailer is subtracted by the length of the coupler to obtain the actual distance between the locomotive and the trailer. Typically, the length of the locomotive and the towed vehicle is about 80 cm.

By way of example, by providing a distance measuring sensor, the actual relative distance between the rail locomotive and the towed vehicle can be accurately obtained and the distance data sent to a server in real time for further analysis and processing. The ranging sensor can be selected from an ultrasonic ranging sensor, a laser ranging sensor, a radar ranging sensor or an infrared ranging sensor, and can also be selected according to specific requirements and conditions so as to ensure the accuracy of data and the reliability of a system.

For example:

when the actual relative distance is greater than 30 meters, the target speed is set to be 3km/h, the calculation is performed by using the minimum traction force, and the maximum loading time is set, and is adjusted according to the vehicle type, for example, the DF12 maximum loading time is 3 seconds.

When the actual relative distance is 7-30 meters, the target speed is set to linearly change along with the actual relative distance, wherein the linear relation is v=s/10, and v is the target speed in units of: km/h, s is the actual distance (unit: m), a maximum loading time is set, and the maximum loading time is adjusted according to the vehicle type.

When the actual relative distance is within 7 meters, the target speed is set to 0.7km/h, and the set maximum loading time is compared with a second actual relative distance between the rail locomotive and the towed vehicle, and the target speed is reduced based on the second actual relative distance and the first target speed.

When the actual relative distance between the locomotive and the towed vehicle is abnormal, the target speed is set to be 1km/h at maximum.

Step 204, obtaining a second actual running speed of the rail locomotive, and sending a corresponding control instruction based on the magnitude relation between the second actual running speed and a second preset speed, wherein the control instruction comprises one of a traction instruction and a stop traction instruction, and one of a braking instruction and a stop braking instruction.

Specifically, the second actual running speed obtained through the external device is compared with the second preset speed, and according to the size relationship between the second actual running speed and the second preset speed, the system automatically sends a corresponding control instruction. These control instructions include four types: the traction instruction is used for instructing the system to continue traction operation so as to maintain the current running speed; the stop traction command is used to instruct the system to stop the traction operation, thereby preventing further increases in speed. The braking instruction is used for instructing the system to execute braking operation so as to slow down or stop running; and the stopping braking instruction is used for instructing the system to stop the current braking operation, so that the running speed is ensured not to be reduced too much due to excessive braking. By means of this combination of control commands, the system is able to control the operating speed precisely, ensuring that it is stable within the second preset speed range.

Step 205, obtaining the magnitude relation of the two preset distances, and judging whether to send a protection instruction.

Specifically, to ensure a safe distance between the rail locomotive and the towed vehicle, the system will acquire a second actual relative distance between the two in real time. When the system acquires the actual distance data, the actual distance data is compared with a preset second safety distance threshold value. This preset distance is set according to safety standards and practical operating experience to ensure that a sufficient safety distance is maintained in each case. The system can determine the current safety condition by comparing the magnitude relation between the second actual relative distance and the second preset distance. If the second actual relative distance is less than the second preset distance, it is indicated that the distance between the rail locomotive and the towed vehicle is too close, and there is a risk. In this case, the system will react immediately and automatically send a guard instruction. These instructions may include deceleration, stopping, or other safety measures necessary to ensure safe operation of the rail locomotive and the suspended vehicle.

And 206, acquiring a third actual relative distance between the rail locomotive and the towed vehicle, and judging whether to send a parking instruction based on the magnitude relation between the third actual relative distance and a third preset distance.

In particular, in order to ensure a safe distance between the rail locomotive and the towed vehicle, a third actual relative distance between the two needs to be obtained in real time. We will compare with a third preset distance that is preset. The third predetermined distance is predetermined based on the operating characteristics and safety criteria of the rail vehicle to ensure that a sufficient safety distance is maintained under various operating conditions. By comparing the third actual relative distance with the third preset distance, whether the distance between the third actual relative distance and the third preset distance can meet the actual requirement can be judged.

In another exemplary embodiment of the present application, as shown in fig. 3, the above step 204 is replaced by the following steps 2041 to 2042:

Step 2041, when the second actual running speed reaches the second preset speed, sending a traction stopping instruction, or when the execution time of the traction instruction reaches the second preset time, sending a traction stopping instruction, otherwise, sending a traction instruction, wherein the traction instruction is used for controlling the rail locomotive to run at the minimum speed.

And 2042, when the second actual running speed is greater than the second preset speed, sending a traction stopping instruction and a small brake braking instruction, and otherwise, sending a small brake stopping instruction.

Specifically, first, we need to acquire the actual running speed of the rail locomotive, and check whether the actual running speed has reached the set second preset speed. If the actual operating speed has reached the target speed, a command to stop the traction will be sent to prevent the locomotive from continuing to accelerate. On the other hand, if the execution time of the traction command has reached the time limit set in advance, even if the actual running speed has not reached the second preset speed, it is also necessary to send a command to stop the traction, in order to ensure that the locomotive is running in a safe time frame. If neither condition is met, we will continue to send traction commands, here the minimum traction command, to control the rail locomotive to run at minimum speed. This minimum speed is to ensure that the locomotive is able to remain stationary.

It will be appreciated that during the monitoring of the actual operating speed, another determination is required. If the actual operating speed is greater than a second preset speed, a stop traction command and a small brake command will be sent to ensure that the locomotive is able to quickly slow down and remain within a safe speed range. In contrast, if the actual running speed does not exceed the second preset speed, a small brake stopping command is sent to avoid unnecessary braking actions and ensure that the locomotive can run smoothly. In this embodiment, the second preset speed may be dynamically set based on the magnitude relation between the first actual relative distance and the first preset distance, and the setting relation may be adjusted according to the actual situation.

In another exemplary embodiment of the present application, as shown in fig. 4, the above step 205 is replaced by the following steps 2051 to 2052:

Step 2051, when the second actual relative distance is smaller than the second preset distance, and the second actual running speed is larger than the second preset speed, sending a small brake braking instruction, otherwise, sending a small brake stopping braking instruction.

Step 2052, when the second actual running speed reaches 0km/h, sending a traction instruction, otherwise, sending a traction stopping instruction.

Specifically, when the second actual relative distance is less than the second preset distance and the actual operating speed is greater than the second preset speed, the system will automatically send a small brake command. In this embodiment, the second preset distance is set to 0.5 meters and the second preset speed is set to 1km/h. The purpose of this command is to ensure that the train is able to safely slow down when approaching the target area, avoiding the danger of too fast a speed. By the mode, the train control system can effectively control the running state of the train and ensure that the train runs in a safe range. When the actual running speed reaches 0km/h, the system will send a traction command to start the train running. In contrast, if the actual running speed does not reach 0km/h, the system sends a traction stopping instruction to prevent the train from continuously accelerating and ensure that the train runs in a safe speed range. The measures are used for ensuring that the train can be stably transited in the starting and stopping processes, and avoiding potential safety hazards caused by abrupt speed changes. By accurately controlling the starting and stopping of the train, the system can effectively ensure the safety of passengers and the train.

Optionally, a fourth preset distance may be set, where the fourth preset distance is set to 0.2 meters, and when the fourth preset distance is less than 0.2 meters, if the locomotive speed is greater than 1km/h, a small brake command is sent, where the small brake command is a minimum small brake, and the parking control phase is entered.

When an abnormal condition is encountered, the tube pressure and cylinder pressure may be checked to determine if an abnormal condition has occurred. Specifically, the system will send a shutdown command for anomaly protection to the rail locomotive when the measured value of line pressure is below a predetermined line pressure threshold, or when the measured value of cylinder pressure is above a predetermined cylinder pressure threshold, or both the measured value of line pressure is below a predetermined line pressure threshold and the measured value of cylinder pressure is above a predetermined cylinder pressure threshold. The purpose of the stopping instruction is to ensure that the rail locomotive can stop running in time when a potential danger exists, so that the safety of equipment and personnel is ensured.

In another exemplary embodiment of the present application, as shown in FIG. 5, the above step 206 is replaced by the following steps 2061-2062:

And step 2061, when the third actual relative distance is smaller than the third preset distance, sending a parking instruction, and completing the connection of the rail locomotive, wherein the parking instruction comprises a traction stopping instruction and a small brake braking instruction.

Step 2062, when the time for sending the small brake instruction reaches the preset parking time, acquiring a third actual running speed, if the third actual running speed is greater than 0km/h, considering that the control of the rail locomotive is abnormal, sending an alarm instruction, and informing a driver of taking over the control of the rail locomotive by the alarm instruction.

Specifically, in performing this step, it is first necessary to monitor a third actual relative distance, i.e., the actual distance between the rail locomotive and the target location. When the third actual relative distance is smaller than a third preset distance, the system automatically triggers and sends a parking instruction. This parking instruction comprises two parts: one is a stop traction command for immediately shutting off the power output of the locomotive so that the locomotive is no longer accelerating; the other is a small brake command for activating the auxiliary braking system of the locomotive, ensuring that the locomotive can slow down and eventually stop smoothly and rapidly. After the two commands are sent, the rail locomotive can successfully complete the linking operation, namely accurately docking with the target position.

It will be appreciated that the system will continuously monitor the time of transmission of the small brake command as step 2062 is performed. Once the preset parking time is reached, the system will make the next decision. In this embodiment, the stopping time is set to 20 seconds, at which point the system will check the actual operating speed of the rail locomotive. If the actual operating speed is still greater than 0km/h, i.e., the locomotive is not completely stopped, the system will assume that an abnormal condition has occurred in the control of the rail locomotive. In this case, the system will automatically send an alarm command. The function of the alarm instruction is to inform the driver that the automatic control system of the rail locomotive may have problems, and the driver is required to immediately take over the control right of the rail locomotive so as to ensure the driving safety. In this way, the driver can take necessary measures in time to prevent possible accidents.

Based on the same inventive concept, the embodiment of the application also provides a rail locomotive connecting system for realizing the rail locomotive connecting method. The implementation scheme of the solution provided by the device is similar to that described in the above method, so the specific limitation in the embodiments of the rail locomotive coupling system provided below can be referred to the limitation of the rail locomotive coupling method hereinabove, and will not be repeated here.

In one exemplary embodiment, as shown in FIG. 6, there is provided a rail locomotive hitch system comprising:

a first judging module 610, configured to obtain current status information of the rail locomotive, judge whether the rail locomotive meets an automatic linking condition based on the status information, and if so, send a linking instruction, where the status information includes: consist information, leveling information, locomotive status information, tube pressure information, and cylinder pressure information.

And a lift control module 620, configured to obtain a first actual running speed of the rail locomotive, and perform lift control on the rail locomotive based on the linking instruction, where the lift control includes an air brake release control and an acceleration start control, and when the first actual running speed of the rail locomotive reaches a first preset speed, the lift control is completed.

The operation control module 630 is configured to perform operation control on the rail locomotive based on the linking instruction, obtain a first actual relative distance between the rail locomotive and the towed vehicle, and dynamically set a second preset speed and a traction instruction loading time of the rail locomotive based on a magnitude relation between the first actual relative distance and a first preset distance.

And a sending module 640, configured to obtain a second actual running speed of the rail locomotive, and send a corresponding control instruction based on a magnitude relation between the second actual running speed and the second preset speed, where the control instruction includes one of a traction instruction and a stop traction instruction, and one of a braking instruction and a stop braking instruction, and send the control instruction, where the control instruction includes one of a traction instruction and a stop traction instruction, and one of a braking instruction and a stop braking instruction.

The second determining module 650 is configured to obtain a second actual relative distance between the rail locomotive and the towed vehicle, and determine whether to send the protection instruction based on a magnitude relation between the second actual relative distance and a second preset distance.

And a third judging module 660, configured to obtain a third actual relative distance between the rail locomotive and the towed vehicle, and judge whether to send the parking instruction based on a magnitude relation between the third actual relative distance and a third preset distance.

As an alternative embodiment, the sending module 640 is specifically configured to:

And when the second actual running speed reaches a second preset speed, sending a traction stopping instruction, or when the execution time of the traction instruction reaches the second preset time, sending the traction stopping instruction, otherwise, sending the traction instruction, wherein the traction instruction is used for controlling the rail locomotive to run at the minimum speed.

And when the second actual running speed is greater than the second preset speed, sending a traction stopping instruction and a small brake braking instruction, and otherwise, sending a small brake braking stopping instruction.

As an optional implementation manner, the second judging module 650 is specifically configured to:

and when the second actual relative distance is smaller than the second preset distance, and the second actual running speed is larger than the second preset speed, sending a small brake braking instruction, and otherwise, sending a small brake stopping braking instruction.

And when the second actual running speed reaches 0km/h, sending a traction instruction, otherwise, sending a traction stopping instruction.

As an optional implementation manner, the third judging module is specifically configured to:

and when the third actual relative distance is smaller than the third preset distance, sending a parking instruction, and completing the connection of the rail locomotive, wherein the parking instruction comprises a traction stopping instruction and a small brake braking instruction.

When the time for sending the small brake braking instruction reaches the preset stopping time, if the actual running speed is greater than 0km/h, the control of the rail locomotive is considered abnormal, and an alarm instruction is sent, wherein the alarm instruction is used for informing a driver to take over the control of the rail locomotive.

In an exemplary embodiment, a computer device, which may be a server or a terminal, is provided, and an internal structure thereof may be as shown in fig. 7. The computer device includes a processor, a memory, an Input/Output interface (I/O) and a communication interface. The processor, the memory and the input/output interface are connected through a system bus, and the communication interface is connected to the system bus through the input/output interface. Wherein the processor of the computer device is configured to provide computing and control capabilities. The memory of the computer device includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system, computer programs, and a database. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage media. The database of the computer device is used for storing current state information of the rail locomotive. The input/output interface of the computer device is used to exchange information between the processor and the external device. The communication interface of the computer device is used for communicating with an external terminal through a network connection. The computer program when executed by the processor implements a rail locomotive hitch method.

It will be appreciated by those skilled in the art that the structure shown in FIG. 7 is merely a block diagram of some of the structures associated with the present inventive arrangements and is not limiting of the computer device to which the present inventive arrangements may be applied, and that a particular computer device may include more or fewer components than shown, or may combine some of the components, or have a different arrangement of components.

In an exemplary embodiment, a computer device is also provided, comprising a memory and a processor, the memory having stored therein a computer program, the processor implementing the steps of the method embodiments described above when the computer program is executed.

In an exemplary embodiment, a computer-readable storage medium is provided, in which a computer program is stored which, when being executed by a processor, carries out the steps of the method embodiments described above.

In an exemplary embodiment, a computer program product is provided, comprising a computer program which, when executed by a processor, implements the steps of the method embodiments described above.

It should be noted that, the user information (including but not limited to user equipment information, user personal information, etc.) and the data (including but not limited to data for analysis, stored data, presented data, etc.) related to the present application are both information and data authorized by the user or sufficiently authorized by each party, and the collection, use and processing of the related data are required to meet the related regulations.

Those skilled in the art will appreciate that implementing all or part of the above described methods may be accomplished by way of a computer program stored on a non-transitory computer readable storage medium, which when executed, may comprise the steps of the embodiments of the methods described above. Any reference to memory, database, or other medium used in embodiments provided herein may include at least one of non-volatile and volatile memory. The nonvolatile Memory may include Read-only Memory (ROM), magnetic tape, floppy disk, flash Memory, optical Memory, high density embedded nonvolatile Memory, resistive random access Memory (ReRAM), magneto-resistive random access Memory (Magnetoresistive RandomAccess Memory, MRAM), ferroelectric Memory (Ferroelectric RandomAccess Memory, FRAM), phase change Memory (PHASE CHANGE Memory, PCM), graphene Memory, and the like. Volatile memory can include random access memory (RandomAccess Memory, RAM) or external cache memory, and the like. By way of illustration, and not limitation, RAM can be in various forms such as static random access memory (Static RandomAccess Memory, SRAM) or dynamic random access memory (Dynamic RandomAccess Memory, DRAM), etc.

The databases referred to in the embodiments provided herein may include at least one of a relational database and a non-relational database. The non-relational database may include, but is not limited to, a blockchain-based distributed database, and the like. The processor referred to in the embodiments provided in the present application may be a general-purpose processor, a central processing unit, a graphics processor, a digital signal processor, a programmable logic unit, a data processing logic unit based on quantum computing, or the like, but is not limited thereto.

The technical features of the above embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.

The principles and embodiments of the present application have been described herein with reference to specific examples, the description of which is intended only to assist in understanding the methods of the present application and the core ideas thereof; also, it is within the scope of the present application to be modified by those of ordinary skill in the art in light of the present teachings. In view of the foregoing, this description should not be construed as limiting the application.

Claims (10)

1. A rail locomotive hitch method, the rail locomotive hitch method comprising:

Acquiring current state information of the rail locomotive, judging whether the rail locomotive meets an automatic connecting and hanging condition based on the state information, and if so, sending a connecting and hanging instruction, wherein the state information comprises: grouping information, leveling information, locomotive state information, pipe pressure information and cylinder pressure information;

Acquiring a first actual running speed of the rail locomotive, and performing a start control on the rail locomotive based on the connection instruction, wherein the start control comprises an air brake relieving control and a start acceleration control, and the start control is completed when the first actual running speed of the rail locomotive reaches a first preset speed;

The method comprises the steps of controlling running of the rail locomotive based on the linking instruction, obtaining a first actual relative distance between the rail locomotive and a towed vehicle, and dynamically setting a second preset speed and traction instruction loading time of the rail locomotive based on the magnitude relation between the first actual relative distance and a first preset distance;

Acquiring a second actual running speed of the rail locomotive, and sending a corresponding control instruction based on the magnitude relation between the second actual running speed and the second preset speed, wherein the control instruction comprises one of a traction instruction and a stop traction instruction, and one of a braking instruction and a stop braking instruction;

acquiring a second actual relative distance between the rail locomotive and the towed vehicle, and judging whether to send a protection instruction or not based on the magnitude relation between the second actual relative distance and a second preset distance;

And acquiring a third actual relative distance between the rail locomotive and the towed vehicle, and judging whether to send a parking instruction or not based on the magnitude relation between the third actual relative distance and a third preset distance.

2. The track locomotive hitch method of claim 1, wherein the automatic hitch condition comprises: the grouping information is that the rail locomotive is a single machine, the leveling information is that the rail locomotive is connected with a towed vehicle, the locomotive state information is parking, the pipe pressure information is that the pipe pressure value is smaller than a first preset pipe pressure value, and the cylinder pressure information is that the cylinder pressure value is larger than a first preset cylinder pressure value.

3. The rail locomotive hitch of claim 1, wherein the air brake mitigation control comprises:

Transmitting a brake command for stopping the large brake and a brake command for minimum brake until the pipe pressure value is larger than a second preset pipe pressure value and the cylinder pressure value is smaller than the second preset cylinder pressure value, and executing start acceleration control;

the start acceleration control includes:

transmitting a small brake stopping instruction and transmitting a traction instruction;

When the execution time of the traction instruction reaches a first preset time, sending a traction stopping instruction;

and when the first actual running speed reaches the first preset speed, the starting control is completed.

4. The rail locomotive coupling method of claim 3, wherein the sending a control command based on the magnitude relation of the second actual operating speed and the second preset speed, wherein the control command includes one of a traction command and a stop traction command, and one of a brake command and a stop brake command, specifically includes:

When the second actual running speed reaches the second preset speed, sending the traction stopping instruction, or when the execution time of the traction instruction reaches the second preset time, sending the traction stopping instruction, otherwise, sending the traction instruction, wherein the traction instruction is used for controlling the rail locomotive to run at the minimum speed;

And when the second actual running speed is greater than the second preset speed, sending the traction stopping instruction and the small brake braking instruction, and otherwise, sending the small brake stopping instruction.

5. The method for coupling a rail vehicle according to claim 4, wherein the step of obtaining a second actual relative distance between the rail vehicle and the towed vehicle, and determining whether to send a protection command based on a magnitude relation between the second actual relative distance and a second preset distance, comprises:

when the second actual relative distance is smaller than the second preset distance, and the second actual running speed is larger than the second preset speed, sending the small brake braking instruction, otherwise, sending the small brake stopping instruction;

and when the second actual running speed reaches 0km/h, sending the traction instruction, otherwise, sending the traction stopping instruction.

6. The method for coupling a rail vehicle according to claim 1, wherein the step of obtaining a third actual relative distance between the rail vehicle and the towed vehicle, and determining whether to send a parking instruction based on a magnitude relation between the third actual relative distance and a third predetermined distance, comprises:

When the third actual relative distance is smaller than the third preset distance, sending the parking instruction, and completing the connection of the rail locomotive, wherein the parking instruction comprises the traction stopping instruction and a small brake braking instruction;

When the time for sending the small brake braking instruction reaches the preset stopping time, acquiring a third actual running speed, and if the third actual running speed is larger than 0km/h, considering that the control of the rail locomotive is abnormal, sending an alarm instruction, wherein the alarm instruction is used for informing a driver to take over the control of the rail locomotive.

7. A rail locomotive hitch system, the rail locomotive hitch system comprising:

The first judging module is used for acquiring current state information of the rail locomotive, judging whether the rail locomotive accords with an automatic connecting condition or not based on the state information, and sending a connecting instruction if so, wherein the state information comprises: grouping information, leveling information, locomotive state information, pipe pressure information and cylinder pressure information;

the starting control module is used for obtaining a first actual running speed of the rail locomotive, and carrying out starting control on the rail locomotive based on the connecting instruction, wherein the starting control comprises air brake relieving control and starting acceleration control, and when the first actual running speed of the rail locomotive reaches a first preset speed, the starting control is completed;

The running control module is used for controlling the running of the rail locomotive based on the continuous hanging instruction, obtaining a first actual relative distance between the rail locomotive and a towed vehicle, and dynamically setting a second preset speed and traction instruction loading time of the rail locomotive based on the magnitude relation between the first actual relative distance and a first preset distance;

the transmission module is used for acquiring a second actual running speed of the rail locomotive, and transmitting a corresponding control instruction based on the magnitude relation between the second actual running speed and the second preset speed, wherein the control instruction comprises one of a traction instruction and a stop traction instruction, and one of a braking instruction and a stop braking instruction;

The second judging module is used for acquiring a second actual relative distance between the rail locomotive and the towed vehicle and judging whether to send a protection instruction or not based on the magnitude relation between the second actual relative distance and a second preset distance;

And the third judging module is used for acquiring a third actual relative distance between the rail locomotive and the towed vehicle and judging whether to send a parking instruction or not based on the magnitude relation between the third actual relative distance and a third preset distance.

8. A computer device, comprising: a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor executes the computer program to perform the steps of the rail locomotive hitch method of any one of claims 1-6.

9. A computer readable storage medium having stored thereon a computer program, which when executed by a processor, implements the steps of the rail locomotive hitch method of any one of claims 1-6.

10. A computer program product comprising a computer program which, when executed by a processor, implements the steps of the rail locomotive hitch method of any one of claims 1-6.