CN109484414B - Stability control method for multi-machine multi-coupling traction train - Google Patents
Stability control method for multi-machine multi-coupling traction train Download PDFInfo
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Abstract
The invention discloses a stability control method for a multi-locomotive reconnection traction train, which comprises the following steps: acquiring an actual speed value of the locomotive in real time at sampling time intervals, and determining a set speed value and a quasi-constant speed control traction and speed regulation curve under the current master control locomotive handle gear; based on the speed range of the actual speed value of the current locomotive in the curve, calculating new locomotive set traction according to stability control strategies of alternate operation, acceleration or deceleration operation, constant traction operation and overspeed operation of the locomotive under different road conditions; and setting traction by using the new locomotive, and adjusting the actual speed value of the locomotive to enable the actual speed value of the locomotive to be close to the set speed value, so that the locomotive is controlled to run stably. The invention solves the problem of longitudinal vibration of the quasi-constant speed control locomotive reconnection marshalling in the traction tank car marshalling and the tank cargo mixed marshalling, and ensures the stability and the safety of the train marshalling operation.
Description
Technical Field
The invention relates to the field of multi-machine reconnection of a railway tank car, in particular to a stability control method for multi-machine reconnection traction liquid-solid coupling load.
Background
The railway tank car is an important component of railway vehicles, is an important task for transporting liquid, gas and powdery goods, and is widely applied at home and abroad. When the railway tank car marshalling is in operation, particularly under the condition of complex lines such as a long ramp, a fluctuating ramp and the like, slight or violent shaking cannot be avoided, the instability of the tank car can cause the strong coupling effect between the tank body and liquid in the tank body, front and back surging effects can be generated on a traction locomotive, particularly a quasi-constant speed control locomotive, in order to keep the quasi-constant speed operation of the locomotive, the traction force of the locomotive needs to be continuously adjusted, the traction force loading and unloading of the locomotive and the surging power of the multi-quality-point tank car marshalling form resonance, the longitudinal vibration of the train marshalling is amplified, and the running stability and the safety of the train are seriously influenced.
Disclosure of Invention
In order to solve the technical problem, the invention provides a stability control method for a multi-locomotive traction train, wherein the multi-locomotive traction train is provided with a master control locomotive and a plurality of slave control locomotives, and the method comprises the following steps: acquiring an actual speed value of the locomotive in real time at sampling time intervals, determining a set speed value under a handle gear of the current master control locomotive, and constructing a corresponding quasi-constant speed control traction and speed regulation curve based on the set speed value and quasi-constant speed interval parameters matched with the set speed value; calculating new locomotive set traction according to stability control strategies of acceleration/deceleration equal-time alternate operation, acceleration or deceleration operation, traction constant operation and overspeed operation of the locomotive under different road conditions respectively based on the speed range of the actual speed value of the current locomotive in the curve; and adjusting the actual speed value of the locomotive by using the new locomotive set traction so that the actual speed value is close to the set speed value, thereby controlling the locomotive to run stably.
Preferably, the set traction of the locomotive is further calculated according to the set speed value under the master control locomotive handle gear, the difference between the actual speed value and the set speed value, and the traction speed of the motor.
Preferably, when the locomotive is alternately operated during acceleration and deceleration and the like, the following stability control is carried out: the method comprises the steps of determining a traction force time curve in a current running state based on the locomotive set traction force obtained in real time during alternate running of acceleration and deceleration and the like, and obtaining the traction force load and unload slope of each acceleration or deceleration interval, wherein the traction force load and unload slope is the change rate of the locomotive set traction force in unit time; acquiring the set traction of the locomotive at the turning point of the traction moment curve, and calculating the peak-valley difference of the set traction of the locomotive in each acceleration interval or deceleration interval; and reducing the traction load increasing and decreasing slope based on the traction time curve, further adjusting the difference value between the wave crest and the wave trough, and slowing down the fluctuation of the set traction of the locomotive.
Preferably, the adjusted peak-to-valley difference is calculated by using the following expression:
FD＝λ×TD
wherein, TDRepresenting the time difference between the maximum and minimum values of the tractive effort set for the locomotive, lambda representing the tractive effort load shedding slope, FDAnd the adjusted peak-valley difference value is represented.
Preferably, when the locomotive is running in an acceleration or deceleration mode, the following stability control is carried out: and increasing the quasi-constant speed interval parameter in the quasi-constant speed control traction and speed regulation curve, and reducing the set traction of the locomotive.
Preferably, when the locomotive traction force is constantly running, the following smoothness control is carried out: acquiring the actual speed value at the last moment of the locomotive and the actual speed value at the current moment to obtain the actual speed change rate of the locomotive at the current moment; if the actual speed change rate at the current moment is larger than a preset quasi-constant speed interval speed change rate threshold value, adjusting the actual speed value of the locomotive at the next moment by using a preset speed step parameter, reducing the actual speed change frequency, and slowing down the change frequency of the set traction of the locomotive.
Preferably, the actual speed value at the next time instant of the locomotive is calculated using the following expression:
wherein, Vt1Said actual speed value, V, representing the current time of the locomotivet2Representing the actual speed value at the next moment of the locomotive, and theta represents the speed step parameter.
Preferably, when the actual speed value of the locomotive is greater than the set speed value, the locomotive is in the overspeed operation state, and if the calculated locomotive set traction force is less than a preset overspeed traction force threshold value, the locomotive set traction force is updated to the overspeed traction force threshold value.
Preferably, the slave control locomotive obtains the locomotive set traction from the master control locomotive, and adjusts the actual speed value of the slave control locomotive.
Compared with the prior art, one or more embodiments in the above scheme can have the following advantages or beneficial effects:
the invention solves the problem of longitudinal vibration of the quasi-constant speed control locomotive reconnection marshalling in the traction tank car marshalling and the tank cargo mixed marshalling, and ensures the stability and the safety of the train marshalling operation.
Additional advantages, objects, and features of the invention will be set forth in part in the description which follows and in part will become apparent to those having ordinary skill in the art upon examination of the following or may be learned from practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the principles of the invention and not to limit the invention. In the drawings:
fig. 1 is a step diagram of a stability control method of a multi-locomotive reconnection traction train according to an embodiment of the application.
FIG. 2 is a schematic diagram of a simple ideal force influence model of the stability control method for a multi-locomotive multi-coupled traction train according to the embodiment of the application.
Fig. 3 is a graph of quasi-constant speed control tractive force versus speed adjustment of a multi-locomotive multi-coupled traction train stationarity control method according to an embodiment of the present application.
Fig. 4 is a schematic drawing of traction force fluctuation optimization (acceleration and deceleration equal time alternate operation) of the stability control method of the multi-locomotive double-heading traction train according to the embodiment of the application.
Fig. 5 is a schematic diagram of traction fluctuation optimization (traction constant operation) of the stability control method of the multi-locomotive reconnection traction train according to the embodiment of the application.
Fig. 6 is a schematic drawing of the traction force fluctuation optimization (acceleration or deceleration operation) of the stability control method of the multi-locomotive multi-coupled traction train according to the embodiment of the present application.
Fig. 7 is a schematic drawing of traction force fluctuation optimization (overspeed operation) of the stability control method of the multi-locomotive multi-coupled traction train according to the embodiment of the present application.
Detailed Description
The following detailed description of the embodiments of the present invention will be provided with reference to the drawings and examples, so that how to apply the technical means to solve the technical problems and achieve the technical effects can be fully understood and implemented. It should be noted that, as long as there is no conflict, the embodiments and the features of the embodiments of the present invention may be combined with each other, and the technical solutions formed are within the scope of the present invention.
In order to solve the problems, according to the embodiment of the invention, a quasi-constant speed control traction force and speed regulation curve aiming at the handle gear of the master control locomotive is utilized, a coping strategy aiming at the curve in various running states is constructed, the longitudinal vibration problem of a multi-locomotive vehicle is solved, and the stability and the safety of train marshalling running are ensured.
Generally, a multi-locomotive reconnection quasi-constant speed control locomotive is provided with a master locomotive, a plurality of slave control locomotives and a plurality of freight locomotives, and in the control of the whole locomotive, the master locomotive sends parameters to a slave control locomotive control system after the parameters are set. In the application, the locomotive set traction of the slave control locomotive is obtained from a master control locomotive control system, so that the actual speed value of the corresponding slave control locomotive is adjusted in real time; the freight locomotive is loaded with liquid substances, and the tank body and the load form a liquid-solid coupling load system.
Fig. 1 is a step diagram of a stability control method of a multi-locomotive reconnection traction train according to an embodiment of the application. As shown in fig. 1, the method includes the following steps, which are described in detail below.
In the preprocessing step S110, the factors affecting the traction of the multi-locomotive in the running process under the complex road condition are analyzed, based on the analysis result, the stability control of the locomotive is classified, and coping strategies for different running processes are constructed, so as to perform data preprocessing on the stability control of the locomotive, further, the locomotive obtains the actual speed value of the locomotive in real time at sampling time intervals through the sensor device, determines the set speed value under the current master control locomotive handle gear, and constructs a corresponding quasi-constant speed control traction and speed regulation curve based on the set speed value and the quasi-constant speed interval parameter matched with the set speed value.
Specifically, first, the factors affecting the traction of the multi-locomotive are analyzed, and generally, the factors are classified into three categories. The following describes these three types of influencing factors. Firstly, liquid-solid coupling load and running road condition factors. FIG. 2 is a schematic diagram of a simple ideal force influence model of the stability control method for a multi-locomotive multi-coupled traction train according to the embodiment of the application. As shown in fig. 2, when liquid-solid coupled loads such as a multi-locomotive multi-connection traction tank train consist run on a fluctuating ramp, a long uphill ramp to a slow ramp, and a slow ramp to a long uphill ramp, longitudinal vibration is likely to occur. The liquid-solid coupling load of the oil tank truck and the like generally loads liquid such as gasoline, diesel oil and the like (the liquid filling ratio is generally 60-80%), the whole oil tank train forms a complex multi-mass-point coupling liquid-solid system, and when the oil tank truck operates under the road condition, along with the continuous forward movement of train marshalling, the liquid in the tank is easy to shake left and right and back and forth, so that the tank body and the liquid in the tank are strongly coupled, and the continuously changed nonlinear front thrust or back thrust is generated on the locomotive, so that the speed of the locomotive is changed, and the traction regulation of the locomotive is influenced. Specifically, when the train runs on a fluctuating slope, the back tension and the front thrust generated by the surging of the tank wagon change nonlinearly continuously along with the continuous running of the train marshalling, so that the speed of the locomotive is influenced, and the traction regulation is further influenced; when the train runs on a long uphill slope and turns into a gentle slope, the back tension generated by the surging of the tank wagon is continuously reduced in a nonlinear way along with the continuous running of the train marshalling, and the actual speed of the locomotive is influenced, so that the traction regulation is influenced; when the train runs on a gentle slope and turns up a large uphill slope, the back tension generated by the surging of the tank wagon is continuously increased in a nonlinear way along with the continuous running of the train marshalling, and the actual speed of the locomotive is influenced, so that the regulation of the traction of the locomotive is influenced.
Secondly, the influence of the quasi-constant speed control factor of the locomotive on the traction force. The electric locomotive quasi-constant speed control is a control mode aiming at locomotive traction set force, mainly aiming at a traction working condition, when the actual speed of the locomotive is close to a set speed and a fixed value, the locomotive set traction force is linearly adjusted along with the change of the actual speed by a certain load and unload slope parameter, so that the actual speed of the locomotive is kept about the set speed, wherein the load and unload slope parameter refers to the traction force change rate of the locomotive in unit time. Fig. 3 is a graph of quasi-constant speed control tractive force versus speed adjustment of a multi-locomotive multi-coupled traction train stationarity control method according to an embodiment of the present application. Specifically, as shown in fig. 3, the operator controls the handle gear of the master locomotive to enable the locomotive to set the traction force to keep constant torque operation when the locomotive is subjected to traction acceleration; when the actual speed of the locomotive is in a certain range around the set speed, the control system adjusts the set traction of the locomotive in real time according to the actual speed, at the moment, the interval in which the set traction changes along with the real-time adjustment of the set speed and the actual speed is the quasi-constant speed adjusting interval, and further, the difference value between the starting point speed and the ending point speed of the actual speed changing range in the interval is the quasi-constant speed interval parameter. The locomotive set traction is obtained by calculating parameters such as an actual speed value of the locomotive, a set speed value under a handle gear of the main control locomotive, a motor traction speed, a difference between the actual speed value and the set speed value and the like. It should be noted that when multiple locomotives of the quasi-constant speed control locomotive are connected in a reconnection mode, the traction setting force of the slave control locomotive is updated along with the traction setting force calculated by the quasi-constant speed control traction force and speed regulation curve of the master control locomotive.
Referring again to FIG. 3, the abscissa of the graph is the actual speed value V of the locomotiveFruit of Chinese wolfberryThe ordinate sets the tractive force F for the locomotiveTAnd based on the set speed value VIs provided withAnd a quasi constant speed interval parameter V matched with the set speed valueTAnd (5) constructing. In the present application, the curve is divided into quasi-constant speed non-adjustment intervals (the range of the actual speed value is 0-V) by using the actual speed valueIs provided with-α1) And a quasi-constant speed regulation interval (the range of the actual speed value is V)Is provided with-α1～VIs provided with+β1) Wherein, when the range of the actual speed value of the locomotive is VIs provided with～VIs provided with+β1And meanwhile, the section where the locomotive is located belongs to an overspeed section in the quasi-constant speed regulation section. In addition, the relationship between the range of the quasi-constant speed section parameter and the speed values at both ends of the range is expressed by the following expression:
VT＝α1+β1
wherein, α1Representing the minimum value in the range of parameters of said quasi-constant speed interval β1Represents the maximum value in the range of the quasi-constant speed interval parameter.
It should be noted that the quasi-constant speed interval parameters of the curve are obtained according to historical data of vehicle operation condition data, corresponding quasi-constant speed interval parameters are set according to set speed values of different handle gears, and then a quasi-constant speed control traction force and speed adjusting curve corresponding to the handle gears is constructed; when the current actual speed of the locomotive is between 0 and VIs provided with-α1When the locomotive is in the range, the locomotive is in a low-speed running state, and the liquid-solid coupling effect is small, so that the set traction force of the locomotive in the speed range can be constant; when the current actual speed of the locomotive is at VIs provided with-α1～VIs provided withWhen the locomotive is in the range, along with the increase of the running speed of the locomotive, the influence degree of the liquid-solid coupling action on the locomotive is larger and larger, the release amount of the traction force is gradually increased, and therefore the set traction force of the locomotive in the speed range is gradually reduced; when the current actual speed of the locomotive is at VIs provided with～VIs provided with+β1When the actual speed of the locomotive exceeds the set speed of the locomotive within the range, the traction force of the locomotive is unloaded to zero at times, and the recovery degree is small at times, so that the set traction force of the locomotive in the speed range is gradually reduced to zero along with the increase of the actual speed. In addition, the quasi-constant speed interval parameter VTIf the setting is too small, the traction force application release frequency is too fast; current quasi-constant speed interval parameter VTWhen the setting is too large, the load and unload slope parameter of the locomotive traction is too large, and the fluctuation amplitude of the traction is also too large.
Then, coupler factors of the multi-locomotive are analyzed. The experience of starting the current domestic goods train is to compress the couplers to start, namely, the vehicles are respectively started by utilizing the gaps among the vehicles and the spring buffering action among the couplers instead of all the trains acting together, so that the average starting resistance of the trains is smaller, the starting is easier, but the impact force of the trains is aggravated due to the existence of the coupler gaps. Particularly on a rough slope, the actual speed of the locomotive is easy to exceed the set speed (refer to fig. 2), so that the traction force of the locomotive is sometimes unloaded to 0 and sometimes recovered, and the coupler state is frequently changed to cause the longitudinal vibration of the train.
Aiming at the factors influencing the locomotive traction force, the method aims at the longitudinal vibration problem of liquid-solid coupling loads such as the marshalling of a multi-locomotive multi-connected traction tank train and the like under the constant-speed control, and four stability control strategies are formulated. Further, in step S120, based on the speed range of the current actual speed value of the locomotive in which the quasi-constant speed control traction and speed adjustment curve is located, the quasi-constant speed control traction and speed adjustment curve corresponding to the master control locomotive handle gear is used to calculate a new locomotive set traction according to the stability control strategies for the alternate operation of acceleration and deceleration, the acceleration or deceleration operation, the constant traction operation, and the overspeed operation of the locomotive under different road conditions, respectively. The following describes the control strategies corresponding to the above four locomotive operating states.
In the embodiment of the application, when the locomotive is in an acceleration process and a deceleration process for alternating driving, and the time of the acceleration interval or the deceleration interval is equal, the locomotive is in an alternating operation state when the acceleration and the deceleration are equal. The error of the driving distance between the acceleration section and the deceleration section in the alternate operation state such as acceleration and deceleration is 1-2 km, and the error parameter is not specifically limited in the present application, and the operator can adjust the parameter according to the actual situation. Specifically, based on the locomotive set traction force obtained in real time during alternate operation of acceleration, deceleration and the like, determining a traction force time curve in the current operation state, and obtaining the traction force load and unload slope of each acceleration or deceleration interval, wherein the traction force load and unload slope is the change rate of the locomotive set traction force in unit time; then, the set traction of the locomotive at the inflection point of the traction moment curve is obtained, and the difference value (the peak-valley difference value) between the maximum value and the minimum value of the set traction of the locomotive in each acceleration interval or deceleration interval is calculated.
Finally, the difference value between the wave crest and the wave trough is adjusted by using the following expression:
FD＝K×TD＝λ×TD
wherein, FDShowing the difference between the wave crest and the wave trough after adjustment, lambda showing the load-adding and load-reducing slope of the traction force, K showing the change rate of the set traction force of the locomotive in unit time, and TDRepresenting the time difference between the maximum and minimum values of tractive effort set by the locomotive. And reducing the traction load increasing and decreasing slope by using the optimized traction force moment curve so as to reduce the difference value between the wave crest and the wave trough. Fig. 4 is a schematic drawing of traction force fluctuation optimization (acceleration and deceleration equal time alternate operation) of the stability control method of the multi-locomotive double-heading traction train according to the embodiment of the application. As shown in fig. 4, after the fluctuation optimization of the traction force is realized, the amplitude of the traction force is reduced, the fluctuation of the set traction force of the locomotive is further reduced, and the actual speed of the locomotive is adjusted, so that the locomotive is controlled to run smoothly.
Referring to fig. 3, when the locomotive runs in the quasi-constant speed non-regulated interval or at a constant speed, the locomotive is in a traction constant running state, and in order to maintain the traction constant condition, the influence of the liquid load on the tank body needs to be reduced. Specifically, the parameter value of the quasi-constant speed adjusting interval of the locomotive is increased, so that the change rate of the locomotive set traction in unit time is reduced. The regulation strategy for locomotive set tractive effort for a constant force interval is represented by the following expression:
wherein, FTIndicating locomotive set tractive effort, VTIndicating a quasi-constant speed interval parameter. The locomotive set traction is the maximum traction exerted by the locomotive at the corresponding set speed, and is calculated based on the set speed and the locomotive traction envelope curve. Further, when the quasi-constant speed interval parameter is increased, the change rate of the locomotive set traction force in the corresponding unit time is reduced, so that the change of the locomotive set traction force is smooth, the real-time speed of the locomotive is changed stably, and the change curve of the locomotive set traction force in the current running state is optimized, as shown in fig. 5, fig. 5 is a schematic drawing of traction force fluctuation optimization (traction force constant running) of the stability control method of the multi-locomotive multi-coupling traction train in the embodiment of the application.
Then, when the locomotive runs in the quasi-constant speed regulation interval, namely the locomotive is in an acceleration or deceleration running state, the change of the speed will cause the change of the traction force, so that the change frequency of the speed needs to be regulated, and the change frequency of the traction force is reduced. Further, an actual speed value at the last moment of the locomotive and an actual speed value at the current moment need to be obtained, so that the actual speed change rate of the locomotive at the current moment is obtained; and if the actual speed change rate at the current moment is greater than the preset quasi-constant speed interval speed change rate threshold value, adjusting the actual speed value of the locomotive at the next moment by using the preset speed step parameter. Specifically, the actual speed of the locomotive at the next moment is adjusted by the following expression,
wherein, Vt1Representing the actual speed value of the locomotive at the present time (i.e. locomotive t)1The actual speed value of the moment) in km/h; vt2Representing the actual speed value at the next moment of the locomotive (i.e. locomotive t)2The actual speed value of the moment) in km/h; θ represents a speed step parameter. It should be noted that the actual speed value at the next moment of the locomotive is used to calculate the new locomotive set tractive effort. Fig. 6 is a schematic drawing of the traction force fluctuation optimization (acceleration or deceleration operation) of the stability control method of the multi-locomotive multi-coupled traction train according to the embodiment of the present application. As shown in fig. 6, when the locomotive adjusts the speed at the next moment according to the speed step parameter, the change frequency of the actual speed is reduced, and the change frequency of the set traction force of the locomotive is also reduced, so that the set traction force of the locomotive is kept unchanged for a certain time, and the locomotive runs more stably.
Finally, when the actual speed value obtained by the locomotive is greater than the set speed value of the locomotive for the gear position of the master control locomotive handle, the locomotive is in an overspeed running state (refer to fig. 3). To avoid locomotive coupling equipment being affected by release of tractive effort between couplers due to a locomotive setting tractive effort too low or zero, an overspeed tractive effort threshold F needs to be setPAnd when the calculated locomotive set traction force is smaller than the preset overspeed traction force threshold value, outputting the overspeed traction force threshold value by the new locomotive set traction force. Fig. 7 is a schematic drawing of traction force fluctuation optimization (overspeed operation) of the stability control method of the multi-locomotive multi-coupled traction train according to the embodiment of the present application. As shown in fig. 7, the locomotive tractive effort is not unloaded to 0 but remains less tractive effort F according to the corresponding method described abovePTherefore, frequent change of the coupler state is reduced, and the coupler is ensured to be always in a stretching state so as to eliminate impulse caused by a gap between the coupler and a buffer of the vehicle.
Referring again to fig. 1, after the different operating states of the locomotive are respectively adjusted, a new locomotive set tractive effort is output, and then, the process proceeds to step S130. Further, the traction force is set by using the new locomotive, the actual speed value of the locomotive is adjusted, so that the actual speed value of the locomotive is close to the set speed value under the gear position of the operating handle, and the locomotive is controlled to run stably.
The invention makes a stability control strategy aiming at multi-locomotive double-heading traction liquid-solid coupling loads under complex road conditions of locomotives, solves the problem of longitudinal vibration of quasi-constant speed control locomotive double-heading marshalling in liquid-solid coupling loads such as traction tank car marshalling, tank cargo mixed marshalling and the like, ensures the stability of train marshalling operation and the safety of train marshalling couplers, and simultaneously, the corresponding control strategy idea can be expanded to other constant speed/constant speed regulation fields without specific limitation.
The above description is only a preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (9)
1. A stability control method for a multi-locomotive double-heading traction train, wherein the multi-locomotive double-heading traction train is provided with a master control locomotive and a plurality of slave control locomotives, and is characterized by comprising the following steps:
acquiring an actual speed value of the locomotive in real time at sampling time intervals, determining a set speed value under a handle gear of the current master control locomotive, and constructing a corresponding quasi-constant speed control traction and speed regulation curve based on the set speed value and quasi-constant speed interval parameters matched with the set speed value;
calculating new locomotive set traction according to stability control strategies of acceleration/deceleration equal-time alternate operation, acceleration or deceleration operation, traction constant operation and overspeed operation of the locomotive under different road conditions respectively based on the speed range of the actual speed value of the current locomotive in the curve;
and adjusting the actual speed value of the locomotive by using the new locomotive set traction so that the actual speed value is close to the set speed value, thereby controlling the locomotive to run stably.
2. A smoothness control method according to claim 1, further,
and calculating the set traction of the locomotive according to the set speed value under the handle gear of the master control locomotive, the difference between the actual speed value and the set speed value and the traction speed of the motor.
3. A stationarity control method according to claim 1 or 2, characterized in that, when the locomotive is alternately operated at acceleration or deceleration or the like, the following stationarity control is performed:
the method comprises the steps of determining a traction force time curve in a current running state based on the locomotive set traction force obtained in real time during alternate running of acceleration and deceleration and the like, and obtaining the traction force load and unload slope of each acceleration or deceleration interval, wherein the traction force load and unload slope is the change rate of the locomotive set traction force in unit time;
acquiring the set traction of the locomotive at the turning point of the traction moment curve, and calculating the peak-valley difference of the set traction of the locomotive in each acceleration interval or deceleration interval;
and reducing the traction load increasing and decreasing slope based on the traction time curve, further adjusting the difference value between the wave crest and the wave trough, and slowing down the fluctuation of the set traction of the locomotive.
4. A stationarity control method according to claim 3, characterized in that the adjusted peak-to-valley difference is calculated using the following expression:
FD＝λ×TD
wherein, TDRepresenting the time difference between the maximum and minimum values of the tractive effort set for the locomotive, lambda representing the tractive effort load shedding slope, FDAnd the adjusted peak-valley difference value is represented.
5. A smoothness control method according to claim 1 or 2, wherein when the locomotive is running at an acceleration or deceleration, the following smoothness control is performed:
and increasing the quasi-constant speed interval parameter in the quasi-constant speed control traction and speed regulation curve, and reducing the set traction of the locomotive.
6. A smoothness control method according to claim 1 or 2, wherein when the locomotive traction force is constantly running, the following smoothness control is performed:
acquiring the actual speed value at the last moment of the locomotive and the actual speed value at the current moment to obtain the actual speed change rate of the locomotive at the current moment;
if the actual speed change rate at the current moment is larger than a preset quasi-constant speed interval speed change rate threshold value, adjusting the actual speed value of the locomotive at the next moment by using a preset speed step parameter, reducing the actual speed change frequency, and slowing down the change frequency of the set traction of the locomotive.
7. A smoothness control method according to claim 6, wherein said actual speed value at a next time instant of the locomotive is calculated using the expression:
wherein, Vt1Said actual speed value, V, representing the current time of the locomotivet2Representing the actual speed value at the next moment of the locomotive, and theta represents the speed step parameter.
8. A smoothness control method according to claim 1 or 2,
when the actual speed value of the locomotive is larger than the set speed value, the locomotive is in the overspeed running state, and if the calculated set traction force of the locomotive is smaller than a preset overspeed traction force threshold value, the set traction force of the locomotive is updated to be the overspeed traction force threshold value.
9. A smoothness control method according to claim 1 or claim 2, wherein said slave control locomotive obtains said locomotive set tractive effort from said master control locomotive, adjusting said actual speed value of said slave control locomotive.
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| CN112721959B (en) * | 2021-01-05 | 2022-05-24 | 中国神华能源股份有限公司神朔铁路分公司 | Longitudinal surging suppression method for heavy-duty train |
| CN112606875B (en) * | 2021-01-07 | 2022-06-07 | 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 |
| 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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