CN110654420A - Constant-speed control method and system for train - Google Patents
Constant-speed control method and system for train Download PDFInfo
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- CN110654420A CN110654420A CN201810706434.1A CN201810706434A CN110654420A CN 110654420 A CN110654420 A CN 110654420A CN 201810706434 A CN201810706434 A CN 201810706434A CN 110654420 A CN110654420 A CN 110654420A
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- train
- traction
- braking force
- speed
- speed difference
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
- B61L15/0063—Multiple on-board control systems, e.g. "2 out of 3"-systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
- B61L15/0072—On-board train data handling
Abstract
The invention discloses a method and a system for controlling a constant speed of a train. The constant speed control method has the advantages that the constant speed control effect is good, the train can be quickly stabilized in a constant speed control target, frequent switching of the train between traction and braking states can not be caused, the probability of idle running or sliding of train wheels can be effectively reduced, the train running safety is improved, and the like.
Description
Technical Field
The invention relates to the field of train speed control, in particular to a train constant speed control method and a train constant speed control system.
Background
Along with the running requirements of the motor train unit are higher and higher, the speed requirement is higher, the accurate time running is realized, the stability requirement is higher and higher, the requirement on the speed control of the train is correspondingly higher and higher, particularly, the requirement on the constant speed control of the train is higher and higher, and the quality of the constant speed control of the train is directly related to the running safety and the accuracy of the train. Conventional trains are controlled at constant speed by traction converters. The traction converters are dispersed in each carriage, communication interaction does not exist before, and when the traction converters perform constant speed calculation, due to asynchronism or calculated rotating speed difference, the traction force of the single train is easily inconsistent, and the train can idle (the traction force is overlarge) or slide, so that the wheel abrasion of the train is caused, and the service life of key parts of the train is influenced. Because the traction converters cannot communicate with each other, if a single traction converter fails, the exertion force of the train traction converter is smaller than the actually required traction force, so that the constant speed control effect is influenced.
For example, the patent of invention with the patent application number of CN200710159165.3, i.e., the method for controlling the low constant speed of the diesel locomotive, cannot satisfy the control mode of the multiple traction converters of the motor train unit: each vehicle is an independent traction unit, network voltage and network flow values are different, and if the vehicle is controlled by a hardware circuit, the calculation accuracy is not good, and the hardware circuit is also complex.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: aiming at the technical problems in the prior art, the invention provides a train constant speed control method and a train constant speed control system which have good constant speed control effect, can enable a train to be quickly stabilized in a constant speed control target, cannot cause frequent switching between traction and braking states of the train, can effectively reduce the occurrence probability of idle running or sliding of train wheels, and improve the running safety of the train.
In order to solve the technical problems, the technical scheme provided by the invention is as follows: a constant speed control method for a train is characterized in that a speed difference value is calculated according to the real-time speed and the target speed of the train, when the speed difference value is larger than a preset threshold value, a proportion adjusting method is adopted to calculate the traction/braking force required by the train, otherwise, an integral adjusting method is adopted to calculate the traction/braking force required by the train, and the speed of the train is adjusted according to the traction/braking force.
Further, the proportion adjusting method comprises the following steps: and calculating the traction/braking force required by the train according to the preset proportional adjustment coefficient, the speed difference value and the train resistance.
Further, in the proportional adjustment, the tractive force/braking force required by the train is calculated as shown in formula (1):
F＝e×P1+Fresistance device (1)
In the formula (1), F is the traction force/braking force, e is the speed difference, P1For a predetermined scaling factor, FResistance deviceIs the train resistance.
Further, the integral adjustment method includes: and integrating the speed difference, and calculating the traction/braking force required by the train according to the integral and the speed difference.
Further, in the integral adjustment, the tractive force/braking force required by the train is calculated as shown in formula (2):
in the formula (1), F is the traction force/braking force, e is the speed difference, P is a preset proportional adjustment coefficient, S is an integral adjustment coefficient, FZStarting resistance for the locomotive.
And further, a centralized control method is adopted, the speed difference value between the real-time speed and the target speed of the train is calculated through a train network control system, when the speed difference value is larger than a preset threshold value, the train network control system calculates the traction/braking force required by the train by adopting a proportional adjustment method, and otherwise, the traction/braking force required by the train is calculated by adopting an integral adjustment method.
Further, the train network control system distributes the traction/braking force to the central control unit of each carriage according to the train marshalling state, and the central control unit controls the traction motor/braking system output of the carriage.
A constant speed control system of a train comprises a speed calculation module, a proportion regulation module, an integral regulation module and a control module;
the speed calculation module is used for calculating a speed difference value according to the real-time speed of the train and the target speed;
the proportion adjusting module is used for calculating the traction/braking force required by the train by adopting a proportion adjusting method when the speed difference value is larger than a preset threshold value;
the integral adjusting module is used for calculating the traction/braking force required by the train by adopting an integral adjusting method when the speed difference value is less than or equal to a preset threshold value;
the control module is used for adjusting the train speed according to the traction/braking force.
Further, the proportion adjusting module is specifically used for calculating the traction/braking force required by the train according to a preset proportion adjusting coefficient, a speed difference value and train resistance.
Further, the integral adjusting module is specifically configured to integrate the speed difference, and calculate the traction/braking force required by the train according to the integration and the speed difference.
Further, the control module is also used for distributing the traction/braking force to the central control unit of each carriage according to the train marshalling state, and the central control unit controls the traction motor/braking system output of the carriage.
Compared with the prior art, the invention has the advantages that:
1. according to the invention, the speed difference between the real-time speed of the train and the constant speed target is judged, a proportional control mode capable of quickly changing the speed of the train is adopted when the speed difference is large, and an integral control mode capable of effectively ensuring the speed stability of the train is adopted when the speed difference is small, so that the stability of the speed of the train can be effectively ensured, the train can not be frequently switched between traction and braking states, the traction working efficiency of the train can be effectively improved, and the comfort of the train is improved.
2. The invention distributes the traction/braking force to the central control unit of each carriage through the train network control system, and controls the output of the traction motor/braking system through the central control unit of each carriage, thereby effectively reducing the probability of idle running or sliding of train wheels, effectively protecting train equipment and ensuring the running safety of trains.
Drawings
FIG. 1 is a schematic flow chart of an embodiment of the present invention.
Fig. 2 is a schematic diagram of constant speed control of a train network control system according to an embodiment of the present invention.
Fig. 3 is a schematic structural diagram of an embodiment of the present invention.
Detailed Description
The invention is further described below with reference to the drawings and specific preferred embodiments of the description, without thereby limiting the scope of protection of the invention.
As shown in fig. 1, in the constant speed control method for a train according to the present embodiment, a speed difference is calculated according to a real-time speed of the train and a target speed, when the speed difference is greater than a preset threshold, a proportional adjustment method is used to calculate a traction/braking force required by the train, otherwise, an integral adjustment method is used to calculate the traction/braking force required by the train, and the speed of the train is adjusted according to the traction/braking force.
In this embodiment, the ratio adjusting method includes: and calculating the traction/braking force required by the train according to the preset proportional adjustment coefficient, the speed difference value and the train resistance. Wherein, in the proportion adjustment, the traction force/braking force required by the train is calculated as shown in the formula (1):
F＝e×P1+Fresistance device (1)
In the formula (1), F is the traction force/braking force, e is the speed difference, P1For a predetermined scaling factor, FResistance deviceIs the train resistance.
In this embodiment, the integration adjustment method includes: and integrating the speed difference, and calculating the traction/braking force required by the train according to the integral and the speed difference. Wherein, in the integral adjustment, the traction/braking force required by the train is calculated as shown in the formula (2):
in the formula (1), F is the traction force/braking force, e is the speed difference, P is a preset proportional adjustment coefficient, S is an integral adjustment coefficient, FZStarting resistance for the locomotive.
In this embodiment, a centralized control method is adopted, a train network control system calculates a speed difference between a real-time speed and a target speed of a train, when the speed difference is greater than a preset threshold value, the train network control system calculates traction/braking force required by the train by adopting a proportional adjustment method, otherwise, the train network control system calculates the traction/braking force required by the train by adopting an integral adjustment method. In the embodiment, the constant speed control of the train is completed by relying on a train network control system, the implementation is easy, and compared with the traditional hard-wire circuit control, the precision is higher, and the response speed is higher.
In this embodiment, for a power-decentralized train, the train network control system distributes the tractive effort/braking effort to each car central control unit according to the train formation state, and the central control unit controls the traction motor/brake system output of the own car. As shown in fig. 2, the train consist with power split comprises a plurality of motor cars, each of which comprises a Central Control Unit (CCU), a traction system (including a traction converter and a traction motor) and a brake control system, wherein the central control unit controls the traction converter to control the output of the traction motor, and controls the brake control system to realize train braking. The central control unit (CCU1) of the carriage where the train cab is located is a main control unit of a network control system of the train, not only controls the traction system and the brake control of the carriage of the train, but also distributes control targets to the central control units of other motor trains through a WTB bus. In this embodiment, the train network control system calculates the train resistance, the maximum tractive force that can be provided by the traction system of each motor train, and the maximum braking force through the real-time speed of the train and the state parameters such as the train weight and the traction state. The train network control system reasonably distributes the traction/braking force to each motor train according to the maximum traction/maximum braking force provided by each motor train, and each motor train controls the traction/braking force output of the motor train according to the distributed traction/braking force. Through reasonable distribution of traction/braking force, the probability of idle running or sliding of train wheels can be effectively reduced, so that train equipment is effectively protected, and driving safety is guaranteed.
In this embodiment, the distribution of the tractive force/braking force may be implemented by an equal distribution strategy, i.e. by distributing the tractive force/braking force equally to the central control unit of each motor vehicle.
As shown in fig. 3, the train constant speed control system of the present embodiment includes a speed calculation module, a proportional adjustment module, an integral adjustment module, and a control module; the speed calculation module is used for calculating a speed difference value according to the real-time speed of the train and the target speed; the proportion adjusting module is used for calculating the traction/braking force required by the train by adopting a proportion adjusting method when the speed difference value is larger than a preset threshold value; the integral adjusting module is used for calculating the traction/braking force required by the train by adopting an integral adjusting method when the speed difference value is less than or equal to a preset threshold value; the control module is used for adjusting the train speed according to the traction/braking force.
In this embodiment, the proportional control module is specifically configured to calculate the tractive effort/braking effort required by the train according to a preset proportional control coefficient, a speed difference value, and train resistance. The integral adjusting module is specifically used for integrating the speed difference and calculating the traction/braking force required by the train according to the integral and the speed difference. In the proportional control of the present embodiment, the tractive effort/braking effort required for the train is calculated as shown in the above equation (1). In the integral adjustment, the tractive force/braking force required for the train is calculated as shown in the above equation (2).
In this embodiment, the control module is further configured to distribute the tractive effort/braking effort to the central control unit of each car according to the train formation status, and the central control unit controls the output of the traction motor/brake system of the car.
In the embodiment, the train constant speed control system is realized by relying on a train network control system, and the speed calculation module, the proportion regulation module, the integral regulation module and the distribution module are all functional modules in the train network control system. As shown in fig. 2, the train network control system includes a plurality of motor trains in a train consist with power distribution, each motor train includes a Central Control Unit (CCU), a traction system (including a traction converter and a traction motor) and a brake control system, the central control unit controls the traction converter to control the output of the traction motor, and the brake control system is controlled to realize train braking. The central control unit (CCU1) of the carriage where the train cab is located is a main control unit of a network control system of the train, not only controls the traction system and the brake control of the carriage of the train, but also distributes control targets to the central control units of other motor trains through a WTB bus. In this embodiment, the train network control system calculates the train resistance, the maximum tractive force that can be provided by the traction system of each motor train, and the maximum braking force through the real-time speed of the train and the state parameters such as the train weight and the traction state. The train network control system reasonably distributes the traction/braking force to each motor train according to the maximum traction/maximum braking force provided by each motor train, and each motor train controls the traction/braking force output of the motor train according to the distributed traction/braking force. Through reasonable distribution of traction/braking force, the probability of idle running or sliding of train wheels can be effectively reduced, so that train equipment is effectively protected, and driving safety is guaranteed.
The foregoing is considered as illustrative of the preferred embodiments of the invention and is not to be construed as limiting the invention in any way. Although the present invention has been described with reference to the preferred embodiments, it is not intended to be limited thereto. Therefore, any simple modification, equivalent change and modification made to the above embodiments according to the technical spirit of the present invention should fall within the protection scope of the technical scheme of the present invention, unless the technical spirit of the present invention departs from the content of the technical scheme of the present invention.
Claims (11)
1. A constant speed control method of a train is characterized in that: and calculating a speed difference value according to the real-time speed and the target speed of the train, when the speed difference value is larger than a preset threshold value, calculating the traction/braking force required by the train by adopting a proportional adjustment method, otherwise, calculating the traction/braking force required by the train by adopting an integral adjustment method, and adjusting the speed of the train according to the traction/braking force.
2. The train constant speed control method according to claim 1, characterized in that: the proportion adjusting method comprises the following steps: and calculating the traction/braking force required by the train according to the preset proportional adjustment coefficient, the speed difference value and the train resistance.
3. The train constant speed control method according to claim 2, characterized in that: in the proportion adjustment, the traction force/braking force required by the train is calculated as shown in the formula (1):
F＝e×P1+Fresistance device (1)
In the formula (1), F is the traction force/braking force, e is the speed difference, P1For a predetermined scaling factor, FResistance deviceIs the train resistance.
4. The train constant speed control method according to claim 2, characterized in that: the integral adjustment method comprises the following steps: and integrating the speed difference, and calculating the traction/braking force required by the train according to the integral and the speed difference.
5. The train constant speed control method according to claim 4, characterized in that: in the integral adjustment, the traction/braking force required by the train is calculated as shown in the formula (2):
in the formula (1), F is the traction force/braking force, e is the speed difference, P is a preset proportional adjustment coefficient, S is an integral adjustment coefficient, FZStarting resistance for the locomotive.
6. The train constant speed control method according to any one of claims 1 to 5, characterized in that: and when the speed difference value is greater than a preset threshold value, the train network control system calculates the traction/braking force required by the train by adopting a proportional adjustment method, otherwise, the train network control system calculates the traction/braking force required by the train by adopting an integral adjustment method.
7. The train constant speed control method according to claim 6, characterized in that: the train network control system distributes the traction/braking force to the central control unit of each carriage according to the train marshalling state, and the central control unit controls the output of the traction motor/braking system of the carriage.
8. A train constant speed control system is characterized in that: the device comprises a speed calculation module, a proportion regulation module, an integral regulation module and a control module;
the speed calculation module is used for calculating a speed difference value according to the real-time speed of the train and the target speed;
the proportion adjusting module is used for calculating the traction/braking force required by the train by adopting a proportion adjusting method when the speed difference value is larger than a preset threshold value;
the integral adjusting module is used for calculating the traction/braking force required by the train by adopting an integral adjusting method when the speed difference value is less than or equal to a preset threshold value;
the control module is used for adjusting the train speed according to the traction/braking force.
9. The train constant speed control system of claim 8, characterized in that: the proportion adjusting module is specifically used for calculating the traction/braking force required by the train according to a preset proportion adjusting coefficient, a speed difference value and train resistance.
10. The train constant speed control system according to claim 9, characterized in that: the integral adjusting module is specifically used for integrating the speed difference and calculating the traction/braking force required by the train according to the integral and the speed difference.
11. The train constant speed control system of claim 10, characterized in that: the control module is also used for distributing the traction/braking force to the central control unit of each carriage according to the train marshalling state, and the central control unit controls the output of the traction motor/braking system of the carriage.
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| CN201810706434.1A CN110654420A (en) | 2018-06-29 | 2018-06-29 | Constant-speed control method and system for train |
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| 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 |
| CN112249043A (en) * | 2020-10-29 | 2021-01-22 | 株洲中车时代电气股份有限公司 | Train power distribution method and device |
| CN114312701A (en) * | 2021-12-08 | 2022-04-12 | 赛宝创新(重庆)科技有限公司 | Unmanned locomotive state detection method and device |
| CN114919549A (en) * | 2022-04-21 | 2022-08-19 | 宁波市轨道交通集团有限公司运营分公司 | Train braking planning method based on predicted speed |
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| CN114919549A (en) * | 2022-04-21 | 2022-08-19 | 宁波市轨道交通集团有限公司运营分公司 | Train braking planning method based on predicted speed |
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