CN105923018B - A kind of dynamic dispersivity train constant speed centralized control method - Google Patents
A kind of dynamic dispersivity train constant speed centralized control method Download PDFInfo
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- CN105923018B CN105923018B CN201610347074.1A CN201610347074A CN105923018B CN 105923018 B CN105923018 B CN 105923018B CN 201610347074 A CN201610347074 A CN 201610347074A CN 105923018 B CN105923018 B CN 105923018B
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- 230000001133 acceleration Effects 0.000 claims description 13
- 238000004891 communication Methods 0.000 claims description 6
- 238000005070 sampling Methods 0.000 claims description 2
- 230000000694 effects Effects 0.000 abstract description 3
- 230000006872 improvement Effects 0.000 description 7
- 230000005540 biological transmission Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
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- 101100168607 Saccharomyces cerevisiae (strain ATCC 204508 / S288c) UTR2 gene Proteins 0.000 description 1
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- 230000003111 delayed effect Effects 0.000 description 1
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Classifications
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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 train for signalling purposes
- B61L15/0018—Communication with or on the vehicle or train
- B61L15/0036—Conductor-based, e.g. using CAN-Bus, train-line or optical fibres
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
- B61C17/12—Control gear; Arrangements for controlling locomotives from remote points in the train or when operating in multiple units
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0063—Multiple on-board control systems, e.g. "2 out of 3"-systems
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Transportation (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
The invention discloses a kind of dynamic dispersivity train constant speed centralized control methods, include the following steps：S1. the current speed of service of train is obtained；S2. judge whether train needs traction or braking according to the current speed of service and preset constant speed desired value, and calculate the size that each car needs the tractive force or brake force that apply；S3. traction instruction or braking instruction are sent to each vehicle, is instructed or braking instruction by the seek unity of action traction of each vehicle.The present invention has fixed speed control consistency height, control effect good, can effectively ensure that the advantage of train constant-speed operation safety.
Description
Technical field
The present invention relates to a kind of train constant speed control method more particularly to a kind of dynamic dispersivity train constant speed centralized controls
Method.
Background technology
With the fast development of railway construction, the constant-speed operation of train becomes very crucial one of function.Fixed speed control
There are related application, train to automatically control constant-speed operation in addition to that can ensure train in locomotive, bullet train, city rail vehicle
It reaches outside website on schedule on time, moreover it is possible to ensure that train operation state is steady, and crew's fatigue can be mitigated, reduce train driving
The energy loss caused by unnecessary speed changes in the process.
It is dynamic according to whether vehicle is equipped with for dynamic dispersivity train, especially bullet train, such as CRH2 EMUs
Power equipment and be divided into motor-car and trailer, often save on motor train compartment there are one traction control unit（TCU）, each traction control unit
It is communicated with network control system by MVB, in order to ensure communication quality and system stability, generally with 4 section compartments for one
MVB control units.Bullet train is generally organized into groups using 8 section compartments, and two row, 8 marshaling can coupled running.Two trains it
Between, be all made of WTB between two MVB control units and be attached.Train is respectively implemented separately by each traction control unit
Fixed speed control, due to lacking unified manager, each traction control unit can not ensure its action and other traction control lists
The consistency of member, therefore, during train operation, it may occur however that in same train, some motor-cars are operated in traction state, have
Motor-car work in the braking state, to generate cause to take turns the risk to damage.Therefore, the constant speed control method of train is carried out
Research has highly important realistic meaning.
Invention content
The technical problem to be solved in the present invention is that：For technical problem of the existing technology, the present invention provides one
Kind fixed speed control consistency is high, control effect is good, can effectively ensure that the dynamic dispersivity train constant speed of train constant-speed operation safety
Centralized control method.
In order to solve the above technical problems, technical solution proposed by the present invention is：A kind of dynamic dispersivity train constant speed concentration
Control method includes the following steps：
S1. the current speed of service of train is obtained；
S2. judge whether train needs traction or braking according to the current speed of service and preset constant speed desired value,
And calculate the size that each car needs the tractive force or brake force that apply；
S3. traction instruction or braking instruction are sent to each vehicle, is sought unity of action and traction instruction or is braked by each vehicle
Instruction.
As a further improvement on the present invention, the specific steps of the step S2 include：When the current speed of service is small
When the preset constant speed desired value, judge that train needs to draw, and calculates each car and need the tractive force size exported；When
When the current speed of service is more than the preset constant speed desired value, judge that train needs to brake, and calculate each car needs
The brake force size of output.
As a further improvement on the present invention, coasting interval value is provided in the step S2, the step S2's is specific
Step includes：When the current speed of service be less than the preset constant speed desired value, and the difference of the two be more than the coasting
When interval value, judge that train needs to draw, and calculates each car and need the tractive force size exported；When the current speed of service
When more than the preset constant speed desired value, and the difference of the two be more than the coasting interval value when, judge that train needs to brake,
And it calculates each car and needs the brake force size exported.
As a further improvement on the present invention, the coasting interval value is according to train data link normal communication maximum delay
It calculates and determines with the product of train peak acceleration.
As a further improvement on the present invention, the train peak acceleration refers to according to the minimum car weight of train and train
The acceleration that maximum drawbar pull is calculated.
As a further improvement on the present invention, the train peak acceleration refers to according to the current car weight of train and train
The acceleration that maximum drawbar pull is calculated.
As a further improvement on the present invention, the specific steps of the step S1 include：
S1.1. the first train speed is obtained by the traction control unit sampling of vehicle, is sampled by brak control unit
Obtain the second train speed；
S1.2. the average value of first train speed and the second train speed is calculated, obtains and calculates current operation speed
Degree.
As a further improvement on the present invention, in the step S1.1, first train speed is by each on train
Traction control unit obtains the average value of train speed；Second train speed refers to by each brak control unit on train
Obtain the average value of train speed.
Compared with the prior art, the advantages of the present invention are as follows：The present invention is by drawing each vehicle of train the system with braking
, it can be achieved that high consistency when traction to each vehicle of train or control for brake, control effect is good, can effectively ensure that for one control
Safety of the train in constant-speed operation.
Description of the drawings
Fig. 1 is specific embodiment of the invention flow diagram.
Fig. 2 is specific embodiment of the invention data flow diagram.
Specific implementation mode
Below in conjunction with Figure of description and specific preferred embodiment, the invention will be further described, but not therefore and
It limits the scope of the invention.
As shown in Figure 1, a kind of dynamic dispersivity train constant speed centralized control method of the present embodiment, includes the following steps：S1.
Obtain the current speed of service of train；S2. judge whether train needs to lead according to the current speed of service and preset constant speed desired value
Draw or brake, and calculates the size that each car needs the tractive force or brake force that apply；S3. traction is sent to each vehicle to refer to
Order or braking instruction are sought unity of action by each vehicle and draw instruction or braking instruction.
As shown in Fig. 2, in the present embodiment, train includes 4 section motor-car marshallings, often saves on motor-car and is provided with central control unit
（CCU）, traction control unit（TCU）And brak control unit（BCU）, central control unit and traction control unit and braking are controlled
Unit connection processed, sends control instruction, and receive corresponding state data to traction control unit and brak control unit.Center control
It is connected by WTB buses between unit processed, the central control unit where drivers' cab has train control system, for realizing to complete
The control of train.
In the present embodiment, the first train speed of train is obtained by the velocity sensor in traction control unit, together
When the second train speed of train is obtained by velocity sensor in brak control unit.And calculate the first train speed and the
The average value of two train speeds, using the average value as the current speed of service of train.In the present embodiment, the first train speed is
Pass through the average value of 4 velocity amplitudes acquired in the velocity sensor of all traction control units on train, the second train speed
To pass through the average value of 4 velocity amplitudes acquired in the sensor of all brak control units on train.It is of course also possible to select
First train speed or are calculated with the sampled values of wherein some or certain several traction control units or brak control unit
Two train speeds.
In the present embodiment, after the current speed of service of train is calculated in train control system, by with preset perseverance
Fast desired value is compared, and judges whether drawn or braked in subsequent time.When the current operation of train
When speed is less than preset constant speed desired value, train control system judges that train needs to draw, and calculates each car and need to export
Tractive force size；When the current speed of service of train is more than preset constant speed desired value, train control system judges train
It needs to brake, and calculates each car and need the brake force size exported.When train control system judgement needs traction, will draw
Instruction is sent to the central control unit of each motor-car by WTB buses, from the central control unit of each motor-car to traction control list
Member forwarding traction instruction, control traction electric machine export corresponding tractive force.When train control system judgement needs braking, will make
Dynamic instruction is sent to the central control unit of each motor-car by WTB buses, from the central control unit of each motor-car to traction control
Unit forwards braking instruction, control traction electric machine execute electric braking, generate corresponding brake force.It is of course also possible to be controlled by center
Unit processed forwards braking instruction to brak control unit, and executing braking by brake unit generates corresponding brake force.Pass through train
Control system is unified to send traction instruction or braking instruction to the central control unit of each motor-car, controls each motor-car and seeks unity of action and leads
Priming work or braking maneuver can effectively ensure that the action consistency between each motor-car in train, to generate at certain motor-cars
In traction state, and certain motor-cars are in on-position, prevent from causing expendable damage to wheel track, ensure train operation
Safety.
But since the control instruction of train control system has delay in the transmission of communication network, to influence to arrange
Therefore the precision that vehicle control is uniformly controlled each power in the present embodiment, proposes a kind of preferred control strategy.At this
In embodiment, it is provided with coasting interval value, the coasting interval value is according to train data link normal communication maximum delay and train
The product of peak acceleration, which calculates, to be determined.Calculating approach according to the data transmission in train control system data link can calculate
Maximum delay t when normal communication can calculate the maximum of train according to train in the maximum drawbar pull of minimum car weight and train
Acceleration a is a × t so as to which the coasting interval value is calculated.Certainly, the peak acceleration of train can also be selected by arranging
The maximum drawbar pull of the current car weight of vehicle and train is calculated.In the present embodiment, when the current speed of service of train is less than in advance
If constant speed desired value, and the difference of the two be more than coasting interval value when, train control system judges that train needs to draw, and counts
It calculates each car and needs the tractive force size exported；When the current speed of service of train is more than preset constant speed desired value, and two
When the difference of person is more than coasting interval value, train control system judges that train needs to brake, and calculates what each car needs exported
Brake force size.It is current when train i.e. using the speed interval of preset constant speed desired value ± coasting interval value as coasting section
When the speed of service is in the coasting section, train control system is without traction or control for brake, when the current speed of service of train
When being not at the coasting section, just according to the current speed of service of train from train control system to the central control unit of each motor-car
Traction instruction or braking instruction are sent, traction or brake operating are executed.It, can be effective by the way that coasting interval value and coasting section is arranged
The traction state and the inconsistent problem of on-position for preventing each motor-car caused by signal is delayed, to ensure fixed speed control
Accurate and high consistency.
Above-mentioned only presently preferred embodiments of the present invention, is not intended to limit the present invention in any form.Although of the invention
Disclosed above with preferred embodiment, however, it is not intended to limit the invention.Therefore, every without departing from technical solution of the present invention
Content, technical spirit any simple modifications, equivalents, and modifications made to the above embodiment, should all fall according to the present invention
In the range of technical solution of the present invention protection.
Claims (5)
1. a kind of dynamic dispersivity train constant speed centralized control method, which is characterized in that include the following steps：
S1. the current speed of service of train is obtained；
S2. judge whether train needs traction or braking according to the current speed of service and preset constant speed desired value, and count
Calculate the size that each car needs the tractive force or brake force that apply；
S3. traction instruction or braking instruction are sent to each vehicle, is instructed or brake finger by the seek unity of action traction of each vehicle
It enables；
Coasting interval value is provided in the step S2, the specific steps of the step S2 include：When the current speed of service
Less than the preset constant speed desired value, and when the difference of the two is more than the coasting interval value, judge that train needs to draw, and
It calculates each car and needs the tractive force size exported；When the current speed of service is more than the preset constant speed desired value,
And the difference of the two judges that train needs to brake, and calculate each car and need the braking that exports when being more than the coasting interval value
Power size；The coasting interval value is according to the product meter of train data link normal communication maximum delay and train peak acceleration
It calculates and determines.
2. dynamic dispersivity train constant speed centralized control method according to claim 1, it is characterised in that：The train is most
High acceleration refers to the acceleration being calculated according to the minimum car weight of train and the maximum drawbar pull of train.
3. dynamic dispersivity train constant speed centralized control method according to claim 1, it is characterised in that：The train is most
High acceleration refers to the acceleration being calculated according to the current car weight of train and the maximum drawbar pull of train.
4. dynamic dispersivity train constant speed centralized control method according to any one of claims 1 to 3, which is characterized in that
The specific steps of the step S1 include：
S1.1. the first train speed is obtained by the traction control unit sampling of vehicle, is sampled and is obtained by brak control unit
Second train speed；
S1.2. the average value of first train speed and the second train speed is calculated, obtains and calculates the current speed of service.
5. dynamic dispersivity train constant speed centralized control method according to claim 4, it is characterised in that：The step
In S1.1, first train speed is the average value that train speed is obtained by each traction control unit on train；Described
Two train speeds refer to the average value that train speed is obtained by each brak control unit on train.
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| CN201610347074.1A CN105923018B (en) | 2016-05-24 | 2016-05-24 | A kind of dynamic dispersivity train constant speed centralized control method |
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| CN201610347074.1A CN105923018B (en) | 2016-05-24 | 2016-05-24 | A kind of dynamic dispersivity train constant speed centralized control method |
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| CN105923018B true CN105923018B (en) | 2018-08-21 |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN106394613A (en) * | 2016-10-19 | 2017-02-15 | 中车大连电力牵引研发中心有限公司 | Railway vehicle speed control system and method |
| CN108216167B (en) * | 2016-12-22 | 2019-08-13 | 比亚迪股份有限公司 | Train control method and device |
| CN107215359B (en) * | 2017-05-04 | 2019-05-21 | 株洲中车时代电气股份有限公司 | A kind of train speed control method |
| CN107487228B (en) * | 2017-06-30 | 2020-04-17 | 中车大连机车车辆有限公司 | Stability control method of electric locomotive under constant-speed operation condition |
| CN109484414B (en) * | 2017-09-12 | 2020-05-12 | 株洲中车时代电气股份有限公司 | Stability control method for multi-machine multi-coupling traction train |
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| CN109795518B (en) * | 2017-11-17 | 2021-03-19 | 中车唐山机车车辆有限公司 | Rail train braking control system and train |
| CN110654420A (en) * | 2018-06-29 | 2020-01-07 | 株洲中车时代电气股份有限公司 | Constant-speed control method and system for train |
| CN111400847B (en) * | 2018-12-27 | 2023-08-18 | 株洲中车时代电气股份有限公司 | Train speed calculation method, system and equipment |
| CN110456686B (en) * | 2019-07-18 | 2020-11-17 | 株洲长河电力机车科技有限公司 | Full-load traction starting control method for special manned tramcar |
| CN110626365B (en) * | 2019-09-27 | 2020-12-01 | 交控科技股份有限公司 | Train jump control, jump benchmarking parking and dynamic test method based on VCU |
| CN111016969B (en) * | 2019-12-12 | 2021-11-30 | 广州地铁集团有限公司 | Method and device for controlling vehicle intervention type coasting |
| CN111762235B (en) * | 2020-05-29 | 2022-04-15 | 中车青岛四方机车车辆股份有限公司 | Train speed control method and system |
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