CN109484414A - A kind of stationarity control method for multiple-operated locomotive units tractor-trailer train - Google Patents
A kind of stationarity control method for multiple-operated locomotive units tractor-trailer train Download PDFInfo
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Abstract
The invention discloses a kind of stationarity control methods for multiple-operated locomotive units tractor-trailer train, this method comprises the following steps: obtaining the values for actual speed of locomotive in real time with sampling time interval, determines setting speed value under current main controller cart handle gear and quasi- fixed speed control tractive force and speed adjustment curve；Velocity interval of the values for actual speed based on current locomotive locating for curve, respectively according to locomotive under different road conditions alternate run whens acceleration and deceleration etc., acceleration or deceleration operation, the constant operation of tractive force and overspeed stationarity control strategy, calculate new locomotive setting tractive force；Tractive force is set using new locomotive, adjusts the values for actual speed of locomotive, so that locomotive values for actual speed is close to setting speed value, to control locomotive smooth-ride.The present invention solves quasi- fixed speed control locomotive double heading and is grouped in the marshalling of traction tank car, the existing Longitudinal Vibration of Integrated of tank goods shuffling marshalling, it is ensured that train marshalling list traveling comfort and safety.
Description
Technical field
The present invention relates to the multiple-operated locomotive units fields of tank car, specifically, being that be related to a kind of multiple-operated locomotive units traction fluid solid
Couple the stationarity control method of load.
Background technique
For tank car as the important component in rolling stock, it is responsible for transport liquid, gas and powdered goods
Vital task, be at home and abroad widely applied.Tank car is organized into groups in operation, especially in long steep grade, fluctuating ramp etc.
In the case where complicated route, it unavoidably will appear slight or fierce shaking, and the unstable of tank car can make in tank body and tank
Liquid generate consumingly coupling, it will to traction locomotive generate front and back spring up effect, especially quasi- fixed speed control locomotive,
To keep the quasi- constant-speed operation of locomotive, need to constantly regulate the hauling capacity of a locomotive, the tractive force load of locomotive and off-load will be with more particles
The power that springs up of tank car marshalling forms resonance, amplifies the extensional vibration of train marshalling list, seriously affects enforcement stationarity, the safety of driving
Property.
Summary of the invention
In order to solve the above-mentioned technical problems, the present invention provides a kind of stationarity controls for multiple-operated locomotive units tractor-trailer train
Method, the multiple-operated locomotive units tractor-trailer train have master control locomotive and several slave controller vehicles, and this method comprises the following steps: with sampling
Time interval obtains the values for actual speed of locomotive in real time, determines the setting speed value under current main controller cart handle gear, and
Based on the setting speed value and quasi- fixed speed control corresponding with the matched quasi- constant speed interval parameter building of the setting speed value
Tractive force and speed adjustment curve；Values for actual speed velocity interval locating for the curve based on current locomotive, point
According to locomotive, alternate run, acceleration or deceleration, which are not run, whens acceleration and deceleration etc. under different road conditions, tractive force is constant runs and surpasses
Fast traveling comfort control strategy calculates new locomotive setting tractive force；Tractive force is set using the new locomotive, is adjusted
The values for actual speed of locomotive, so that the values for actual speed is close to the setting speed value, to control the steady row of locomotive
It sails.
Preferably, further, according under main controller cart handle gear the setting speed value, the values for actual speed with
The difference and motor hauling speed of the setting speed value calculate the locomotive setting tractive force.
Preferably, it in locomotive acceleration and deceleration etc. when alternate run, carries out following stationarity control: being added and subtracted based on obtaining in real time
Locomotive whens speed etc. when alternate run sets tractive force, determines the tractive force moment curve under current operating conditions, obtains
The tractive force plus-minus in each acceleration or deceleration section carries slope, wherein it is institute in the unit time that the tractive force plus-minus, which carries slope,
State the change rate of locomotive setting tractive force；Obtain the locomotive setting tractive force at the tractive force moment curve inflection point, meter
Calculate the Wave crest and wave trough difference of the locomotive setting tractive force of each acceleration area or deceleration interval；When based on the tractive force
Curve is carved, reduces the tractive force plus-minus and carries slope, further adjust the Wave crest and wave trough difference, slows down the locomotive setting and leads
The fluctuation of gravitation.
Preferably, the Wave crest and wave trough difference adjusted is calculated using following expression:
FD=λ × TD
Wherein, TDIt indicates the time difference between the maxima and minima of the locomotive setting tractive force, to lead described in λ expression
Gravitation plus-minus carries slope, FDIndicate the Wave crest and wave trough difference adjusted.
Preferably, it when locomotive acceleration or deceleration is run, carries out following stationarity control: increasing the quasi- fixed speed control and lead
The quasi- constant speed interval parameter in gravitation and speed adjustment curve reduces the locomotive setting tractive force.
Preferably, it in the constant operation of the hauling capacity of a locomotive, carries out following stationarity control: obtaining the institute of locomotive last moment
The values for actual speed for stating values for actual speed and current time obtains the actual speed change rate at locomotive current time；If
When the actual speed change rate at current time is greater than preset quasi- constant speed overall travel speed change rate threshold value, preset speed is utilized
Ladder parameter is spent, the values for actual speed of locomotive subsequent time is adjusted, reduces the actual speed change frequency, is slowed down described
The change frequency of locomotive setting tractive force.
Preferably, the values for actual speed of locomotive subsequent time is calculated using following expression:
Wherein, Vt1Indicate the values for actual speed at locomotive current time, Vt2Indicate the reality of locomotive subsequent time
Velocity amplitude, θ indicate the velocity step ladder parameter.
Preferably, when the values for actual speed described in the locomotive is greater than the setting speed value, locomotive is in the overspeed
State, if the locomotive setting tractive force after calculating is less than preset hypervelocity traction force threshold, the locomotive setting traction
Power is updated to the hypervelocity traction force threshold.
Preferably, the slave controller vehicle obtains locomotive setting tractive force from the master control locomotive, adjustment it is described from
Control the values for actual speed of locomotive.
Compared with prior art, one or more embodiments in above scheme can have following advantage or beneficial to effect
Fruit:
The present invention solves quasi- fixed speed control locomotive double heading, and to be grouped in the marshalling of traction tank car, the marshalling of tank goods shuffling existing vertical
To vibration problem, it is ensured that train marshalling list traveling comfort, safety.
Other advantages, target and feature of the invention will be illustrated in the following description to a certain extent, and
And to a certain extent, based on will be apparent to those skilled in the art to investigating hereafter, Huo Zheke
To be instructed from the practice of the present invention.Target and other advantages of the invention can be wanted by following specification, right
Specifically noted structure is sought in book and attached drawing to be achieved and obtained.
Detailed description of the invention
Attached drawing is used to provide further understanding of the present invention, and constitutes part of specification, with reality of the invention
It applies example and is used together to explain the present invention, be not construed as limiting the invention.In the accompanying drawings:
Fig. 1 is the multiple-operated locomotive units tractor-trailer train stationarity control method block diagram of the embodiment of the present application.
Fig. 2 is that the simple ideal force of the multiple-operated locomotive units tractor-trailer train stationarity control method of the embodiment of the present application influences model
Schematic diagram.
Fig. 3 be the embodiment of the present application multiple-operated locomotive units tractor-trailer train stationarity control method quasi- fixed speed control tractive force with
Speed adjustment curve figure.
Fig. 4 is that the traction fluctuation optimization of the multiple-operated locomotive units tractor-trailer train stationarity control method of the embodiment of the present application (adds
Alternate run whens deceleration etc.) schematic diagram.
Fig. 5 is that the traction fluctuation optimization of the multiple-operated locomotive units tractor-trailer train stationarity control method of the embodiment of the present application (is led
The constant operation of gravitation) schematic diagram.
Fig. 6 is that the traction fluctuation optimization of the multiple-operated locomotive units tractor-trailer train stationarity control method of the embodiment of the present application (adds
Speed runs slowly) schematic diagram.
Fig. 7 is that the traction fluctuation optimization of the multiple-operated locomotive units tractor-trailer train stationarity control method of the embodiment of the present application is (super
Speed operation) schematic diagram.
Specific embodiment
Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings and examples, how to apply to the present invention whereby
Technological means solves technical problem, and the realization process for reaching technical effect can fully understand and implement.It needs to illustrate
As long as not constituting conflict, each feature in each embodiment and each embodiment in the present invention can be combined with each other,
It is within the scope of the present invention to be formed by technical solution.
To solve the above-mentioned problems, the embodiment of the present invention is utilized leads for the quasi- fixed speed control under main controller cart handle gear
Gravitation and speed adjustment curve, construct the countermeasure under a variety of operating statuses for above-mentioned curve, solve multimachine weight
Join the Longitudinal Vibration of Integrated of vehicle, it is ensured that train marshalling list traveling comfort and safety.
In general, the quasi- fixed speed control locomotive of multiple-operated locomotive units has master control locomotive, several slave controller vehicles and several air trucks
Vehicle, in vehicle locomotive control, master control locomotive is sent in slave controller vehicle control after having set parameter.At this
In application, the locomotive setting tractive force of slave controller vehicle is obtained from master control locomotive control, to adjust in real time accordingly from control
The values for actual speed of locomotive；Freight locomotive loaded liquid substance, tank body and loaded article constitute fluid-solid coupling load system.
Fig. 1 is the multiple-operated locomotive units tractor-trailer train stationarity control method block diagram of the embodiment of the present application.As described in Figure 1, should
Method includes the following steps, is described in detail below for this method.
In pre-treatment step S110, first multiple-operated locomotive units locomotive is influenced in complex road condition driving process tractive force because
Element is analyzed, and based on analysis as a result, the stationarity control of locomotive is classified, and constructs answering for different operational process
To strategy, and then locomotive stationarity is controlled and carries out data prediction, further, locomotive is by sensor device with the sampling time
Interval obtains the values for actual speed of locomotive in real time, determines the setting speed value under current main controller cart handle gear, and be based on
Setting speed value and quasi- fixed speed control tractive force corresponding with the matched quasi- constant speed interval parameter building of setting speed value and speed
Adjustment curve.
Specifically, firstly, to influence the multiple-operated locomotive units hauling capacity of a locomotive factor analyze, in general, by above-mentioned influence because
Element is divided into three classes.Illustrated one by one below for these three types of influence factors.First, fluid-solid coupling load with operation road conditions because
Element.Fig. 2 is that the simple ideal force of the multiple-operated locomotive units tractor-trailer train stationarity control method of the embodiment of the present application influences model signal
Figure.As described in Figure 2, the fluid-solid couplings load such as quasi- fixed speed control locomotive multiple-operated locomotive units traction oil tank train marshalling list, is separately operable
Fluctuating ramp, up gradient of growing up turn flat grade and flat grade turn to grow up up gradient when, Yi Fasheng extensional vibration.This is
Since the fluid-solid couplings such as tank truck load the liquid (fill ratio is generally 60%-80%) such as general loading gasoline, diesel oil, permutation oil
Tank train constitutes complicated more particles coupling liquid-solid system, in the operation of above-mentioned road conditions, as train marshalling list is constantly past
Easily there is left and right and sway forwards and backwards in preceding movement, pot liquid, and so that the liquid in tank body and tank is generated consumingly coupling, to machine
Vehicle, which generates continually changing nonlinear forward thrust or back pull, influences the hauling capacity of a locomotive so that locomotive speed be made to change
It adjusts.Specifically, when train operation is at fluctuating ramp, as train marshalling list is constantly run, tank truck springs up the post-tensioning of generation
Power and forward thrust have an impact locomotive speed in constantly nonlinear change, and then influence tractive force and adjust；Work as train operation
When up gradient of growing up turns flat grade, as train marshalling list is constantly run, tank truck springs up the back pull of generation constantly
It is non-linear to become smaller, the actual speed of locomotive is had an impact, to influence tractive force adjusting；When train operation turns in flat grade
Grow up up gradient when, as train marshalling list is constantly run, the back pull that tank truck springs up generation becomes larger constantly non-linear, right
Locomotive actual speed has an impact, to influence the adjusting of the hauling capacity of a locomotive.
Second, influence of the quasi- fixed speed control factor of locomotive to tractive force.The quasi- fixed speed control of electric locomotive is led for locomotive
A kind of control mode for drawing setting power, mainly for traction working condition, when locomotive actual speed is close to setting speed certain value,
Locomotive, which sets tractive force, to carry Slope Parameters as the variation of actual speed carries out linear regulation with certain plus-minus, so that it is guaranteed that
Locomotive actual speed is maintained at setting speed or so, wherein plus-minus carries Slope Parameters and refers to locomotive in unit time internal traction force
Change rate.Fig. 3 be the embodiment of the present application multiple-operated locomotive units tractor-trailer train stationarity control method quasi- fixed speed control tractive force with
Speed adjustment curve figure.As described in Figure 3, specifically, operator controls main controller cart handle gear, accelerates locomotive traction
When, locomotive setting tractive force keeps constant torque operation；When locomotive actual speed is in setting speed or so a certain range, control
System processed will adjust in real time locomotive and set tractive force according to actual speed, at this point, locomotive sets tractive force with setting speed, reality
Real-time adjust of border speed and subject to the section that changes constant speed regulation section, further, actual speed changes model in the section
The difference for playing spot speed and terminal velocity enclosed i.e. subject to constant speed interval parameter.Wherein, locomotive setting tractive force is according to getting
Locomotive values for actual speed, the setting speed value under main controller cart handle gear, motor hauling speed and values for actual speed
And the parameters such as the difference of the setting speed value are calculated.It should be noted that when quasi- fixed speed control locomotive multiple-operated locomotive units, from
The traction setting power of control locomotive follows the quasi- fixed speed control tractive force of master control locomotive and the calculated traction of speed adjustment curve to set
Power is updated.
Referring again to FIGS. 3, the abscissa of the curve is the values for actual speed V of locomotiveIt is real, ordinate is that locomotive sets tractive force
FT, and it is based on setting speed value VIfAnd with the matched quasi- constant speed interval parameter V of setting speed valueTBuilding.In this application,
Using values for actual speed by the curve be divided into quasi- constant speed non-regulated section (range of its values for actual speed be 0~VIf-α1) and it is quasi-
(range of its values for actual speed is V in constant speed regulation sectionIf-α1~VIf+β1), wherein when the range of the values for actual speed of locomotive is
VIf~VIf+β1When, section where locomotive belongs to the hypervelocity section in quasi- constant speed regulation section.In addition, utilizing following expression table
Show the range of quasi- constant speed interval parameter and the relationship of its range both ends velocity amplitude:
VT=α1+β1
Wherein, α1Indicate the minimum value in the quasi- constant speed interval parameter range；β1Indicate the quasi- constant speed interval parameter model
Maximum value in enclosing.
It should be noted that the quasi- constant speed interval parameter of the curve is obtained according to the historical data of running conditions of vehicle data
It arrives, for the setting speed value of different handle gears, sets corresponding quasi- constant speed interval parameter, and then building and handle
The corresponding quasi- fixed speed control tractive force of gear and speed adjustment curve；When the current actual speed of locomotive is in 0~VIf-α1Model
When enclosing interior, since locomotive is in low-speed running state, fluid-solid coupling effect is smaller, therefore can regard the locomotive in this velocity interval as and set
It is invariable to determine tractive force；When the current actual speed of locomotive is in VIf-α1~VIfWhen in range, with locomotive running speed
Increasing, fluid-solid coupling effect is increasing to the influence degree of locomotive, and tractive force burst size is gradually increased, therefore in the velocity interval
Interior locomotive setting tractive force is gradually reduced；When the current actual speed of locomotive is in VIf~VIf+β1When in range, the reality of locomotive
Speed is more than the setting speed of locomotive, is offloaded to zero when the hauling capacity of a locomotive, when and restoring degree is smaller, therefore in the velocity interval
Locomotive setting tractive force can be gradually decrease to zero with the increase of actual speed.In addition, working as quasi- constant speed interval parameter VTSetting
When too small, it is too fast to will lead to tractive force application release frequency；As quasi- constant speed interval parameter VTWhen being arranged excessive, the hauling capacity of a locomotive
Plus-minus load Slope Parameters are excessive, and it is excessive similarly to will lead to tractive force fluctuation amplitude.
Then, it is analyzed for the hitch factor of multi-locomotive.The experience of current domestic goods launch train is compression
Hitch starts, i.e., starts each section vehicle respectively using the gap between vehicle and the effect of the spring buffer between hitch, rather than complete
Train acts together, and train can be made to be averaged in this way, and starting reactance is smaller, and starting is easier, but in this way as hitch
The presence in gap aggravates impact force of train.Especially fluctuating ramp when, locomotive actual speed easily exceeds setting speed (with reference to figure
2), cause to restore when being offloaded to 0 when the hauling capacity of a locomotive, cause coupler status frequently to change and cause train extensional vibration.
For the above factor for influencing the hauling capacity of a locomotive, the application needle is directed at fixed speed control locomotive multiple-operated locomotive units and draws oil tank
The Longitudinal Vibration of Integrated of the fluid-solid couplings such as train marshalling list load, has formulated four kinds of following stationarity control strategies.Further, exist
In step S120, the speed locating for quasi- fixed speed control tractive force and speed adjustment curve of the values for actual speed based on current locomotive
Range, using quasi- fixed speed control tractive force corresponding with main controller cart handle gear and speed adjustment curve, basis is directed to respectively
Locomotive alternate run, acceleration or deceleration operation, the constant operation of tractive force and overspeed whens acceleration and deceleration etc. under different road conditions
Stationarity control strategy, calculate new locomotive setting tractive force.Below for the corresponding control of above-mentioned four kinds of locomotive running states
System strategy is illustrated one by one.
In the embodiment of the present application, it is alternately travelled when locomotive is in accelerator, moderating process, and acceleration area or deceleration
When the time in section is equal, then alternate run state whens locomotive is in acceleration and deceleration etc..It should be noted that the application is based on plus-minus
For the operating range error in acceleration, deceleration section whens speed etc. under alternate run state at 1~2 kilometer, the application is directed to this error
Parameter is not especially limited, and the present invention, which implements personnel, to be according to the actual situation adjusted the parameter.Specifically, based on real-time
Locomotive whens obtaining acceleration and deceleration etc. when alternate run sets tractive force, determines the tractive force moment curve under current operating conditions,
The tractive force plus-minus for obtaining each acceleration or deceleration section carries slope, wherein it is machine in the unit time that tractive force plus-minus, which carries slope,
The change rate of vehicle setting tractive force；Then, it obtains the locomotive at tractive force moment curve inflection point and sets tractive force, calculate each
The difference (Wave crest and wave trough difference) of the maxima and minima of acceleration area or the locomotive of deceleration interval setting tractive force.
Finally, above-mentioned Wave crest and wave trough difference is adjusted using following expression:
FD=K × TD=λ × TD
Wherein, FDIndicate Wave crest and wave trough difference adjusted, λ indicates that tractive force plus-minus carries slope, and K was indicated in the unit time
Locomotive sets the change rate of tractive force, TDIndicate the time difference between the maxima and minima of locomotive setting tractive force.It utilizes
Above-mentioned tractive force moment curve after optimization reduces tractive force plus-minus and carries slope, so that Wave crest and wave trough difference reduces.Fig. 4 is this
Apply for that the traction fluctuation optimization of the multiple-operated locomotive units tractor-trailer train stationarity control method of embodiment (is alternately transported whens acceleration and deceleration etc.
Row) schematic diagram.As shown in figure 4, the amplitude of tractive force reduces after the fluctuation optimization for realizing tractive force, further slow down machine
Vehicle sets the fluctuation of tractive force, locomotive actual speed is adjusted, to control locomotive smooth-ride.
With reference to Fig. 3, when locomotive driving is in quasi- constant speed non-regulated section or when driving at a constant speed, locomotive is in the constant fortune of tractive force
Row state needs to reduce influence of the fluid load to tank body for the situation for maintaining tractive force constant.Specifically, it is quasi- to increase locomotive
Constant speed regulation interval parameter value, so that reducing locomotive in the unit time sets tractive force change rate.Utilize following expression table
Show the adjusting strategy of the locomotive setting tractive force in constant force section:
Wherein, FTIndicate that locomotive sets tractive force, VTIndicate quasi- constant speed interval parameter.Wherein, locomotive sets tractive force as machine
The maximum drawbar pull that vehicle is played under corresponding setting speed, and obtained based on the envelope line computation of setting speed combination locomotive traction
Out.Further, when quasi- constant speed interval parameter increases, locomotive setting tractive force change rate is reduced in the corresponding unit time,
So that locomotive setting tractive force variation is gentle, so that the real-time speed smooth change of locomotive, optimizes current operating conditions
Under locomotive setting tractive force change curve, as shown in figure 5, Fig. 5 be the embodiment of the present application multiple-operated locomotive units tractor-trailer train it is flat
The traction fluctuation of stability control method optimizes (the constant operation of tractive force) schematic diagram.
Then, when locomotive driving is at quasi- constant speed regulation section, i.e., locomotive is in acceleration or deceleration operating status, speed
Variation will will lead to the variation of tractive force, and therefore, it is necessary to the change frequencies to speed to be adjusted, to realize reduction tractive force
Change frequency.Further, need to obtain the values for actual speed of locomotive last moment and the values for actual speed at current time,
Obtain the actual speed change rate at locomotive current time；If the actual speed change rate at current time is greater than preset quasi- constant speed area
Between percentage speed variation threshold value when, utilize preset velocity step ladder parameter, adjust locomotive subsequent time values for actual speed.Specifically
Ground adjusts the locomotive actual speed of subsequent time using following expression,
Wherein, Vt1Indicate values for actual speed (the i.e. locomotive t at locomotive current time1Moment values for actual speed), unit km/
h； Vt2Indicate values for actual speed (the i.e. locomotive t of locomotive subsequent time2Moment values for actual speed), unit km/h；θ indicates speed
Spend ladder parameter.It should be noted that the values for actual speed of locomotive subsequent time is used to calculate new locomotive setting tractive force.Figure
6 optimize (acceleration or deceleration fortune for the traction fluctuation of the multiple-operated locomotive units tractor-trailer train stationarity control method of the embodiment of the present application
Row) schematic diagram.As shown in fig. 6, being not only reduced when locomotive is adjusted with speed of the velocity step ladder parameter to subsequent time
The change frequency of actual speed also achieves the change frequency for reducing locomotive setting tractive force, so that locomotive setting tractive force exists
It is remained unchanged in certain time, locomotive is more smoothly run.
Finally, when the values for actual speed that locomotive is got is greater than locomotive for the setting speed under main controller cart handle gear
When value, locomotive is in overspeed state (with reference to Fig. 3).It is too small or be zero and cause between hitch to avoid locomotive from setting tractive force
Tractive force release needs to set hypervelocity traction force threshold F to influence other locomotives connection equipmentP, when calculated locomotive is set
When determining tractive force less than preset hypervelocity traction force threshold, new locomotive setting tractive force is defeated by above-mentioned hypervelocity traction force threshold
Out.Fig. 7 is traction fluctuation optimization (the hypervelocity fortune of the multiple-operated locomotive units tractor-trailer train stationarity control method of the embodiment of the present application
Row) schematic diagram.As described in Figure 7, according to above-mentioned corresponding method, the hauling capacity of a locomotive will not be offloaded to 0 and be to maintain smaller tractive force
FP, frequently change to reduce coupler status, it is ensured that hitch is constantly in tensional state, to eliminate between vehicle coupler and buffer
It gets excited caused by gap etc..
Referring again to FIGS. 1, outputing new locomotive setting after the different operating statuses to locomotive are adjusted respectively and leading
Gravitation then enters step in S130.Further, tractive force is set using new locomotive, adjusts the values for actual speed of locomotive,
So that the setting speed value under locomotive values for actual speed Proximity operation handle gear, to control locomotive smooth-ride.
The present invention has formulated the stationarity control for the multiple-operated locomotive units traction fluid-solid coupling load under locomotive complex road condition
Strategy solves the fluid-solid couplings loads such as quasi- fixed speed control locomotive double heading is grouped in the marshalling of traction tank car, tank goods shuffling is organized into groups and deposits
Longitudinal Vibration of Integrated, it is ensured that the safety of train marshalling list traveling comfort and train marshalling list hitch, meanwhile, it is corresponding to control
Strategic thinking processed extends also to other constant speed/constant speed and adjusts field, and the application is not especially limited this.
The foregoing is only a preferred embodiment of the present invention, but scope of protection of the present invention is not limited thereto,
Within the technical scope disclosed by the invention, any changes or substitutions that can be easily thought of by any those skilled in the art, should all contain
Lid is within protection scope of the present invention.Therefore, protection scope of the present invention should be subject to the protection scope in claims.
Claims (9)
1. a kind of stationarity control method for multiple-operated locomotive units tractor-trailer train, the multiple-operated locomotive units tractor-trailer train have main controller
Vehicle and several slave controller vehicles, which is characterized in that this method comprises the following steps:
The values for actual speed for obtaining locomotive in real time with sampling time interval determines the setting speed under current main controller cart handle gear
Angle value, and based on the setting speed value and standard corresponding with the matched quasi- constant speed interval parameter building of the setting speed value
Fixed speed control tractive force and speed adjustment curve；
Values for actual speed velocity interval locating for the curve based on current locomotive, is not going the same way according to locomotive respectively
Alternate run, acceleration or deceleration operation, the constant operation of tractive force and the stationarity control of overspeed whens acceleration and deceleration etc. under condition
Strategy calculates new locomotive setting tractive force；
Tractive force is set using the new locomotive, the values for actual speed of locomotive is adjusted, so that the values for actual speed connects
The nearly setting speed value, to control locomotive smooth-ride.
2. stationarity control method according to claim 1, which is characterized in that further,
According under main controller cart handle gear the setting speed value, the values for actual speed and the setting speed value it
Difference and motor hauling speed calculate the locomotive setting tractive force.
3. stationarity control method according to claim 1 or 2, which is characterized in that alternately transported in locomotive acceleration and deceleration etc.
When row, following stationarity control is carried out:
Locomotive whens based on real-time acquisition acceleration and deceleration etc. when alternate run sets tractive force, determines under current operating conditions
Tractive force moment curve, the tractive force plus-minus for obtaining each acceleration or deceleration section carry slope, wherein the tractive force plus-minus carries
Slope is the change rate that the locomotive sets tractive force in the unit time；
The locomotive setting tractive force at the tractive force moment curve inflection point is obtained, each acceleration area or deceleration are calculated
The Wave crest and wave trough difference of the locomotive setting tractive force in section；
Based on the tractive force moment curve, reduces the tractive force plus-minus and carry slope, it is poor further to adjust the Wave crest and wave trough
Value slows down the fluctuation of the locomotive setting tractive force.
4. stationarity control method according to claim 3, which is characterized in that calculated using following expression adjusted
The Wave crest and wave trough difference:
FD=λ × TD
Wherein, TDIndicate the time difference between the maxima and minima of the locomotive setting tractive force, λ indicates the tractive force
Plus-minus carries slope, FDIndicate the Wave crest and wave trough difference adjusted.
5. stationarity control method according to claim 1 or 2, which is characterized in that in the operation of locomotive acceleration or deceleration,
Carry out following stationarity control:
Increase the quasi- constant speed interval parameter in the quasi- fixed speed control tractive force and speed adjustment curve, reduces the locomotive
Set tractive force.
6. stationarity control method according to claim 1 or 2, which is characterized in that in the constant operation of the hauling capacity of a locomotive,
Carry out following stationarity control:
The values for actual speed and the values for actual speed at current time for obtaining locomotive last moment, obtain locomotive and work as
The actual speed change rate at preceding moment；
If the actual speed change rate at current time is greater than preset quasi- constant speed overall travel speed change rate threshold value, using pre-
If velocity step ladder parameter, adjust locomotive subsequent time the values for actual speed, reduce the actual speed change frequency, subtract
Delay the change frequency of the locomotive setting tractive force.
7. stationarity control method according to claim 6, which is characterized in that calculated one under locomotive using following expression
The values for actual speed at moment:
Wherein, Vt1Indicate the values for actual speed at locomotive current time, Vt2Indicate the actual speed of locomotive subsequent time
Value, θ indicate the velocity step ladder parameter.
8. stationarity control method according to claim 1 or 2, which is characterized in that
When the values for actual speed described in the locomotive is greater than the setting speed value, locomotive be in the overspeed state, if calculating
When locomotive setting tractive force afterwards is less than preset hypervelocity traction force threshold, the locomotive setting tractive force is updated to described
Hypervelocity traction force threshold.
9. stationarity control method described according to claim 1~any one of 8, which is characterized in that the slave controller vehicle from
The locomotive setting tractive force is obtained in the master control locomotive, adjusts the values for actual speed of the slave controller vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710816680.8A CN109484414B (en) | 2017-09-12 | 2017-09-12 | Stability control method for multi-machine multi-coupling traction train |
Applications Claiming Priority (1)
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| CN111762235A (en) * | 2020-05-29 | 2020-10-13 | 中车青岛四方机车车辆股份有限公司 | Train speed control method and system |
| CN112083647A (en) * | 2019-06-14 | 2020-12-15 | 株洲中车时代电气股份有限公司 | Constant-speed control method, device, medium and equipment for train |
| CN112550359A (en) * | 2020-11-22 | 2021-03-26 | 卡斯柯信号有限公司 | Train smooth tracking control method based on stepped target speed curve |
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| CN109883598B (en) * | 2019-04-15 | 2021-06-04 | 中车株洲电力机车有限公司 | Method for detecting traction force of rail locomotive |
| CN112083647A (en) * | 2019-06-14 | 2020-12-15 | 株洲中车时代电气股份有限公司 | Constant-speed control method, device, medium and equipment for train |
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| CN112550359B (en) * | 2020-11-22 | 2022-08-23 | 卡斯柯信号有限公司 | Train smooth tracking control method based on stepped target speed curve |
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| CN112606875A (en) * | 2021-01-07 | 2021-04-06 | 株洲中车时代电气股份有限公司 | Control method and system for stable running of heavy-load freight train |
| CN113911148A (en) * | 2021-11-18 | 2022-01-11 | 株洲中车时代电气股份有限公司 | Multi-locomotive reconnection low-constant speed control method and device |
| CN113911148B (en) * | 2021-11-18 | 2022-10-04 | 株洲中车时代电气股份有限公司 | Multi-locomotive reconnection low-constant-speed control method and device |
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