WO2018058795A1 - 一种轨道交通车辆及其弓网接触压力调节方法和系统 - Google Patents

一种轨道交通车辆及其弓网接触压力调节方法和系统 Download PDF

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Publication number
WO2018058795A1
WO2018058795A1 PCT/CN2016/109694 CN2016109694W WO2018058795A1 WO 2018058795 A1 WO2018058795 A1 WO 2018058795A1 CN 2016109694 W CN2016109694 W CN 2016109694W WO 2018058795 A1 WO2018058795 A1 WO 2018058795A1
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Prior art keywords
contact pressure
bow
current
rail transit
transit vehicle
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English (en)
French (fr)
Inventor
蒋济雄
蒋忠城
张俊
刘晓波
王先锋
袁文辉
刘亚妮
陈晶晶
段华东
黄学君
周礼
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CRRC Zhuzhou Locomotive Co Ltd
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CRRC Zhuzhou Locomotive Co Ltd
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Publication of WO2018058795A1 publication Critical patent/WO2018058795A1/zh
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B60L5/18—Current collectors for power supply lines of electrically-propelled vehicles using bow-type collectors in contact with trolley wire
    • B60L5/22—Supporting means for the contact bow
    • B60L5/28—Devices for lifting and resetting the collector
    • B60L5/32—Devices for lifting and resetting the collector using fluid pressure

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  • the invention relates to the technical field of rail transit vehicles, and in particular to a method for adjusting a bow web contact pressure of a rail transit vehicle.
  • the present invention also relates to a bow mesh contact pressure regulating system for a rail transit vehicle and a rail transit vehicle including the above described arch net contact pressure regulating system.
  • a single static contact pressure is generally employed to meet the entire operating process speed range.
  • the train when the train is running on the transportation line, its speed must have a large fluctuation range.
  • the bow network contact pressure usually only needs to be maintained within its static pressure fluctuation range, and the influence of the wind speed on the bow pressure can be ignored.
  • the train running speed reaches 200km/h, 300km/h or even higher, in order to ensure good contact, the bow mesh contact pressure has a large fluctuation compared with the static contact pressure.
  • the object of the present invention is to provide a method for adjusting the pressure of the bow network of a rail transit vehicle, which can It is enough to keep the bow net in a good state of flow under various motion states of the rail transit vehicle.
  • Another object of the present invention is to provide a bow mesh contact pressure adjusting system for a rail transit vehicle, and a rail transit vehicle including the above described arch net contact pressure adjusting system.
  • the present invention provides a bow network contact pressure adjustment method for a rail transit vehicle, including:
  • the current bow mesh contact pressure is adjusted according to the difference between the current bow mesh contact pressure and the theoretical bow mesh contact pressure.
  • detecting the current motion state parameter of the rail transit vehicle during operation specifically includes:
  • the correspondence between the preset motion state parameter and the bow network contact pressure is specifically:
  • the method further comprises:
  • the adjustment value of the current contact pressure of the bow net is corrected.
  • the invention also provides a bow network contact pressure regulation system for a rail transit vehicle, comprising:
  • a detecting module configured to detect a current motion state parameter of the rail transit vehicle during operation and a current bow network contact pressure
  • a calculation module configured to calculate a theoretical bow network contact pressure corresponding to the current motion state parameter according to a corresponding relationship between the preset motion state parameter and the bow network contact pressure
  • the control module is configured to adjust the current bow mesh contact pressure according to the difference between the current bow mesh contact pressure and the theoretical bow mesh contact pressure.
  • the detecting module specifically includes a speed sensor for detecting a vehicle speed of the rail transit vehicle and a pressure sensor for detecting a current bow web contact pressure.
  • control module specifically includes a conversion module for converting a difference between a current bow contact pressure and a theoretical bow contact pressure into a corresponding air amount, and according to the conversion The conversion value of the module adjusts the air pressure module of the amount of air in the pantograph airbag.
  • a wind speed sensor for detecting a current ambient wind speed at which the rail transit vehicle is located, and the wind speed sensor is signally coupled to the control module to correct the effect of the current ambient wind speed on the bow web contact pressure
  • the control module adjusts the current contact pressure of the net.
  • the method further comprises a security module coupled to the detection module for suspending operation of the computing module and the control module upon detecting that the vehicle speed of the rail vehicle is zero or the current bow network contact pressure is zero.
  • the present invention also provides a rail transit vehicle comprising the arch net contact pressure regulating system of any of the above five.
  • the method for adjusting the bow network contact pressure of a rail transit vehicle mainly comprises three steps, namely: detecting a current motion state parameter of the rail transit vehicle during operation and a current bow network contact pressure; according to the preset motion state parameter Corresponding relationship with the contact pressure of the bow net, the theoretical bow net contact pressure corresponding to the current motion state parameter is calculated; the current bow net contact pressure is adjusted according to the difference between the current bow net contact pressure and the theoretical bow net contact pressure.
  • the first step when the rail transit vehicle is running, its motion state parameters and the current bow network contact pressure are constantly changing, and the real-time detection can simultaneously grasp the changes of the two.
  • the corresponding relationship between the preset motion state parameter and the bow network contact pressure can be referred to, thereby calculating the theory under the current motion state parameter.
  • the bow web contact pressure apparently, the theoretical bow web contact pressure is the optimum value for maintaining a good flow state between the arch nets on the rail transit vehicle.
  • the third step after the theoretical contact pressure of the net is calculated, it can be compared with the detected current contact pressure of the net, so that the difference between the two can be obtained, and then the difference can be obtained according to the difference.
  • the current contact pressure of the bow net is adjusted to gradually approach the theoretical bow net contact pressure, and finally maintain a good contact and flow state between the pantograph and the contact net. Therefore, the method for adjusting the pressure of the arch net contact provided by the present invention can maintain the bow net in a good state of flow under various motion states of the rail transit vehicle.
  • FIG. 1 is a flow chart of a method for adjusting a bow web contact pressure in a specific embodiment of the present invention
  • FIG. 2 is a block diagram of a bow-net contact pressure adjustment system in a specific embodiment of the present invention.
  • FIG 3 is a structural view of a bow mesh contact pressure adjusting system in a specific embodiment of the present invention.
  • Detection module-1 calculation module-2, control module-3, speed sensor-101, pressure sensor-102, conversion module-201, air pressure module-202, wind speed sensor-4, security module-5, filter-6 Swing bow solenoid valve - 7, electronically controlled pressure regulator - 8, safety valve - 9, pressure gauge - 10, check valve - 11.
  • FIG. 1 is a flow chart of a method for adjusting the contact pressure of a bow net in a specific embodiment of the present invention.
  • the method for adjusting the bow network contact pressure of a rail transit vehicle mainly comprises three steps: detecting a current motion state parameter of the rail transit vehicle during operation and a current bow network contact pressure; According to the corresponding relationship between the preset motion state parameter and the bow network contact pressure, the theoretical bow network contact pressure corresponding to the current motion state parameter is calculated; the current bow network is adjusted according to the difference between the current bow mesh contact pressure and the theoretical bow mesh contact pressure. Contact pressure.
  • the main content is the detection of relevant parameters of rail transit vehicles. Specifically, when the rail transit vehicle is in operation, its motion state parameters constantly change, and the contact pressure between the pantograph and the catenary on the rail transit vehicle also constantly changes. In this way, by detecting the current motion state parameter of the rail transit vehicle and the current bow network contact pressure, the running condition of the rail transit vehicle can be grasped.
  • the corresponding relationship between the preset motion state parameter and the bow network contact pressure can be referred to, thereby calculating the theory under the current motion state parameter.
  • the bow network is in contact with the pressure.
  • the theoretical bow web contact pressure is the optimum value for maintaining a good flow state between the arch nets on the rail transit vehicle.
  • the correspondence between the preset motion state parameter and the bow network contact pressure may be a function of the vehicle speed of the rail transit vehicle as a function of the theoretical bow network contact pressure. That is, after knowing the speed of the rail transit vehicle, the corresponding theoretical bow network contact pressure can be known from the curve.
  • the rest such as the relationship between the vehicle speed, the acceleration and the bow network contact pressure, can also be used.
  • the theoretical contact pressure of the net is calculated, it can be compared with the detected current contact pressure of the net, so that the difference between the two can be obtained, and then the difference can be obtained according to the difference.
  • the current contact pressure of the bow net is adjusted to gradually approach the theoretical bow net contact pressure, and finally maintain a good contact and flow state between the pantograph and the contact net.
  • the bow network contact pressure adjustment method provided by the present invention first detects the current motion state parameter of the rail transit vehicle during operation and the current bow network contact pressure, and secondly calculates the current motion state parameter as a calculation factor corresponding thereto.
  • the theoretical bow net contact pressure and finally adjust the current bow net contact pressure according to the difference between the current bow net contact pressure and the theoretical bow net contact pressure, so that the current bow net contact pressure gradually approaches the theoretical contact pressure, so in the rail transit vehicle
  • the bow network maintains a good flow state under various motion states.
  • the current vehicle speed of the rail transit vehicle can be specifically detected.
  • the acceleration, power and other parameters of the rail transit vehicle can also be detected simultaneously.
  • the current contact pressure of the net it is also possible to simultaneously contact the current pressure of the net. Adjust the value to make corrections. Specifically, firstly, the current ambient wind speed of the position of the rail transit vehicle, such as downwind or upwind, wind speed, wind pressure and the like, may be detected, and then according to the influence of the current ambient wind speed on the contact pressure of the bow net, the current contact pressure of the bow net is The adjustment value is corrected.
  • the influence of the current ambient wind speed on the contact pressure of the bow net can be similar to the corresponding relationship between the motion state parameter and the contact pressure of the bow net, and can be a function curve of the wind speed and the pressure fluctuation of the bow net contact.
  • FIG. 2 is a block diagram of a bow-net contact pressure adjusting system according to an embodiment of the present invention.
  • the bow network contact pressure regulation system of the rail transit vehicle mainly comprises a detection module 1, a calculation module 2 and a control module 3.
  • the detection module 1 is mainly used for detecting the current motion state parameter and the current bow network contact pressure when the rail transit vehicle is running.
  • the detection module 1 includes a speed sensor 101 and a pressure sensor 102.
  • the speed sensor 101 is mainly used to detect the vehicle speed of the rail transit vehicle
  • the pressure sensor 102 is mainly used to detect the bow web contact pressure.
  • the detection module 1 can also detect parameters such as acceleration, power, and the like of the rail transit vehicle.
  • the calculation module 2 is connected to the detection module 1 . After detecting the current motion state parameter of the rail transit vehicle and the current bow network contact pressure, the detection module 1 sends the two detection values to the calculation module 2 . Then, the calculation module 2 calculates a theoretical bow network contact pressure corresponding to the current motion state parameter according to the corresponding relationship between the preset motion state parameter and the bow network contact pressure. For example, the calculation module 2 can calculate the theoretical bow network contact pressure according to a preset function curve of the preset vehicle speed and the theoretical bow network contact pressure.
  • the control module 3 is connected to the calculation module 2, and when the calculation module 2 calculates the theoretical network contact pressure, the value is sent to the control module 3. Then, the control module 3 adjusts the current bow network contact pressure according to the difference between the current bow mesh contact pressure and the theoretical bow mesh contact pressure, so that the current bow mesh contact pressure rapidly approaches the theoretical bow mesh contact pressure.
  • the control module 3 can include a conversion module 301 and a pneumatic module 302.
  • the conversion module 301 is mainly used to convert the difference between the current bow mesh contact pressure and the theoretical bow mesh contact pressure into a corresponding air volume value, and the bow mesh contact pressure is determined by the amount of air in the pantograph airbag.
  • the air pressure module 302 is connected to the conversion module 301, and is mainly used for adjusting the amount of air in the pantograph airbag according to the conversion value of the conversion module 301. When the amount of air in the pantograph airbag increases, the contact pressure of the arch net increases, and vice versa. Then decrease.
  • the wind speed sensor 4 is added in the embodiment.
  • the wind speed sensor 4 is connected to the control module 3 and is mainly used for detecting the current ambient wind speed of the position where the rail transit vehicle is located, so as to send the detection value to the control module 3, so that the control module 3 contacts the pressure of the bow network according to the current ambient wind speed. Affects the correction of the current bow network contact pressure.
  • the security module 5 is added in this embodiment.
  • the security module 5 is connected to the detection module 1 and is mainly used for suspending operation of the calculation module 2 and the control module 3 when the detection module 1 detects that the vehicle speed of the rail transit vehicle is zero or the current bow network contact pressure is zero.
  • the security module 5 can be a pressure switch or the like.
  • FIG. 3 is a structural diagram of a bow-net contact pressure adjusting system according to a specific embodiment of the present invention.
  • the control module 3 when the control module 3 adjusts the current contact pressure of the bow network to increase, the control module 3 sends a boost signal to the electronically controlled pressure regulating valve 8, and at this time, the lift solenoid valve 7 is energized, and the compressed air passes through the filter in sequence. 6.
  • the sling solenoid valve 7, the electronically controlled pressure regulating valve 8, and the one-way valve 11 reach the pantograph airbag to generate the raising bow pressure, realize the lifting bow, and increase the contact pressure of the bow net.
  • the electronically controlled pressure regulating valve 8 controls the raising bow pressure at the current vehicle speed, and the one-way valve 11 controls the raising time.
  • the control module 3 adjusts the current bow network contact pressure to decrease, the control module 3 sends a step-down signal to the electronically controlled pressure regulating valve 8, and at this time, the lifter solenoid valve 7 is powered off, and the compressed air in the pantograph airbag passes through The one-way valve 11 and the electronically controlled pressure regulating valve 8 are discharged from the lift solenoid valve 7.
  • the pantograph can realize the bow reduction by its own weight, and reduces the contact pressure of the bow net. In this process, the check valve 11 controls the bowing time.
  • a pressure gauge 10 may be provided on the air passage to detect the pressure of the air passage, and a safety valve 9 is added to define the highest safety air pressure to avoid air passage expansion.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种轨道交通车辆的弓网接触压力调节方法，包括以下步骤：检测轨道交通车辆运行时的当前运动状态参数和当前弓网接触压力；根据预设的运动状态参数与弓网接触压力的对应关系，计算与当前运动状态参数对应的理论弓网接触压力；根据当前弓网接触压力与理论弓网接触压力间的差值调节当前弓网接触压力。还提供了一种弓网接触压力调节系统和一种应用该压力调节系统的轨道交通车辆。该弓网接触压力调节方法、系统以及应用该压力调节系统的轨道交通车辆，能够实时调节当前弓网接触压力，使其趋近于理论弓网接触压力，使得弓网之间始终保持良好的受流状态。

Description

一种轨道交通车辆及其弓网接触压力调节方法和系统
本申请要求于2016年9月30日提交中国专利局、申请号为201610874570.2、发明名称为“一种轨道交通车辆及其弓网接触压力调节方法和系统”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及轨道交通车辆技术领域，特别涉及一种轨道交通车辆的弓网接触压力调节方法。本发明还涉及一种轨道交通车辆的弓网接触压力调节系统以及一种包括上述弓网接触压力调节系统的轨道交通车辆。
背景技术
轨道交通作为一种绿色、环保、高效的交通运输方式，在我国交通运输体系中占据极为重要的地位。
轨道交通列车运行的稳定性、可靠性和鲁棒性等是轨道交通研发工程师主要研究的问题。其中，安全高效的将接触网上的电能流转到电力机车终端是保证列车正常工作的首要条件。通常，轨道车辆通过装置在车顶的受电弓从接触网获取电能，因此，受电弓与接触网(简称“弓网”)之间必须保持合适的接触压力。弓网接触压力过小时，易产生离线并产生电弧；压力过大时，易引起接触网局部弯曲、疲劳损失、降低使用寿命等。
在现有技术中，一般采用单一静态接触压力来满足整个运行过程速度范围。但是，列车在运输线上运行时，其速度必然存在较大波动范围。当列车运行速度较低时，弓网接触压力通常只需要维持在其静态压力浮动范围内即可，且可以忽略风速对弓网压力产生的影响。但当列车运行速度达到200km/h、300km/h甚至更高时，为保证其良好接触，其弓网接触压力相较于静态接触压力存在很大起伏。
因此，如何在列车的起动、加速、匀速、减速、停止等不同运动状态下使弓网保持良好受流状态，是本领域技术人员亟待解决的技术问题。
发明内容
本发明的目的是提供一种轨道交通车辆的弓网接触压力调节方法，能 够在轨道交通车辆的各种运动状态下使弓网保持良好受流状态。本发明的另一目的是提供一种轨道交通车辆的弓网接触压力调节系统，以及一种包括上述弓网接触压力调节系统的轨道交通车辆。
为解决上述技术问题，本发明提供一种轨道交通车辆的弓网接触压力调节方法，包括：
检测轨道交通车辆运行时的当前运动状态参数和当前弓网接触压力；
根据预设的运动状态参数与弓网接触压力的对应关系，计算与当前运动状态参数对应的理论弓网接触压力；
根据当前弓网接触压力与理论弓网接触压力间的差值调节当前弓网接触压力。
优选地，检测轨道交通车辆运行时的当前运动状态参数具体包括：
检测轨道交通车辆运行时的当前车速。
优选地，预设的运动状态参数与弓网接触压力的对应关系具体为：
轨道交通车辆的车速与理论弓网接触压力的函数关系曲线。
优选地，调节当前弓网接触压力时，还包括：
检测轨道交通车辆所处位置的当前环境风速；
根据当前环境风速对弓网接触压力的影响，修正对当前弓网接触压力的调节值。
本发明还提供一种轨道交通车辆的弓网接触压力调节系统，包括：
检测模块，用于检测轨道交通车辆运行时的当前运动状态参数和当前弓网接触压力；
计算模块，用于根据预设的运动状态参数与弓网接触压力的对应关系，计算与当前运动状态参数对应的理论弓网接触压力；
控制模块，用于根据当前弓网接触压力与理论弓网接触压力间的差值调节当前弓网接触压力。
优选地，所述检测模块具体包括用于检测轨道交通车辆的车速的速度传感器和用于检测当前弓网接触压力的压力传感器。
优选地，所述控制模块具体包括用于将当前弓网接触压力与理论弓网接触压力间的差值转化为对应的空气量值的转换模块，以及根据所述转换 模块的转化值调节受电弓气囊内的空气量的气压模块。
优选地，还包括用于检测轨道交通车辆所处位置的当前环境风速的风速传感器，且所述风速传感器与所述控制模块信号连接，以根据当前环境风速对弓网接触压力的影响修正所述控制模块对当前弓网接触压力的调节值。
优选地，还包括与所述检测模块信号连接、用于在检测到轨道交通车辆的车速为零或当前弓网接触压力为零时使所述计算模块与控制模块暂停运行的安全模块。
本发明还提供一种轨道交通车辆，包括如上述五项中任一项所述的弓网接触压力调节系统。
本发明所提供的轨道交通车辆的弓网接触压力调节方法，主要包括三个步骤，分别为：检测轨道交通车辆运行时的当前运动状态参数和当前弓网接触压力；根据预设的运动状态参数与弓网接触压力的对应关系，计算与当前运动状态参数对应的理论弓网接触压力；根据当前弓网接触压力与理论弓网接触压力间的差值调节当前弓网接触压力。其中，在第一步中，轨道交通车辆运行时，其运动状态参数和当前弓网接触压力不断变化，通过实时检测的方式可同时掌握两者变化。在第二步中，当获知了轨道交通车辆的当前运动状态参数后，即可参照预设的运动状态参数与弓网接触压力间的对应关系，以此计算出在当前运动状态参数下的理论弓网接触压力；显然，该理论弓网接触压力是使得轨道交通车辆上的弓网之间保持良好受流状态的最佳值。在第三步中，当计算出了理论弓网接触压力之后，即可将其与检测出的当前弓网接触压力进行对比，如此可获得两者间的差值，之后即可根据该差值对当前弓网接触压力进行调节，使其逐渐趋近于理论弓网接触压力，并最终使受电弓与接触网之间始终保持良好的接触、受流状态。因此，本发明所提供的弓网接触压力调节方法，能够在轨道交通车辆的各种运动状态下使弓网保持良好受流状态。
本发明所提供的弓网接触压力调节系统以及轨道交通车辆，其有益效果均如上所述。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据提供的附图获得其他的附图。
图1为本发明所提供的一种具体实施方式中的弓网接触压力调节方法的流程图；
图2为本发明所提供的一种具体实施方式中的弓网接触压力调节系统的模块图；
图3为本发明所提供的一种具体实施方式中的弓网接触压力调节系统的结构图。
其中，图2—图3中：
检测模块—1，计算模块—2，控制模块—3，速度传感器—101，压力传感器—102，转换模块—201，气压模块—202，风速传感器—4，安全模块—5，过滤器—6，升弓电磁阀—7，电控调压阀—8，安全阀—9，压力表—10，单向阀—11。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
请参考图1，图1为本发明所提供的一种具体实施方式中的弓网接触压力调节方法的流程图。
在本发明所提供的一种具体实施方式中，轨道交通车辆的弓网接触压力调节方法主要包括三个步骤，分别为：检测轨道交通车辆运行时的当前运动状态参数和当前弓网接触压力；根据预设的运动状态参数与弓网接触压力的对应关系，计算与当前运动状态参数对应的理论弓网接触压力；根据当前弓网接触压力与理论弓网接触压力间的差值调节当前弓网接触压力。
其中，在第一步中，主要内容为对轨道交通车辆相关参数的检测。具体的，当轨道交通车辆在运行时，其运动状态参数不断发生变化，同时轨道交通车辆上的受电弓与接触网之间的接触压力也不断发生变化。如此，通过检测轨道交通车辆运行时的当前运动状态参数和当前弓网接触压力，即可掌握轨道交通车辆的运行状况。
在第二步中，当获知了轨道交通车辆的当前运动状态参数后，即可参照预设的运动状态参数与弓网接触压力间的对应关系，以此计算出在当前运动状态参数下的理论弓网接触压力。显然，该理论弓网接触压力是使得轨道交通车辆上的弓网之间保持良好受流状态的最佳值。此处优选地，该预设的运动状态参数与弓网接触压力间的对应关系可为轨道交通车辆的车速与理论弓网接触压力的函数关系曲线。即获知轨道交通车辆的车速后，即可从该曲线上获知对应的理论弓网接触压力。当然，由于轨道交通车辆的当前运动状态参数很多，并不仅限于车速与弓网接触压力的函数关系曲线，其余比如车速、加速度与弓网接触压力的函数关系曲线等同样可以采用。
在第三步中，当计算出了理论弓网接触压力之后，即可将其与检测出的当前弓网接触压力进行对比，如此可获得两者间的差值，之后即可根据该差值对当前弓网接触压力进行调节，使其逐渐趋近于理论弓网接触压力，并最终使受电弓与接触网之间始终保持良好的接触、受流状态。
综上所述，本发明所提供的弓网接触压力调节方法，首先检测轨道交通车辆运行时的当前运动状态参数和当前弓网接触压力，其次将当前运动状态参数作为计算因素计算出与其对应的理论弓网接触压力，最后根据当前弓网接触压力与理论弓网接触压力间的差值调节当前弓网接触压力，使得当前弓网接触压力逐渐趋近于理论接触压力，如此在轨道交通车辆的各种运动状态下使弓网保持良好受流状态。
另外，在检测轨道交通车辆运行时的当前运动状态参数时，具体可检测轨道交通车辆的当前车速。当然，还可同时检测轨道交通车辆的加速度、功率等参数。
此外，在调节当前弓网接触压力时，还可同时对当前弓网接触压力的 调节值做修正。具体的，首先可检测轨道交通车辆所处位置的当前环境风速，比如顺风或逆风、风速大小、风压等参数，然后根据当前环境风速对弓网接触压力的影响，对当前弓网接触压力的调节值进行修正。此处的当前环境风速对弓网接触压力的影响，具体可与运动状态参数与弓网接触压力的对应关系类似，可为风速与弓网接触压力波动量的函数关系曲线等。
如图2所示，图2为本发明所提供的一种具体实施方式中的弓网接触压力调节系统的模块图。
在本发明所提供的一种具体实施方式中，轨道交通车辆的弓网接触压力调节系统主要包括检测模块1、计算模块2和控制模块3。
其中，检测模块1主要用于检测轨道交通车辆运行时的当前运动状态参数和当前弓网接触压力。具体的，该检测模块1包括速度传感器101和压力传感器102。该速度传感器101主要用于检测轨道交通车辆的车速，而压力传感器102主要用于检测弓网接触压力。当然，检测模块1还可以检测轨道交通车辆的加速度、功率等参数。
计算模块2与检测模块1信号连接，检测模块1检测出轨道交通车辆的当前运动状态参数和当前弓网接触压力后，将该两种检测值发送到计算模块2。然后计算模块2根据预设的运动状态参数与弓网接触压力的对应关系计算与当前运动状态参数对应的理论弓网接触压力。比如，计算模块2可根据预设的车速与理论弓网接触压力的函数关系曲线计算出理论弓网接触压力。
控制模块3与计算模块2信号连接，当计算模块2计算出了理论弓网接触压力后，将该值发送给控制模块3。然后控制模块3根据当前弓网接触压力与理论弓网接触压力间的差值调节当前弓网接触压力，使得当前弓网接触压力迅速趋近于理论弓网接触压力。具体的，该控制模块3可包括转换模块301和气压模块302。其中，转换模块301主要用于将当前弓网接触压力与理论弓网接触压力间的差值转化为对应的空气量值，而弓网接触压力由受电弓气囊内的空气量决定。气压模块302与转换模块301信号连接，主要用于根据转换模块301的转化值调节受电弓气囊内的空气量，当受电弓气囊内的空气量增加时，弓网接触压力增大，反之则减小。
另外，为提高控制模块3对当前弓网接触压力的调节精确度，在本实施例中增设了风速传感器4。该风速传感器4与控制模块3信号连接，主要用于检测轨道交通车辆所处位置的当前环境风速，从而将检测值发送给控制模块3，使得控制模块3根据当前环境风速对弓网接触压力的影响对当前弓网接触压力的调节值进行修正。
此外，考虑到运行安全和能源节省，本实施例中增设了安全模块5。该安全模块5与检测模块1信号连接，主要用于在检测模块1检测到轨道交通车辆的车速为零或当前弓网接触压力为零时使计算模块2与控制模块3等暂停运行。具体的，该安全模块5可为压力开关等。
如图3所示，图3为本发明所提供的一种具体实施方式中的弓网接触压力调节系统的结构图。
在硬件结构层面上，当控制模块3调节当前弓网接触压力增大时，控制模块3发送增压信号给电控调压阀8，此时升弓电磁阀7通电，压缩空气依次通过过滤器6、升弓电磁阀7、电控调压阀8、单向阀11，达到受电弓气囊从而产生升弓压力，实现升弓，将弓网接触压力增大。在此过程中，电控调压阀8控制了该当前车速下的升弓压力，而单向阀11控制了升弓时间。同时，当控制模块3调节当前弓网接触压力减小时，控制模块3发送降压信号给电控调压阀8，此时升弓电磁阀7断电，受电弓气囊里的压缩空气依次通过单向阀11、电控调压阀8，再从升弓电磁阀7排出，受电弓可依靠自重实现降弓，将弓网接触压力减小。在此过程中，单向阀11控制了降弓时间。
另外，还可在气路上设置压力表10检测气路压力，同时增设安全阀9限定最高安全气压，避免出现气路膨胀。
对所公开的实施例的上述说明，使本领域专业技术人员能够实现或使用本发明。对这些实施例的多种修改对本领域的专业技术人员来说将是显而易见的，本文中所定义的一般原理可以在不脱离本发明的精神或范围的情况下，在其它实施例中实现。因此，本发明将不会被限制于本文所示的这些实施例，而是要符合与本文所公开的原理和新颖特点相一致的最宽的范围。

Claims (10)

  1. 一种轨道交通车辆的弓网接触压力调节方法，其特征在于，包括：
    检测轨道交通车辆运行时的当前运动状态参数和当前弓网接触压力；
    根据预设的运动状态参数与弓网接触压力的对应关系，计算与当前运动状态参数对应的理论弓网接触压力；
    根据当前弓网接触压力与理论弓网接触压力间的差值调节当前弓网接触压力。
  2. 根据权利要求1所述的弓网接触压力调节方法，其特征在于，检测轨道交通车辆运行时的当前运动状态参数具体包括：
    检测轨道交通车辆运行时的当前车速。
  3. 根据权利要求2所述的弓网接触压力调节方法，其特征在于，预设的运动状态参数与弓网接触压力的对应关系具体为：
    轨道交通车辆的车速与理论弓网接触压力的函数关系曲线。
  4. 根据权利要求1-3任一项所述的弓网接触压力调节方法，其特征在于，调节当前弓网接触压力时，还包括：
    检测轨道交通车辆所处位置的当前环境风速；
    根据当前环境风速对弓网接触压力的影响，修正对当前弓网接触压力的调节值。
  5. 一种轨道交通车辆的弓网接触压力调节系统，其特征在于，包括：
    检测模块，用于检测轨道交通车辆运行时的当前运动状态参数和当前弓网接触压力；
    计算模块，用于根据预设的运动状态参数与弓网接触压力的对应关系，计算与当前运动状态参数对应的理论弓网接触压力；
    控制模块，用于根据当前弓网接触压力与理论弓网接触压力间的差值调节当前弓网接触压力。
  6. 根据权利要求5所述的弓网接触压力调节系统，其特征在于，所述检测模块具体包括用于检测轨道交通车辆的车速的速度传感器和用于检测 当前弓网接触压力的压力传感器。
  7. 根据权利要求6所述的弓网接触压力调节系统，其特征在于，所述控制模块具体包括用于将当前弓网接触压力与理论弓网接触压力间的差值转化为对应的空气量值的转换模块，以及根据所述转换模块的转化值调节受电弓气囊内的空气量的气压模块。
  8. 根据权利要求5-7任一项所述的弓网接触压力调节系统，其特征在于，还包括用于检测轨道交通车辆所处位置的当前环境风速的风速传感器，且所述风速传感器与所述控制模块信号连接，以根据当前环境风速对弓网接触压力的影响修正所述控制模块对当前弓网接触压力的调节值。
  9. 根据权利要求8所述的弓网接触压力调节系统，其特征在于，还包括与所述检测模块信号连接、用于在检测到轨道交通车辆的车速为零或当前弓网接触压力为零时使所述计算模块与控制模块暂停运行的安全模块。
  10. 一种轨道交通车辆，其特征在于，包括如权利要求5-9任一项所述的弓网接触压力调节系统。
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CN114841093A (zh) * 2022-05-20 2022-08-02 中国科学院力学研究所 一种基于流固耦合的受电弓与隧道耦合效应研究方法
CN115122934A (zh) * 2022-06-23 2022-09-30 北京中车赛德铁道电气科技有限公司 受电弓多级调节主动控制系统
CN118245862A (zh) * 2024-02-27 2024-06-25 浙江省轨道交通运营管理集团有限公司 一种基于受电弓动力学响应识别接触网几何参数的方法
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