CN115892079A - Traction control method for hybrid shunting locomotive - Google Patents
Traction control method for hybrid shunting locomotive Download PDFInfo
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- CN115892079A CN115892079A CN202110912868.9A CN202110912868A CN115892079A CN 115892079 A CN115892079 A CN 115892079A CN 202110912868 A CN202110912868 A CN 202110912868A CN 115892079 A CN115892079 A CN 115892079A
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- 238000000418 atomic force spectrum Methods 0.000 description 3
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- 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
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Abstract
The invention relates to a traction control method of a hybrid shunting locomotive, when the locomotive enters a traction working condition, a whole locomotive control unit calculates a target traction according to the collected handle level of a driver controller, the state of a power battery, the state of a generator set and the speed of the locomotive; the whole vehicle control unit sends the target traction force to the traction inverter control unit through a network, and a traction inverter of the traction inverter control unit generates variable-frequency and variable-voltage three-phase alternating current to drive a traction motor according to the target traction force, so that the traction force of the locomotive is output. When the target tractive effort is greater than the maximum tractive effort allowed by the locomotive, the target tractive effort is equal to the maximum tractive effort allowed by the locomotive. The traction control method provided by the invention can finish the starting of the train under the condition of low level of the driver controller, and reduces the frequency of the driver operating the handle of the driver controller in shunting operation.
Description
Technical Field
The invention relates to a method for controlling traction of a shunting locomotive, in particular to a method for controlling traction of a hybrid shunting locomotive.
Background
The shunting locomotive is mainly used for shunting operations such as train marshalling, disassembly, line switching, vehicle taking and delivering and the like, the locomotive is frequently started and stopped under the shunting operation, the requirement on the starting traction force of the locomotive is high, and the power requirement is low. At present, power output control of internal combustion shunting locomotives and internal electric hybrid shunting locomotives is a multi-level constant power and traction force limiting mode. This control method has the following disadvantages: the traction force at the low-level position is insufficient, and the train can not be started; the high-level traction force is enough, the power is too large, and the speed of the train is too high. When the starting resistance of the train is larger, the lever handle is required to be improved to overcome the resistance for starting, the resistance is reduced after starting, and the lever handle is required to be reduced for preventing the train from being too fast; frequent train start and stop requires a driver to frequently operate the level handle.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: a method for controlling the tractive effort of a hybrid shunting locomotive is provided that reduces the frequency with which a driver operates a driver controller handle during a shunting operation.
The technical scheme adopted by the invention for solving the technical problems is as follows: a traction control method for a hybrid shunting locomotive is characterized in that when the locomotive enters a traction working condition, a whole locomotive control unit calculates a target traction according to a collected driver controller handle level, a power battery state, a generator set state and a locomotive speed; the whole vehicle control unit sends the target traction force to the traction inverter control unit through a network, and a traction inverter of the traction inverter control unit generates variable-frequency variable-voltage three-phase alternating current to drive a traction motor according to the target traction force, so that the traction force of the locomotive is output.
Preferably, the calculating of the target traction force by the whole vehicle control unit according to the collected handle level of the driver controller, the state of the power battery, the state of the generator set and the current speed of the locomotive is as follows:
1) The vehicle control unit calculates available total power and actual total power according to the collected generator set state and the power battery state;
available total power = power available from the power battery + power available from the generator set;
the actual total power = the actual power of the power battery + the actual power of the generator set;
2) The whole vehicle control unit calculates target wheel power according to the collected handle level of the driver controller;
3) And the whole vehicle control unit calculates the target traction according to the actual total power, the available total power, the target wheel power and the current locomotive speed.
Preferably, the calculating the target tractive force by the entire vehicle control unit according to the actual total power, the available total power, the target wheel circumference power and the current locomotive speed is specifically as follows:
1) The whole vehicle control unit calculates initial target traction according to the target power around the wheel and the current locomotive speed;
2) When the actual total power is larger than the available total power, the power battery or the generator set is overloaded, and the target traction force needs to be reduced; the lowering target tractive effort is varied in predetermined steps.
3) When the actual total power is less than the available total power, the whole locomotive is under-loaded, and the target traction force needs to be improved; the increase in target tractive effort varies in predetermined steps.
When the target traction force is larger than the maximum traction force allowed by the locomotive, the target traction force is equal to the maximum traction force allowed by the locomotive; when the locomotive is in initial speed traction, the target traction force of the locomotive is equal to the maximum traction force allowed by the locomotive at different driver controller handle levels; when the vehicle speed is increased, the target wheel power is not changed and the target traction force is increased and decreased according to the vehicle speed.
The energy generated by the diesel generator set is converged with the energy stored in the power battery in the middle direct current unit and then is supplied to the traction inverter and the auxiliary inverter; the traction inverter outputs three-phase alternating current to drive a traction motor to complete traction force output of the locomotive; auxiliary inverter driving auxiliary load to maintain normal operation of locomotive auxiliary system
The invention has the beneficial effects that: when the locomotive enters a traction working condition, the whole locomotive control unit calculates a target traction force according to the collected handle level of the driver controller, the state of the power battery, the state of the generator set and the speed of the locomotive; and the whole vehicle control unit sends the target traction force to the traction inverter control unit through a network. When the locomotive is in initial speed traction, the target traction force of the locomotive is equal to the maximum traction force allowed by the locomotive at different driver controller handle levels; when the vehicle speed increases, the target wheel power is not changed and the target tractive force is decreased as the vehicle speed increases. The traction control method provided by the invention can finish the starting of the train under the condition of low-level of the driver controller, and reduces the frequency of the driver operating the handle of the driver controller in shunting operation.
Drawings
The invention is further described with reference to the following figures and embodiments.
FIG. 1 is a graph of a conventional locomotive tractive effort versus speed curve;
FIG. 2 is a graph of locomotive tractive effort versus speed in accordance with a first embodiment of the present invention;
FIG. 3 is a graph of locomotive tractive effort versus speed according to a second embodiment of the present invention;
FIG. 4 is a schematic block diagram of the present invention for traction control of a hybrid shunting locomotive.
Detailed Description
The invention will now be further described with reference to the accompanying drawings. The drawings are simplified schematic diagrams each illustrating the basic structure of the present invention only in a schematic manner, and thus show only the constitution related to the present invention.
Fig. 1 is a graph showing a relationship between a traction force and a speed curve of a conventional shunting locomotive, wherein 5 downward curves from low to high in fig. 1 are traction force curves of first, second, third, fourth and fifth handles at different speeds of the locomotive. One upward broken line in fig. 1 is the resistance curve for a train operating on a 6% ramp towing 3500 tons of cargo. If the locomotive is controlled according to the traction curve shown in fig. 1, the driver controller handle level must be increased to the fourth gear or above to overcome the resistance to start the train when the train is started. If the high-grade position is continuously kept after the train is started, the speed of the train is stabilized at the speed corresponding to the intersection point of the traction force curve and the resistance curve of the high-grade position. If the value is higher than the target speed of the train, the level of the driver controller handle needs to be lowered after the train is started. If the target speed is not at the speed corresponding to the intersection point of the traction force curve and the resistance curve in the graph, the driver needs to repeatedly adjust the level corresponding to the intersection point before and after the target speed.
In the first embodiment of the invention, the driver controller can be a level driver controller, the driver controller outputs a switching value code, and the vehicle control unit collects the switching value and determines the level of the current driver controller. For example, a locomotive may be controlled using a locomotive tractive effort versus speed graph as shown in fig. 2. The train pulls the same load as used in figure 1. Compared with the method shown in FIG. 1, the difference is that the maximum traction force values of the low-speed sections of the locomotives at different levels are the maximum traction force values allowed by the locomotives. With the engineer control held at the lowest level, the locomotive tractive effort is already greater than the train resistance, the train can be started, the locomotive speed increases after the train is started, and the final speed of the train will remain at the intersection of the lowest tractive curve and the resistance curve. Similarly, if the target speed is not the speed corresponding to the intersection of the traction curve and the resistance curve of FIG. 2, the driver still needs to adjust the driver control handle.
In the second embodiment of the invention, the driver controller can be a continuous level driver controller, the driver controller outputs a continuous analog quantity, the whole vehicle control unit collects the analog quantity, and the current level of the driver controller is determined according to the analog quantity. FIG. 3 is a graph of locomotive tractive effort versus speed for a sequential level driver controller. The shaded portions of fig. 3 are all theoretically areas where locomotive tractive effort can be controlled. After the locomotive traction control is performed by adopting the mode described by the curve shown in fig. 3, the train can be started under the condition that the driver controller is at the lowest level, and meanwhile, the driver controller is controlled to stay in a proper area according to the target speed, if the resistance is not obviously changed, the level of the driver controller does not need to be adjusted any more, and the driver operation is reduced.
The energy transmission mode of the hybrid locomotive is shown in FIG. 4, wherein the solid line in FIG. 4 represents energy transmission and the dashed line represents information transmission. The energy generated by the diesel generator set is converged with the energy stored in the power battery in the middle direct current unit and then is supplied to the traction inverter and the auxiliary inverter. The traction inverter outputs three-phase alternating current to drive the traction motor to complete the traction output of the locomotive. The auxiliary inverter drives the auxiliary load to maintain normal operation of the locomotive auxiliary system. The vehicle control unit monitors or controls the driver controller and all other units.
The invention discloses a traction control method of a hybrid shunting locomotive, which comprises the following steps that when the locomotive enters a traction working condition, a whole locomotive control unit calculates target traction according to the collected handle level of a driver controller, the state of a power battery, the state of a generator set and the speed of the locomotive; the whole vehicle control unit sends the target traction force to the traction inverter control unit through a network, and a traction inverter of the traction inverter control unit generates variable-frequency variable-voltage three-phase alternating current to drive a traction motor according to the target traction force, so that the traction force of the locomotive is output.
Further, the vehicle control unit calculates the target traction according to the collected driver controller handle level, the power battery state, the generator set state and the current locomotive speed, and specifically comprises the following steps:
1) The vehicle control unit calculates available total power and actual total power according to the collected generator set state and the power battery state;
available total power = power available from the power battery + power available from the generator set;
the actual total power = the actual power of the power battery + the actual power of the generator set;
2) The whole vehicle control unit calculates target wheel power according to the collected handle level of the driver controller;
3) And the whole vehicle control unit calculates the target traction according to the actual total power, the available total power, the target wheel circumference power and the current locomotive speed.
Further, the step of calculating the target tractive force by the vehicle control unit according to the actual total power, the available total power, the target power around the wheel and the current locomotive speed is as follows:
1) The whole vehicle control unit calculates initial target traction according to the target wheel power and the current locomotive speed;
2) When the actual total power is larger than the available total power, the power battery or the generator set is overloaded, and the target traction force needs to be reduced; the lowering target tractive effort is varied in predetermined steps, such as preferably in predetermined steps of 25 KN/S.
3) When the actual total power is less than the available total power, the whole locomotive is under-loaded, and the target traction force needs to be improved; the increase in target tractive effort is varied in predetermined steps, such as preferably in predetermined steps of 10 KN/S.
When the target traction force is larger than the maximum traction force allowed by the locomotive, the target traction force is equal to the maximum traction force allowed by the locomotive; when the locomotive is in initial speed traction, the target traction force of the locomotive is equal to the maximum traction force allowed by the locomotive at different driver controller handle levels; when the vehicle speed is increased, the target wheel power is not changed and the target traction force is increased and decreased according to the vehicle speed.
The traction control method provided by the invention can finish the starting of the train under the condition of low level of the driver controller, and reduces the frequency of the driver operating the handle of the driver controller in shunting operation.
The above embodiments are provided only for illustrating the technical idea and features of the present invention, and the purpose thereof is to enable those skilled in the art to understand the content of the present invention and implement the present invention, and not to limit the scope of the present invention by this, and all equivalent changes or modifications made according to the spirit of the present invention should be covered in the scope of the present invention.
Claims (7)
1. A traction control method for a hybrid shunting locomotive is characterized by comprising the following steps: when the locomotive enters a traction working condition, the whole locomotive control unit calculates a target traction force according to the collected handle level of the driver controller, the state of the power battery, the state of the generator set and the speed of the locomotive; the whole vehicle control unit sends the target traction force to the traction inverter control unit through a network, and a traction inverter of the traction inverter control unit generates variable-frequency and variable-voltage three-phase alternating current to drive a traction motor according to the target traction force, so that the traction force of the locomotive is output.
2. The method for controlling traction force of a hybrid shunting locomotive according to claim 1, characterized in that: the method comprises the following steps that a whole vehicle control unit calculates a target traction force according to the collected driver controller handle level, the power battery state, the generator set state and the current locomotive speed:
1) The whole vehicle control unit calculates available total power and actual total power according to the collected generator set state and power battery state;
available total power = power available from the power battery + power available from the generator set;
the actual total power = the actual power of the power battery + the actual power of the generator set;
2) The whole vehicle control unit calculates target wheel power according to the collected handle level of the driver controller;
3) And the whole vehicle control unit calculates the target traction according to the actual total power, the available total power, the target wheel power and the current locomotive speed.
3. The method of claim 2, wherein the method comprises the steps of: the method comprises the following steps that the whole vehicle control unit calculates a target traction force according to the actual total power, the available total power, the target wheel circumference power and the current locomotive speed:
1) The whole vehicle control unit calculates initial target traction according to the target wheel power and the current locomotive speed;
2) When the actual total power is larger than the available total power, the power battery or the generator set is overloaded, and the target traction force needs to be reduced;
3) When the total actual power is less than the total available power, the entire locomotive is under-loaded and the target tractive effort needs to be increased.
4. The method for controlling traction force of a hybrid shunting locomotive according to claim 3, characterized in that: the lowering target tractive effort is varied in predetermined steps.
5. The method for controlling traction force of a hybrid shunting locomotive according to claim 3, characterized in that: the increase in target tractive effort varies in predetermined steps.
6. The method for controlling the tractive effort of a hybrid shunting locomotive according to any one of claims 1-5, wherein: when the target traction force is larger than the maximum traction force allowed by the locomotive, the target traction force is equal to the maximum traction force allowed by the locomotive; when the locomotive is in initial speed traction, the target traction force of the locomotive is equal to the maximum traction force allowed by the locomotive at different driver controller handle levels; when the vehicle speed is increased, the target wheel power is not changed and the target traction force is increased and decreased according to the vehicle speed.
7. The method of claim 6, wherein the method comprises the steps of: the energy generated by the diesel generator set and the energy stored in the power battery are converged in the middle direct current unit and then are supplied to the traction inverter and the auxiliary inverter; the traction inverter outputs three-phase alternating current to drive a traction motor to complete traction force output of the locomotive; the auxiliary inverter drives the auxiliary load to maintain normal operation of the locomotive auxiliary system.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110912868.9A CN115892079B (en) | 2021-08-10 | 2021-08-10 | Traction control method for hybrid shunting locomotive |
| PCT/CN2021/140355 WO2023015813A1 (en) | 2021-08-10 | 2021-12-22 | Hybrid shunting locomotive traction control method |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202110912868.9A CN115892079B (en) | 2021-08-10 | 2021-08-10 | Traction control method for hybrid shunting locomotive |
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| Publication Number | Publication Date |
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| CN115892079A true CN115892079A (en) | 2023-04-04 |
| CN115892079B CN115892079B (en) | 2024-09-13 |
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| CN202110912868.9A Active CN115892079B (en) | 2021-08-10 | 2021-08-10 | Traction control method for hybrid shunting locomotive |
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| WO (1) | WO2023015813A1 (en) |
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| EP2899056B1 (en) * | 2014-01-23 | 2020-04-08 | Mitsubishi Electric R&D Centre Europe B.V. | Method and a device for controlling the voltage of a catenary supplying electric power to rolling stock |
| CN107776588B (en) * | 2017-10-30 | 2019-10-25 | 中车唐山机车车辆有限公司 | Tractive force of train determines method and train control system |
| CN111619594B (en) * | 2019-02-27 | 2021-11-02 | 株洲中车时代电气股份有限公司 | Rail transit train safe starting control system and method |
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2021
- 2021-08-10 CN CN202110912868.9A patent/CN115892079B/en active Active
- 2021-12-22 WO PCT/CN2021/140355 patent/WO2023015813A1/en active Application Filing
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| Publication number | Priority date | Publication date | Assignee | Title |
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| GB1071975A (en) * | 1965-03-26 | 1967-06-14 | Sulzer Ag | Electronic control systems for diesel electric locomotives |
| EP0374960A2 (en) * | 1988-12-23 | 1990-06-27 | Hitachi, Ltd. | Control equipment of electric rolling stock |
| CN102303613A (en) * | 2011-06-21 | 2012-01-04 | 株洲南车时代电气股份有限公司 | Diesel engine and storage battery pack-based dual-power locomotive control method and device |
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| WO2023015813A1 (en) | 2023-02-16 |
| CN115892079B (en) | 2024-09-13 |
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