CN112046554A - Speed control method and system for hump sliding vehicle - Google Patents
Speed control method and system for hump sliding vehicle Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
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Abstract
The invention provides a speed control method and a system for a hump humping vehicle, wherein the control method comprises the following steps: detecting whether the train set enters a speed reducer section; after the train set enters a reducer section, dynamically calculating the head discharge amount l of the train setfAnd length l of the train entering the retarder sectionrAnd is subjected tofAnd lrComparing; according to lfAnd lrJudging whether the speed reducer is started to brake or not according to the comparison result; and if the retarder is braked, detecting whether the vehicle group leaves the retarder section. In the process of slipping the vehicle group, the speed reducer is braked in advance to increase the braking distance, the probability of overspeed occurrence of special vehicles can be effectively reduced, the vehicle group energy is dynamically calculated and compared with the braking energy of the speed reducer to dynamically regulate and control the action of the speed reducer, the average speed of the vehicle group passing through the speed reducer section is effectively improved, and thus the hump operation efficiency is improved.
Description
Technical Field
The invention belongs to the field of hump rolling vehicles, and particularly relates to a speed control method and system of a hump rolling vehicle.
Background
The hump of marshalling station is a small hill which is built on the ground and is just like the shape of camel hump back, and is designed into a proper slope, on the hill a railway is laid, and the potential energy produced by utilizing gravity of vehicle and slope of hump can be used as locomotive thrust to break up train. When the hump shunting operation is carried out, the shunting machine pushes the train to the hump, when the foremost train set approaches the hump top, the train hook is lifted, and at the moment, the train can automatically slide down the slope to a preset line of a grouping yard by utilizing the gravity of the train, so that the shunting operation efficiency can be greatly improved. In the process of the vehicle group sliding down by depending on the gravity of the vehicle group, in order to ensure the requirements of safety and operation, a speed reducer must be arranged at a certain place, and the sliding speed of the vehicle group is adjusted according to the requirement so as to meet the operation requirement. After the train set enters the reducer section, the reducer can start braking when the train set just enters, so that the speed of the train set is reduced to the requirement of operation very early, and the time that the train set occupies the reducer section is too long due to the fact that the average speed of the train set running on the reducer is low, and therefore the operation efficiency of a hump is affected.
The hump field with speed reducer adopts head-releasing tail-blocking braking method for controlling the speed of car group. The head-releasing and tail-blocking means that when the braking capability of the speed reducer is larger than the energy consumed by the train set, the train set can not apply braking at the beginning of entering the speed reducer, namely the head-releasing is performed, and then the remaining vehicles of the train set are braked, so that the speed of the train set is just reduced to a calculated set value before the train set leaves the speed reducer section, namely the tail-blocking is performed.
The head-placing and tail-blocking braking method firstly calculates head-placing amount by utilizing the braking energy height of the speed reducer and the energy height of the slipping vehicle group, then the speed of the vehicle group is controlled by adopting the head-placing and tail-blocking braking method, the value of the braking energy height of the speed reducer adopted in the calculation is the average braking energy height of the speed reducer provided by a speed reducer equipment manufacturer after a plurality of tests, but in the actual control process of the speed reducer on the vehicle group, the actual braking energy height of the speed reducer on different vehicles is different, namely the braking energy height used in the calculation is possibly different from the braking energy height in actual use, and if the difference between the braking energy height and the braking energy height in actual use is larger, the following two conditions can be caused:
if the actual braking energy of the speed reducer on the vehicle is far greater than the braking energy used in calculation, the actual speed of the vehicle set reaches the speed value required by the operation early before the vehicle set leaves the speed reducer section, and the best effect of shortening the time of occupying the speed reducer section is hard to receive;
for a train set of special wheels (thin wheels, oil tankers, etc.), the actual braking energy of the retarder on the vehicle is much lower than the retarder energy used in the calculation, and the actual speed of the train set may not reach the expected value, resulting in an overspeed.
Therefore, it is an urgent need to solve the problem of the art to provide a method for controlling the speed of a humped vehicle with high work efficiency and safety.
Disclosure of Invention
In view of the above problems, the present invention provides a method and system for controlling the speed of a humped vehicle.
A method of controlling the speed of a humped vehicle, the method comprising:
detecting whether the train set enters a speed reducer section;
after the train set enters a reducer section, dynamically calculating the head discharge amount l of the train setfAnd length l of the train entering the retarder sectionrAnd is subjected tofAnd lrComparing;
according to lfAnd lrJudging whether the speed reducer is started to brake or not according to the comparison result;
if the speed reducer is braked, detecting whether the car group leaves a speed reducer section;
if the vehicle group is notWith section leaving the speed reducer, the energy height H of the train set is calculated dynamicallycRear and acquired braking energy of speed reducer is high HjPerforming energy-height comparison;
the braking state of the retarder is adjusted according to the comparison result until the train leaves the retarder section.
Further, the air conditioner is provided with a fan,
the head discharge amount l of the dynamic calculation vehicle setfAnd length l of the train entering the retarder sectionrAnd is subjected tofAnd lrThe comparison of (1) is:
periodic calculation of head discharge amount l of train setfAnd length l of the train entering the retarder sectionrAnd is subjected tofAnd lrComparing;
the dynamic calculation vehicle group energy height HcRear and acquired braking energy of speed reducer is high HjThe energy comparison was performed as:
periodic computer train set energy high HcRear and acquired braking energy of speed reducer is high HjEnergy high comparison is performed.
Further, the air conditioner is provided with a fan,
head discharge amount l of the vehicle setfThe model of (a) is:
lf: the length of the head of the vehicle group; lc: the total length of the train set; v: the current speed of the consist; vout: the speed at which the work requested consist leaves the retarder section; c: the weight ratio of the train set; hj: the braking energy of the speed reducer is high; r: the braking energy of the speed reducer is high in use coefficient; g: acceleration of gravity.
Further, the air conditioner is provided with a fan,
length l of the train entering the retarder sectionrThe model of (a) is:
lr: vehicle with wheelsThe length of the pack entering the retarder sector; v: the current speed of the consist.
Further, the air conditioner is provided with a fan,
the train set energy is high HcThe model of (a) is:
lc: the total length of the train set; lr: the length of the section of the train entering the speed reducer; v: the current speed of the consist; vout: the speed at which the work requested consist leaves the retarder section; c: the weight ratio of the train set; g: acceleration of gravity.
Further, the air conditioner is provided with a fan,
said according to lfAnd lrJudging whether the speed reducer is started to brake or not according to the comparison result:
when l isr＜lfIn time, dynamically calculating the head discharge amount l of the vehicle setfAnd the length l of the section of the train entering the retarderrAnd is subjected tofAnd lrComparing;
when l isr≥lfWhen the speed reducer is started, the brake is started.
Further, the air conditioner is provided with a fan,
the adjusting of the braking state of the speed reducer according to the comparison result of the energy levels includes:
when H is presentc≥HjWhen the speed reducer is braked, the speed reducer is braked;
when H is presentc＜HjAnd H isc＜HjWhen A is reached, the speed reducer is released, and the train set runs at a constant speed until Hc=HjIn time, the retarder is braked again.
The invention also provides a speed control system of the hump humping vehicle, which comprises a detection module, a calculation module and a control module; wherein the content of the first and second substances,
the detection module is used for detecting whether the train set enters a speed reducer section;
the calculation module is used for dynamically calculating the head discharge amount l of the train setfSection of speed reducer entering with train setLength l ofrAnd is subjected tofAnd lrComparing;
the control module is used for controlling the control module according to lfAnd lrJudging whether the speed reducer is started to brake or not according to the comparison result;
the detection module is used for detecting whether the train set leaves a reducer section;
if the train set does not leave the speed reducer section, the calculation module is also used for dynamically calculating the energy height H of the train setcRear and acquired braking energy of speed reducer is high HjPerforming energy-height comparison;
and the control module is used for adjusting the braking state of the speed reducer according to the comparison result of the energy levels until the train set leaves the speed reducer section.
Further, the air conditioner is provided with a fan,
the head discharge amount l of the dynamic calculation vehicle setfAnd length l of the train entering the retarder sectionrAnd is subjected tofAnd lrThe comparison of (1) is:
periodically calculating the head discharge amount l of the vehicle setfAnd length l of the train entering the retarder sectionrAnd is subjected tofAnd lrComparing;
the dynamic calculation vehicle group energy height HcRear and acquired braking energy of speed reducer is high HjThe energy comparison was performed as:
periodic computer train set energy high HcRear and acquired braking energy of speed reducer is high HjEnergy high comparison is performed.
Further, the air conditioner is provided with a fan,
head discharge amount l of the vehicle setfThe model of (a) is:
lf: the length of the head of the vehicle group; lc: the total length of the train set; v: the current speed of the consist; vout: the speed at which the work requested consist leaves the retarder section; c: the weight ratio of the train set; hj: the braking energy of the speed reducer is high; r: manufacture of speed reducerThe kinetic energy is high in use coefficient; g: acceleration of gravity.
Further, the air conditioner is provided with a fan,
length l of the train entering the retarder sectionrThe model of (a) is:
lr: the length of the section of the train entering the speed reducer; v: the current speed of the consist.
Further, the air conditioner is provided with a fan,
the train set energy is high HcThe model of (a) is:
lc: the total length of the train set; lr: the length of the section of the train entering the speed reducer; v: the current speed of the consist; vout: the speed at which the work requested consist leaves the retarder section; c: the weight ratio of the train set; g: acceleration of gravity.
Further, the air conditioner is provided with a fan,
said according to lfAnd lrJudging whether the speed reducer is started to brake or not according to the comparison result:
when l isr＜lfIn time, dynamically calculating the head discharge amount l of the vehicle setfAnd the length l of the section of the train entering the retarderrAnd is subjected tofAnd lrComparing;
when l isr≥lfWhen the speed reducer is started, the brake is started.
Further, the air conditioner is provided with a fan,
the adjusting of the braking state of the speed reducer according to the comparison result of the energy levels includes:
when H is presentc≥HjWhen the speed reducer is braked, the speed reducer is braked;
when H is presentc＜HjAnd H isc＜HjWhen A is reached, the speed reducer is released, and the train set runs at a constant speed until Hc=HjTime, speed reducerAnd braking is carried out again.
In the process of slipping the vehicle group, the speed reducer is braked in advance to increase the braking distance, the probability of overspeed occurrence of special vehicles can be effectively reduced, the vehicle group energy is dynamically calculated and compared with the braking energy of the speed reducer to dynamically regulate and control the action of the speed reducer, the average speed of the vehicle group passing through the speed reducer section is effectively improved, and thus the hump operation efficiency is improved.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by 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
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
FIG. 1 is a flow chart illustrating a method for controlling the speed of a humped vehicle in an embodiment of the invention;
FIG. 2 illustrates an unbraked schematic of a retarder in an embodiment of the present invention where the length of the retarder entering the retarder section is less than the retarder discharge head length;
FIG. 3 illustrates a schematic representation of the beginning of retarder braking for a consist of an embodiment of the present invention with the length of the consist entering the retarder section being greater than the consist payout head amount;
FIG. 4 shows a theoretical velocity diagram using a toe-in and tail-out braking method;
FIG. 5 shows a graph of actual speed using a head and tail brake method;
FIG. 6 illustrates a velocity diagram of a method of controlling the velocity of a humped vehicle in an embodiment of the invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
FIG. 1 is a flow chart illustrating a method for controlling the speed of a humped vehicle in an embodiment of the invention. As shown in FIG. 1, it is detected whether the consist enters a retarder section.
After the train set enters a reducer section, dynamically calculating the head discharge amount l of the train setfAnd the length l of the section of the train entering the retarderrAnd is subjected tofAnd lrComparison of (1).
The embodiment of the invention provides a method for determining the head placing amount of a train set, which is used for calculating the head placing amount l of the train setf. More specifically, according to the first train set slipping parameter, a train set head releasing amount l is establishedfA model;
the first group humping parameter comprises:
total length of trainc；
Speed V of the work-requested train leaving the retarder sectionout；
The weight ratio C of the train set;
braking energy of speed reducer is high Hj；
And the braking energy of the speed reducer is high in use coefficient R, wherein R is more than 0 and less than 1.
Head discharge amount l of the vehicle setfThe model is as follows:
wherein g is the acceleration of gravity.
Obtaining the current speed V of the sliding of the train set, and placing the head according to the current speed V and the train setlfModel, determining the head-laying quantity l of the trainf. That is, the current speed V of the train set is brought into the head discharge amount l of the train setfThe model (2) is as follows:
wherein lf: the length of the head of the vehicle group; lc: the total length of the train set; v: the current speed of the consist; vout: the speed at which the work requested consist leaves the retarder section; c: the weight ratio of the train set; hj: the braking energy of the speed reducer is high; r: the braking energy of the speed reducer is high in use coefficient; g: acceleration of gravity;
calculate the head-off quantity l of the vehicle setfThe current head-off quantity l of the vehicle group is determinedf。
The head placing amount is dynamically calculated, and the head placing amount is adjusted according to the change of the speed of the vehicle group, so that the risk caused by the fact that the speed of the vehicle group is changed and the head placing amount is not correspondingly adjusted after the head placing amount is calculated at one time is avoided.
Calculating the head-off quantity l of the train setfIn the formula (2), the braking energy of the speed reducer is high HjThe high use coefficient R of the braking energy of one speed reducer is multiplied, and the high use coefficient R of the braking energy of the speed reducer is smaller than 1. The calculated head release amount is correspondingly reduced, and the speed reducer can brake in advance, so that the braking distance is increased, and the probability of overspeed occurrence of a special vehicle can be effectively reduced; for a common vehicle, although head-placing amount is reduced, in a link of comparing high train set energy with high braking energy of a speed reducer, the speed reducer can be relieved, the average speed of the train set in a speed reducer section can be effectively improved, and the time of the train set occupying the speed reducer section is reduced.
Bringing the current speed V of the train set to the length l of the section of the train set entering the retarderrThe model (2) is as follows:
lr: the length of the section of the train entering the speed reducer; v: the current speed of the consist;
determining the length l of the train entering the reduction gear sectionrThe numerical value of (c).
Comparing the head discharge amount l of the vehicle setfLength l of the section of the train entering the retarderrThe size of (2).
According to lfAnd lrJudging whether the speed reducer is started to brake or not according to the comparison result;
when l isr＜lfIn time, dynamically calculating the head discharge amount l of the vehicle setfAnd the length l of the section of the train entering the retarderrAnd is subjected tofAnd lrComparison of (1). FIG. 2 shows an unbraked schematic view of a retarder of a consist according to an embodiment of the present invention, wherein the length of the section of the consist entering the retarder is less than the amount of the head of the consist that is released.
When l isr≥lfWhen the speed reducer is started, the brake is started. FIG. 3 shows a schematic diagram of the beginning of braking of a retarder of a consist of an embodiment of the invention, wherein the length of the retarder entering the retarder section is greater than the head-off amount of the consist.
And if the retarder is braked, detecting whether the vehicle group leaves the retarder section.
If the train set does not leave the speed reducer section, the energy height H of the train set is dynamically calculatedcAnd the obtained braking energy of the speed reducer is high HjEnergy high comparison is performed.
The embodiment of the invention also discloses a method for determining the energy height of the train set, which is used for calculating the energy height H of the train setc. More specifically, according to the second train set slipping parameter, the train set energy height H is establishedcA model;
the second group slide parameters include:
total length of trainc；
Length l of the train entering the retarder sectionr；
Speed V of the work-requested consist when it leaves the retarder sectionout；
And the weight ratio C of the train set;
the section of the train entering the retarderLength l ofrComprises the following steps:
wherein V is the current speed of the consist;
the train set energy is high HcThe model is as follows:
wherein g is the acceleration of gravity.
Obtaining the current speed V of the train set sliding and placing, and obtaining the energy height H of the train set according to the current speed V and the energy height H of the train setcModel, determining the consist energy height Hc. I.e. the calculated length l of the train entering the retarder sectionrAnd the current speed V of the train set is brought into the train set energy height HcThe model (2) is as follows:
lc: the total length of the train set; lr: the length of the section of the train entering the speed reducer; v: the current speed of the consist; vout: the speed at which the work requested consist leaves the retarder section; c: the weight ratio of the train set; g: acceleration of gravity;
the vehicle group energy height H can be obtainedcNamely, the current train set energy height H is determinedc。
The comparison of energy levels includes:
Hc＞Hjthe actual braking energy of the speed reducer to the train set is higher than the theoretical energy of the speed reducer, and the speed reducer needs to maintain braking;
Hc=Hjthe actual braking energy of the speed reducer on the vehicle set is higher than the theoretical energy of the speed reducer, and the speed reducer needs to maintain braking;
Hc＜Hjthe braking energy of the speed reducer to the train set is higher than the theoretical energy of the speed reducer, so that in order to prevent frequent braking of the speed reducer, a certain margin is set, the margin is set to be A, and A is a constant, so that when H is used, the braking energy of the train set is higher than the braking energy of the speed reducer, the actual braking energy of the speed reducer to the train set is higher than the theoretical energy of the speed reducer, and the marginc＜HjAnd H isc＜HjA, when the train set energy is higher than the brake energy of the speed reducer minus the margin A, the speed reducer starts to relieve, and the train set runs at a constant speed until Hc=HjIn time, the retarder is braked again.
Adjusting the braking state of the retarder according to the comparison result of the energy levels until the train set leaves the retarder section;
when H is presentc≥HjWhen the speed reducer is braked, the speed reducer is braked;
when H is presentc＜HjAnd H isc＜HjWhen A is reached, the speed reducer is released, and the train set runs at a constant speed until Hc=HjIn time, the retarder is braked again.
Periodically detecting whether the train set leaves a reducer section, and if the train set does not leave the reducer section, calculating the energy height H of the current train setcComparison of vehicle group energy height HcAnd the energy of the speed reducer is high HjThe braking state of the retarder is adjusted on the basis of the comparison of the energy levels until the train leaves the retarder section.
Therefore, in the braking process of the vehicle by the speed reducer, the relation between the high braking energy of the vehicle group and the high braking energy of the speed reducer is compared in real time, when the braking energy of the vehicle group is higher than the braking energy of the speed reducer by a certain value, the speed reducer is relieved, the vehicle group is not decelerated until the braking energy of the vehicle group is higher than the braking energy of the speed reducer again, the speed reducer is braked again, the time for hooking the vehicle to occupy the speed reducer section can be shortened, the average speed of the vehicle group in the speed reducer section is increased, and meanwhile the control precision of the speed reducer on the vehicle group is also improved.
The head discharge amount l of the vehicle set is dynamically calculatedfAnd the length l of the section of the train entering the retarderrAnd is subjected tofAnd lrFor better results, it may be calculated periodicallyHead discharge amount l of the vehicle setfAnd the length l of the section of the train entering the retarderrAnd is subjected tofAnd lrComparison of (1).
The dynamic calculation vehicle group energy height HcRear and acquired braking energy of speed reducer is high HjThe energy high comparison is carried out, and for better effect, the energy high H of the train set can be periodically calculatedcRear and acquired braking energy of speed reducer is high HjEnergy high comparison is performed.
Illustratively, 100ms may be taken as one period.
Fig. 4 shows a theoretical velocity diagram of the braking method using the head-releasing and tail-stopping method, and fig. 5 shows an actual velocity diagram of the braking method using the head-releasing and tail-stopping method, in practical application, because the actual braking energy of the speed reducer to the train set is higher than the theoretical braking energy of the speed reducer, the deceleration of the train set is higher than the theoretical calculated value, the speed of the train set is reduced to the speed value required by the operation too early, and the time for the train set to occupy the section of the speed reducer is long.
FIG. 6 illustrates a velocity diagram of a method of controlling the velocity of a humped vehicle in an embodiment of the invention. Because the actual braking energy of the speed reducer on the train set is higher than the theoretical braking energy of the speed reducer, the speed of the train set is reduced too fast, in the braking process of the speed reducer, when the energy of the train set is higher than that of the speed reducer, the speed reducer is released, the train set moves at a constant speed, and the speed reducer brakes again until the energy of the train set is higher than or equal to that of the speed reducer, so that the time that the train set occupies a speed reducer section can be effectively reduced.
In conclusion, in the process of slipping the vehicle group, the speed reducer is braked in advance, the braking distance is increased, the probability of overspeed occurrence of special vehicles can be effectively reduced, the vehicle group energy is dynamically calculated, and the speed reducer action is dynamically regulated and controlled by comparing the vehicle group energy with the braking energy of the speed reducer, so that the average speed of the vehicle group passing through the speed reducer section is effectively increased, and the hump operation efficiency is improved.
The invention also provides a speed control system of the hump humping vehicle, which comprises a detection module, a calculation module and a control module; wherein the content of the first and second substances,
the detection module is used for detecting whether the train set enters a speed reducer section;
the calculation module is used for dynamically calculating the head discharge amount l of the train setfAnd length l of the train entering the retarder sectionrAnd is subjected tofAnd lrComparing;
head discharge amount l of the vehicle setfThe model of (a) is:
lf: the length of the head of the vehicle group; lc: the total length of the train set; v: the current speed of the consist; vout: the speed at which the work requested consist leaves the retarder section; c: the weight ratio of the train set; hj: the braking energy of the speed reducer is high; r: the braking energy of the speed reducer is high in use coefficient; g: acceleration of gravity;
length l of the train entering the retarder sectionrThe model of (a) is:
lr: the length of the section of the train entering the speed reducer; v: the current speed of the consist;
the control module is used for controlling the control module according to lfAnd lrJudging whether the speed reducer is started to brake or not according to the comparison result;
said according to lfAnd lrJudging whether the speed reducer is started to brake or not according to the comparison result:
when l isr＜lfIn time, dynamically calculating the head discharge amount l of the vehicle setfAnd the length l of the section of the train entering the retarderrAnd is subjected tofAnd lrComparing;
when l isr≥lfWhen the speed reducer is started to brake;
the detection module is used for detecting whether the train set leaves a reducer section;
if the train has not left the retarder section, the calculation moduleBlock, also for dynamically calculating the train consist energy height HcRear and acquired braking energy of speed reducer is high HjPerforming energy-height comparison;
the train set energy is high HcThe model of (a) is:
lc: the total length of the train set; lr: the length of the section of the train entering the speed reducer; v: the current speed of the consist; vout: the speed at which the work requested consist leaves the retarder section; c: the weight ratio of the train set; g: acceleration of gravity.
The control module is used for adjusting the braking state of the speed reducer according to the comparison result of the energy levels until the train set leaves the speed reducer section;
the adjusting of the braking state of the speed reducer according to the comparison result of the energy levels includes:
when H is presentc≥HjWhen the speed reducer is braked, the speed reducer is braked;
when Hc is less than Hj and Hc is less than Hj-A, the speed reducer is relieved, and when the train set runs at a constant speed until Hc = Hj, the speed reducer brakes again;
the head discharge amount l of the dynamic calculation vehicle setfAnd length l of the train entering the retarder sectionrAnd is subjected tofAnd lrThe comparison of (1) is:
periodic calculation of head discharge amount l of train setfAnd length l of the train entering the retarder sectionrAnd is subjected tofAnd lrComparing;
the dynamic calculation vehicle group energy height HcRear and acquired braking energy of speed reducer is high HjThe energy comparison was performed as:
periodic computer train set energy high HcRear and acquired braking energy of speed reducer is high HjEnergy high comparison is performed.
Although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (14)
1. A method of controlling the speed of a humped vehicle, the method comprising:
detecting whether the train set enters a speed reducer section;
after the train set enters a reducer section, dynamically calculating the head discharge amount l of the train setfAnd length l of the train entering the retarder sectionrAnd is subjected tofAnd lrComparing;
according to lfAnd lrJudging whether the speed reducer is started to brake or not according to the comparison result;
if the speed reducer is braked, detecting whether the car group leaves a speed reducer section;
if the train set does not leave the speed reducer section, the energy height H of the train set is dynamically calculatedcRear and acquired braking energy of speed reducer is high HjPerforming energy-height comparison;
the braking state of the retarder is adjusted according to the comparison result until the train leaves the retarder section.
2. The method of controlling the speed of a hump humping vehicle according to claim 1,
the head discharge amount l of the dynamic calculation vehicle setfAnd length l of the train entering the retarder sectionrAnd is subjected tofAnd lrThe comparison of (1) is:
periodic calculation of head discharge amount l of train setfAnd length l of the train entering the retarder sectionrAnd is subjected tofAnd lrComparing;
the dynamic calculation vehicle group energy height HcRear and acquired braking energy of speed reducer is high HjThe energy comparison was performed as:
periodic computer train set energy high HcRear and acquired braking energy of speed reducer is high HjGo on and canHigh comparison.
3. Method for controlling the speed of a hump rolling vehicle according to claim 1 or 2, characterized in that the set laying head amount/, isfThe model of (a) is:
lf: the length of the head of the vehicle group; lc: the total length of the train set; v: the current speed of the consist; vout: the speed at which the work requested consist leaves the retarder section; c: the weight ratio of the train set; hj: the braking energy of the speed reducer is high; r: the braking energy of the speed reducer is high in use coefficient; g: acceleration of gravity.
4. Method for controlling the speed of a hump humping vehicle according to claim 1 or 2, characterized in that the length/of the entering retarder section of said set of carsrThe model of (a) is:
lr: the length of the section of the train entering the speed reducer; v: the current speed of the consist.
5. The method of controlling the speed of a hump rolling vehicle according to claim 1 or 2, characterized in that said consist energy height HcThe model of (a) is:
lc: the total length of the train set; lr: the length of the section of the train entering the speed reducer; v: the current speed of the consist; vout: the speed at which the work requested consist leaves the retarder section; c: the weight ratio of the train set; g: gravity plusSpeed.
6. The method of controlling the speed of a hump humping vehicle according to claim 1,
said according to lfAnd lrJudging whether the speed reducer is started to brake or not according to the comparison result:
when l isr＜lfIn time, dynamically calculating the head discharge amount l of the vehicle setfAnd the length l of the section of the train entering the retarderrAnd is subjected tofAnd lrComparing;
when l isr≥lfWhen the speed reducer is started, the brake is started.
7. The method of controlling the speed of a hump humping vehicle according to claim 1,
the adjusting of the braking state of the speed reducer according to the comparison result of the energy levels includes:
when H is presentc≥HjWhen the speed reducer is braked, the speed reducer is braked;
when H is presentc＜HjAnd H isc＜HjWhen A is reached, the speed reducer is released, and the train set runs at a constant speed until Hc=HjIn time, the retarder is braked again.
8. The speed control system of the hump humping vehicle is characterized by comprising a detection module, a calculation module and a control module; wherein the content of the first and second substances,
the detection module is used for detecting whether the train set enters a speed reducer section;
the calculation module is used for dynamically calculating the head discharge amount l of the train setfAnd length l of the train entering the retarder sectionrAnd is subjected tofAnd lrComparing;
the control module is used for controlling the control module according to lfAnd lrJudging whether the speed reducer is started to brake or not according to the comparison result;
the detection module is used for detecting whether the train set leaves a reducer section;
if the train set does not leave the speed reducer section, the calculation module is also used for dynamically calculating the energy height H of the train setcRear and acquired braking energy of speed reducer is high HjPerforming energy-height comparison;
and the control module is used for adjusting the braking state of the speed reducer according to the comparison result of the energy levels until the train set leaves the speed reducer section.
9. The speed control system of a hump humping vehicle according to claim 8,
the head discharge amount l of the dynamic calculation vehicle setfAnd length l of the train entering the retarder sectionrAnd is subjected tofAnd lrThe comparison of (1) is:
periodically calculating the head discharge amount l of the vehicle setfAnd length l of the train entering the retarder sectionrAnd is subjected tofAnd lrComparing;
the dynamic calculation vehicle group energy height HcRear and acquired braking energy of speed reducer is high HjThe energy comparison was performed as:
periodic computer train set energy high HcRear and acquired braking energy of speed reducer is high HjEnergy high comparison is performed.
10. Speed control system for a hump humping vehicle according to claim 8 or 9, characterized in that said set laying head quantity/, isfThe model of (a) is:
lf: the length of the head of the vehicle group; lc: the total length of the train set; v: the current speed of the consist; vout: the speed at which the work requested consist leaves the retarder section; c: the weight ratio of the train set; hj: the braking energy of the speed reducer is high; r: the braking energy of the speed reducer is high in use coefficient; g: acceleration of gravity.
11. The speed control system of a hump humping vehicle according to claim 8 or 9, characterized in that the length/of the entering retarder section of said set of carsrThe model of (a) is:
lr: the length of the section of the train entering the speed reducer; v: the current speed of the consist.
12. The system of claim 8 or 9, wherein the consist energy height H iscThe model of (a) is:
lc: the total length of the train set; lr: the length of the section of the train entering the speed reducer; v: the current speed of the consist; vout: the speed at which the work requested consist leaves the retarder section; c: the weight ratio of the train set; g: acceleration of gravity.
13. The speed control system of a hump humping vehicle according to claim 8,
said according to lfAnd lrJudging whether the speed reducer is started to brake or not according to the comparison result:
when l isr＜lfIn time, dynamically calculating the head discharge amount l of the vehicle setfAnd the length l of the section of the train entering the retarderrAnd is subjected tofAnd lrComparing;
when l isr≥lfWhen the speed reducer is started, the brake is started.
14. The speed control system of a hump humping vehicle according to claim 8,
the adjusting of the braking state of the speed reducer according to the comparison result of the energy levels includes:
when H is presentc≥HjWhen the speed reducer is braked, the speed reducer is braked;
when H is presentc＜HjAnd H isc＜HjWhen A is reached, the speed reducer is released, and the train set runs at a constant speed until Hc=HjIn time, the retarder is braked again.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202010998665.1A CN112046554A (en) | 2020-09-22 | 2020-09-22 | Speed control method and system for hump sliding vehicle |
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| CN202010998665.1A CN112046554A (en) | 2020-09-22 | 2020-09-22 | Speed control method and system for hump sliding vehicle |
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