WO2022078278A1 - 一种机车降级运行控制方法与控制装置及机车 - Google Patents

一种机车降级运行控制方法与控制装置及机车 Download PDF

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Publication number
WO2022078278A1
WO2022078278A1 PCT/CN2021/123003 CN2021123003W WO2022078278A1 WO 2022078278 A1 WO2022078278 A1 WO 2022078278A1 CN 2021123003 W CN2021123003 W CN 2021123003W WO 2022078278 A1 WO2022078278 A1 WO 2022078278A1
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locomotive
power
power source
traction force
operation control
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PCT/CN2021/123003
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English (en)
French (fr)
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廖洪涛
彭新平
秦庆民
何小威
陈勇
王磊
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中车株洲电力机车有限公司
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Priority to EP21879322.2A priority Critical patent/EP4209402A1/en
Publication of WO2022078278A1 publication Critical patent/WO2022078278A1/zh

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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
    • B61C17/12—Control gear; Arrangements for controlling locomotives from remote points in the train or when operating in multiple units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0058—On-board optimisation of vehicle or vehicle train operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0081—On-board diagnosis or maintenance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/10—Operations, e.g. scheduling or time tables
    • B61L27/16—Trackside optimisation of vehicle or train operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
    • B61L27/57—Trackside diagnosis or maintenance, e.g. software upgrades for vehicles or trains, e.g. trackside supervision of train conditions
    • 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
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/549—Current
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to a locomotive degraded operation control method, a control device and a locomotive, and belongs to the field of rail transportation.
  • the exertion of tractive force is limited by the initial tractive force characteristic curve.
  • the horizontal axis of the traction force characteristic curve represents the speed of the locomotive, and the vertical axis represents the available tractive force.
  • the available traction force of the locomotive cannot exceed the available traction force corresponding to the speed in the traction force characteristic curve.
  • the degraded operation is often achieved by reducing the traction power/traction in the entire traction curve to achieve the degraded mode operation. For example, if the power source fails, its available power becomes the original.
  • the traction force of the locomotive also becomes 50% of the original, that is, the traction force of 180kN can be exerted at normal low speed, but only 90kN traction force is allowed to be exerted after the downgrade. Operation in this degraded mode may result in insufficient traction for the whole vehicle. If there is a large rear end load or climbing, it will be difficult to achieve a large traction output, which will affect the operation of the locomotive.
  • the problem to be solved by the present invention is to provide a locomotive degraded operation control method and control device and a locomotive in view of the problem in the prior art that the locomotive does not have enough traction to exert influence on the locomotive operation when the locomotive is degraded due to power source failure.
  • the technical solution adopted in the present invention is: a locomotive degraded operation control method, the locomotive includes K power sources that provide power for locomotive traction, K ⁇ 1, and when K ⁇ 2, K power sources In parallel with each other, define the maximum value of the traction force allowed to be exerted when the current speed of the locomotive is v in the initial traction force characteristic curve of the locomotive as F v , and the locomotive operation control method includes the following steps:
  • Step 3 Compare F v ' with F v , and take the smaller value as the maximum allowable traction force when the current speed of the locomotive is v.
  • the calculation of the current speed of the locomotive when the current speed of the locomotive is v is calculated according to the sum of the available power of each power source, the efficiency coefficient of the locomotive, the fixed load power of the locomotive, and the power safety margin.
  • the first traction force is compared with the traction force value corresponding to the locomotive speed v in the locomotive traction force characteristic curve, and the smaller value is taken as the maximum traction force allowed to be exerted when the current speed of the locomotive is v.
  • the present invention can be used in the degraded mode of the power source (that is, the power source fails and the maximum power cannot be exerted). ), it can still exert a large locomotive traction, so as to minimize the impact on the operation of the locomotive when the power source fails, and significantly improve the availability of the locomotive.
  • the available power of the i-th power source P i a i ⁇ Ini_P i , where a i is the percentage coefficient set when the i-th power source fails, and Ini_P i is the i-th power source The initial available power of a power source.
  • the K power sources are one or more combinations of diesel engines, traction batteries, and super capacitors.
  • the value range of k is 0.5 ⁇ k ⁇ 1.
  • the faults of the power source include over-temperature faults, low-temperature faults, low-capacity faults, over-voltage faults, and under-voltage faults.
  • the invention also provides a locomotive degraded operation control device.
  • the locomotive includes K power sources that provide power for the locomotive traction, K ⁇ 1, and when K ⁇ 2, the K power sources are connected in parallel with each other, and k is defined as the efficiency coefficient of the locomotive , P_a is the fixed load power of the locomotive, P_b is the power safety margin, and the maximum value of the traction force allowed to be exerted when the current speed of the locomotive is v in the initial traction force characteristic curve of the locomotive is defined as F v , and the locomotive operation control device includes:
  • Comparison module used to compare F v ' with F v , and take the smaller value as the maximum allowable traction force when the current speed of the locomotive is v.
  • the present invention provides a locomotive, comprising the above-mentioned locomotive degraded operation control device.
  • the present invention has the advantages and positive effects that the present invention calculates the available power of the vehicle based on the available power of the power source, adjusts the power exertion curve, and dynamically calculates the traction force of the vehicle.
  • the degraded operation control method adopted in the present invention achieves that the locomotive can still exert a large tractive force under the limited energy degrading mode, so that the locomotive can still have a large tractive force output under the condition of energy degrading, and the usability of the locomotive is significantly improved.
  • Fig. 1 is the step schematic diagram of the locomotive degraded operation control method of the present invention
  • FIG. 2 is a schematic diagram of comparison of the initial traction force characteristic curve of the locomotive of the present invention, the traction force characteristic curve after the power source failure in the prior art, and the optimized traction force characteristic curve of the locomotive degraded operation control method of the present invention.
  • the present invention provides a locomotive degraded operation control method.
  • the locomotive includes K power sources that provide power for the locomotive traction, K ⁇ 1, and when K ⁇ 2, the K power sources are connected in parallel with each other, which defines the locomotive.
  • the maximum allowable traction force exerted when the current speed of the locomotive is v is F v
  • the locomotive operation control method includes the following steps:
  • P_total refers to the sum of the available power of each power source when the power source fails.
  • step 2 the available power and the tractive effort that the locomotive can exert at different speed levels are calculated. which is:
  • Available traction power available power of power source 1 + available power of power source 2 + ... - fixed load power - safety margin
  • Step 3 Compare F v ' with F v , and take the smaller value as the maximum allowable traction force when the current speed of the locomotive is v.
  • the maximum set value of the traction force actually allowed to be exerted by the locomotive is the sum of the first traction force F v ′ and the traction force value F v of the initial traction force characteristic curve at the current speed v the minimum value in .
  • the available power of the i-th power source P i a i ⁇ Ini_P i , where a i is the percentage coefficient set when the i-th power source fails, and Ini_P i is the i-th power source
  • the K power sources are one or more combinations of diesel engines, traction batteries, and supercapacitors. That is, the K power sources can all be diesel engines, or all traction batteries, or all supercapacitors, or a combination of any two or three of diesel engines, traction batteries, and supercapacitors.
  • the value range of the efficiency coefficient k of the locomotive is 0.5 ⁇ k ⁇ 1.
  • the faults of the power source include over-temperature faults, low-temperature faults, low-capacity faults, over-voltage faults, and under-voltage faults.
  • the over temperature and low temperature can be collected by the sensor, and the internal controller of the power source determines whether it is a fault and determines the level of power reduction of the power source. If the capacity is too low, generally refers to the battery power or the diesel oil amount or the super capacitor power is too low, etc., the protection value can be set, and when the capacity is lower than the protection value, the power source power reduction process is performed.
  • the failure of a power source may mean that one power source fails, or it may mean that a plurality of power sources fail. If more than one power source fails, the failure of the different power sources may be different or the same.
  • the system (such as diesel engine module, battery module, super capacitor module) where the power source is located will determine the percentage that needs to be degraded (that is, the available power of the power source is reduced), which belongs to the content of the prior art, and is skilled in the art People can understand.
  • the invention also provides a locomotive degraded operation control device.
  • the locomotive includes K power sources that provide power for the locomotive traction, K ⁇ 1, and when K ⁇ 2, the K power sources are connected in parallel with each other, and k is defined as the efficiency coefficient of the locomotive , P_a is the fixed load power of the locomotive, P_b is the power safety margin, and the maximum value of the traction force allowed to be exerted when the current speed of the locomotive is v in the initial traction force characteristic curve of the locomotive is defined as F v , and the locomotive operation control device includes:
  • Comparison module used to compare F v ' with F v , and take the smaller value as the maximum allowable traction force when the current speed of the locomotive is v.
  • the processing module and the comparison module can be implemented in the controller of the locomotive.
  • the present invention also provides a locomotive, comprising the above-mentioned locomotive degraded operation control device.
  • the failure mode can be subdivided, and after the subdivision, the degraded mode limited by energy supply can be optimized on the original basis, so that although the locomotive is running in the degraded mode, the original traction force can still be provided, so that the locomotive can still It can pull larger loads to run, which can greatly improve the availability of the locomotive.
  • the limited energy source is the power source.
  • the failure form of limited energy can be any failure that affects the performance of the original energy unit, such as over-temperature, low temperature, and low capacity. After a fault occurs, different faults will be evaluated and power output will be limited differently to maintain operation and protect against a wider range of faults.
  • the optimized traction curve is shown in Figure 2, especially when the locomotive speed is low, the maximum allowable traction force obtained by the locomotive degraded operation control method of the present invention is obviously better than the allowable exertion when the power source fails in the prior art. maximum traction force.
  • the invention provides a degraded operation control method.
  • the adaptive matching of the power pack and the energy storage element in the hybrid power can be solved.
  • This method is suitable for the situation of limited energy.
  • the limited energy refers to the typical energy with the maximum exerted power. When it exceeds the allowable value, it may cause unstable supply of the limited energy system or aggravate the failure. For example, diesel engine power supply, battery power supply, hybrid power supply, super capacitor and other limited energy supply operation modes.
  • the power of power source 1 is limited to 60% of the original power due to over-temperature fault, which is 300kW; the power of power source 2, which is limited to 50% of the original power due to capacity fault, is 150kW, and the fixed load power is 50kW. If the margin is 25kW, the available power is 375kW.
  • the locomotive speed is 20km/h, according to the initial traction force characteristic curve, the corresponding maximum traction force is 128kN.
  • the maximum allowable traction force is The adjusted percentage is also 50%, that is, the maximum allowable traction force value becomes 64kN, and according to the locomotive operation control method of the present invention, the maximum allowable traction force of the optimized locomotive is 68kN when the current speed is 20km/h; At 10km/h, according to the initial traction force characteristic curve, the corresponding maximum traction force is 163kN.
  • the percentage of the maximum allowable traction force value adjustment is also 50%, that is, the maximum allowable traction force value becomes 81.5kN, and according to the locomotive operation control method of the present invention, after optimization, the maximum allowable traction force of the locomotive when the current speed is 10km/h is 135kN; when the locomotive speed is 7km/h, according to the initial traction force characteristic curve, The corresponding maximum traction force is 170kN.
  • the percentage of the maximum allowable traction force value adjustment is also 50%, that is, the maximum allowable traction force value becomes 85kN. According to the locomotive operation control method of the present invention, When the current speed of the locomotive is 7km/h, the maximum allowable traction force is 170kN.
  • limited energy refers to energy that has limited power and cannot meet the original set power in the event of a fault, such as diesel engine power supply, battery power supply, hybrid power supply, super capacitor and other limited energy power supply operation modes.
  • the above-mentioned maximum tractive force is set as the maximum tractive force allowed by the actual locomotive, and the driver can control the locomotive to run with the desired tractive force within the range of the maximum tractive force.

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Abstract

一种机车降级运行控制方法与控制装置及机车。机车降级运行控制方法包括如下步骤：步骤1：当机车动力源发生故障时，计算各个动力源的可用功率之和P_total＝P 1+P 2+……+P K；步骤2：定义k为机车的效率系数，P_a为机车固定负载功率，P_b为功率安全裕量，利用下式计算机车当前速度为v时的第一牵引力F v'＝k*(P_total-P_a-P_b)/v；步骤3：将F v'与F v进行比较，取较小值作为机车当前速度为v时允许发挥的牵引力最大值。

Description

一种机车降级运行控制方法与控制装置及机车 技术领域
本发明涉及一种机车降级运行控制方法与控制装置及机车，属于轨道交通领域。
背景技术
目前的机车中，牵引力的发挥是由初始牵引力特性曲线限制的，牵引力特性曲线的横轴表示机车速度，纵轴表示可发挥牵引力。在一定速度下，可发挥的机车牵引力不可超过牵引力特性曲线中与该速度对应的可发挥牵引力。当机车的部件故障或者部件降级运行模式下，其降级运行往往是通过降低整条牵引力曲线中的牵引功率/牵引力来实现降级模式运行，例如，若动力源发生故障后其可用功率变为原来的50％，则机车的牵引力也变为原来的50％，即原本在低速正常时可以发挥180kN的牵引力，降级后，仅允许发挥90kN牵引力。该种降级模式运行可导致整车没有足够的牵引力发挥，如果存在后端载重较大或爬坡，将难以实现大牵引力输出，影响机车运行。
发明内容
本发明要解决的问题是针对现有技术中机车因动力源故障而降级运行时没有足够的牵引力发挥影响机车运行的问题，提供一种机车降级运行控制方法与控制装置及机车。
为解决上述技术问题，本发明采用的技术方案是：一种机车降级运行控制方法，机车包括为机车牵引提供动力的K个动力源，K≥1，且当K≥2时，K个动力源相互并联，定义机车初始牵引力特性曲线中机车当前速度为v时允许发挥的牵引力最大值为F v，所述机车运行控制方法包括如下步骤：
步骤1：当动力源发生故障时，计算各个动力源的可用功率之和P_total＝P 1+P 2+……+P K，其中P i为动力源发生故障时第i个动力源的可用功率，i＝1,2,……,K；
步骤2：定义k为机车的效率系数，P_a为机车固定负载功率，P_b为功率安全裕量，利用下式计算机车当前速度为v时的第一牵引力F v’＝k*(P_total-P_a-P_b)/v；
步骤3：将F v’与F v进行比较，取较小值作为机车当前速度为v时允许发挥的牵引力最大值。
本发明中，若判断机车发生故障且故障类型为动力源故障，则根据各个动力源的可用功率之和、机车的效率系数、机车固定负载功率、功率安全裕量计算机车当前速度为v时的第一牵引力，并将第一牵引力与机车牵引力特性曲线中与机车速度v对应的牵引力值进行比较，取较小值作为机车当前速度为v时允许发挥的牵引力最大值。相比于现有技术中根据动力源发生故障前后可发挥功率变化的百分比来确定最大可发挥牵引力变化的百分比的方 案，本发明可以在动力源降级模式下(即动力源故障而无法发挥最大功率)，依旧能发挥较大的机车牵引力，从而尽量减少动力源故障时对机车运行的影响，显著提高了机车的可用性。
若第i个动力源发生故障，则第i个动力源的可用功率P i＝a i×Ini_P i，其中a i为第i个动力源发生故障时设定的百分比系数，Ini_P i为第i个动力源的初始可用功率。
上述技术方案中，所述K个动力源为柴油机、牵引电池、超级电容中的一种或多种组合。
上述技术方案中，k的取值范围为0.5≤k≤1。
上述技术方案中，动力源的故障包括过温故障、低温故障、容量过低故障、过压故障、欠压故障。
本发明还提供一种机车降级运行控制装置，机车包括为机车牵引提供动力的K个动力源，K≥1，且当K≥2时，K个动力源相互并联，定义k为机车的效率系数，P_a为机车固定负载功率，P_b为功率安全裕量，定义机车初始牵引力特性曲线中机车当前速度为v时允许发挥的牵引力最大值为F v，所述机车运行控制装置包括：
处理模块：用于在动力源发生故障时，计算各个动力源的可用功率之和P_total＝P 1+P 2+……+P K，并计算机车当前速度为v时的第一牵引力F v’＝k*(P_total-P_a-P_b)/v，其中P i为机车动力源发生故障时第i个动力源的可用功率，i＝1,2,……,K；
比较模块：用于将F v’与F v进行比较，取较小值作为机车当前速度为v时允许发挥的牵引力最大值。
本发明提供一种机车，包括上述机车降级运行控制装置。
本发明具有的优点和积极效果是：本发明基于动力源可用功率计算机车可用功率，通过调整功率发挥曲线，并动态计算机车牵引力。
本发明采用的降级运行控制方法达到机车可发挥牵引力在限定能源降级模式下，依旧能发挥大牵引力，实现了机车在能源降级情况下，依旧能有大牵引力输出，显著提高了机车的可用性。
附图说明
为了更清楚地说明本申请实施例中的技术方案，下面将对实施例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申请的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动性的前提下，还可以根据这些附图获得其他的附图。
图1是本发明的机车降级运行控制方法的步骤示意图；
图2是本发明的机车初始牵引力特性曲线、现有技术中动力源发生故障后的牵引力特性曲线、本发明的机车降级运行控制方法优化后的牵引力特性曲线的对比示意图。
具体实施方式
下面将结合本申请的附图，对本申请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申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，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，都属于本申请保护的范围。
如图1所示，本发明提供一种机车降级运行控制方法，机车包括为机车牵引提供动力的K个动力源，K≥1，且当K≥2时，K个动力源相互并联，定义机车初始牵引力特性曲线中机车当前速度为v时允许发挥的牵引力最大值为F v，所述机车运行控制方法包括如下步骤：
步骤1：当动力源发生故障时，计算各个动力源的可用功率之和P_total＝P 1+P 2+……+P K，其中P i为动力源发生故障时第i个动力源的可用功率，i＝1,2,……,K。此处P_total指的是动力源发生故障时各个动力源的可用功率之和。
步骤2：定义k为机车的效率系数，P_a为机车固定负载功率，P_b为功率安全裕量，利用下式计算机车当前速度为v时的第一牵引力F v’＝k*(P_total-P_a-P_b)/v。
在步骤2中，计算可用功率和在不同的速度等级下，机车可以发挥的牵引力值。即：
可用牵引功率＝动力源1的可发挥功率+动力源2的可发挥功率+……-固定负载功率-安全裕量
步骤3：将F v’与F v进行比较，取较小值作为机车当前速度为v时允许发挥的牵引力最大值。根据本发明的降级运行控制方法，在当前速度v下，机车实际允许发挥的牵引力最大设定值，即为第一牵引力F v’、在当前速度v时初始牵引力特性曲线的牵引力值F v之中的最小值。
若第i个动力源发生故障，则第i个动力源的可用功率P i＝a i×Ini_P i，其中a i为第i个动力源发生故障时设定的百分比系数，Ini_P i为第i个动力源的初始可用功率。若第i个动力源未发生故障，则第i个动力源的可用功率P i与其初始可用功率Ini_P i相同。
所述K个动力源为柴油机、牵引电池、超级电容中的一种或多种组合。即K个动力源可均为柴油机或均为牵引电池或均为超级电容，或为柴油机、牵引电池、超级电容中任意 两种或三种的组合。
机车的效率系数k的取值范围为0.5≤k≤1。
动力源的故障包括过温故障、低温故障、容量过低故障、过压故障、欠压故障。过温、低温是可由传感器采集，由动力源内部控制器决定是否属于故障，并决定动力源功率降低的等级。容量过低，一般指蓄电池电量或者指柴油机油量或者指超级电容的电量过低等，可设定保护值，当低于容量的保护值时进行动力源降功率处理。
本发明中，动力源发生故障可能表示1个动力源发生故障，也可能表示多个动力源发生故障。如果多个动力源发生故障，不同动力源发生的故障可能不同，也可能相同。
动力源发生故障时，由动力源所在系统(例如柴油机模块、蓄电池模块、超级电容模块)自行进行判断需要降级(即动力源可用功率降低)的百分比，这属于现有技术的内容，本领域技术人员可以理解。
本发明还提供一种机车降级运行控制装置，机车包括为机车牵引提供动力的K个动力源，K≥1，且当K≥2时，K个动力源相互并联，定义k为机车的效率系数，P_a为机车固定负载功率，P_b为功率安全裕量，定义机车初始牵引力特性曲线中机车当前速度为v时允许发挥的牵引力最大值为F v，所述机车运行控制装置包括：
处理模块：用于在动力源发生故障时，计算各个动力源的可用功率之和P_total＝P 1+P 2+……+P K，并计算机车当前速度为v时的第一牵引力F v’＝k*(P_total-P_a-P_b)/v，其中P i为动力源发生故障时第i个动力源的可用功率，i＝1,2,……,K；
比较模块：用于将F v’与F v进行比较，取较小值作为机车当前速度为v时允许发挥的牵引力最大值。
处理模块、比较模块可在机车的控制器中实现。
本发明还提供一种机车，包括上述机车降级运行控制装置。
本发明中，可以对故障模式进行细分，细分后，对于由于能源供应限定的降级模式可在原有基础上进行优化，使得机车虽处于降级模式运行，但仍能提供原始牵引力，使得机车仍可以牵引较大负载运行，可大大提高机车的可用性。
本发明中，限定能源即为动力源。限定能源的故障形式可以是过温、低温、容量偏低等任意影响原能源单元发挥的故障。在故障产生后，会对不同故障进行评估，并对功率输出进行不同的限制，以维持运用，且保护不发生更大范围的故障。其优化后的牵引曲线如图2所示，尤其在机车速度较低时，本发明的机车降级运行控制方法得到的允许发挥的牵引力最大值明显优于现有技术中动力源发生故障时允许发挥的牵引力最大值。
本发明提供一种降级运行控制方法，通过基于动力源的可用功率，计算机车可用功率，通过调整牵引力特性曲线，并动态计算机车牵引力，可以解决混合动力中动力包与储能元件自适应匹配发挥的问题。该方法适合于限定能源的情况，限定能源是指其典型的具有最大发挥功率的能源，当超过允许值，可能导致该限定能源系统供应不稳定，或者加剧故障等。例如柴油机供电、蓄电池供电、混合动力供电、超级电容等所有限定能源供电运行的方式。
例如，如表1所示，假设动力源1因过温故障限制功率为原来的60％为300kW；动力源2因容量故障限制功率为原来的50％为150kW，固定负载功率为50kW，功率安全裕量为25kW，则可用功率为375kW，则在机车速度为20km/h时，根据初始牵引力特性曲线，对应的牵引力最大值为128kN，降级后，按照现有技术的方法，则最大允许牵引力值调整的百分比也为50％，即最大允许牵引力值变为64kN，而根据本发明的机车运行控制方法，优化后机车当前速度为20km/h时允许发挥的牵引力最大值为68kN；在机车速度为10km/h时，根据初始牵引力特性曲线，对应的牵引力最大值为163kN，降级后，降级后，按照现有技术的方法，则最大允许牵引力值调整的百分比也为50％，即最大允许牵引力值变为81.5kN，而根据本发明的机车运行控制方法，优化后，机车当前速度为10km/h时允许发挥的牵引力最大值为135kN；在机车速度为7km/h时，根据初始牵引力特性曲线，对应的牵引力最大值为170kN，降级后，按照现有技术的方法，则最大允许牵引力值调整的百分比也为50％，即最大允许牵引力值变为85kN，而根据本发明的机车运行控制方法，机车当前速度为7km/h时允许发挥的牵引力最大值为170kN。
表1
Figure PCTCN2021123003-appb-000001
可见，在越低速情况下，越可以接近原始曲线进行牵引力能力控制发挥。因此，如果在能源限制的情况下，机车和调车机车仍可发挥较大牵引力，从而提高机车可用性。
本申请中，限定能源指的是功率有限，在故障情况下，无法满足原始设定功率发挥的能源，例如柴油机供电、蓄电池供电、混合动力供电、超级电容等所有限定能源供电运行的方式。
本申请中，以上所提到的牵引力最大设定为实际机车允许发挥的最大牵引力最大设定值，司机可操控机车在可发挥最大牵引力最大设定值的范围内，以期望的牵引力运行。
需要说明的是，本说明书中的各个实施例均采用递进的方式描述，每个实施例重点说明的都是与其他实施例的不同之处，各个实施例之间相同相似的部分互相参见即可。
以上对本发明的实施例进行了详细说明，但所述内容仅为本发明的较佳实施例，不能被认为用于限定本发明的实施范围。凡依本发明范围所作的均等变化与改进等，均应仍归属于本专利涵盖范围之内。在阅读了本发明之后，本领域技术人员对本发明的各种等价形式的修改均落入本申请所附权利要求所限定的范围。在不冲突的情况下，本发明中的实施例及实施例中的特征可以相互组合。

Claims (7)

  1. 一种机车降级运行控制方法，机车包括为机车牵引提供动力的K个动力源，K≥1，且当K≥2时，K个动力源相互并联，定义机车初始牵引力特性曲线中机车当前速度为v时允许发挥的牵引力最大值为F v，其特征在于：所述机车运行控制方法包括如下步骤：
    步骤1：当动力源发生故障时，计算各个动力源的可用功率之和P_total＝P 1+P 2+……+P K，其中P i为动力源发生故障时第i个动力源的可用功率，i＝1,2,……,K；
    步骤2：定义k为机车的效率系数，P_a为机车固定负载功率，P_b为功率安全裕量，利用下式计算机车当前速度为v时的第一牵引力F v’＝k*(P_total-P_a-P_b)/v；
    步骤3：将F v’与F v进行比较，取较小值作为机车当前速度为v时允许发挥的牵引力最大值。
  2. 根据权利要求1所述的机车降级运行控制方法，其特征在于：若第i个动力源发生故障，则第i个动力源的可用功率P i＝a i×Ini_P i，其中a i为第i个动力源发生故障时设定的百分比系数，Ini_P i为第i个动力源的初始可用功率。
  3. 根据权利要求1所述的机车降级运行控制方法，其特征在于：所述K个动力源为柴油机、牵引电池、超级电容中的一种或多种组合。
  4. 根据权利要求1所述的机车降级运行控制方法，其特征在于：k的取值范围为0.5≤k≤1。
  5. 根据权利要求1所述的机车降级运行控制方法，其特征在于：动力源的故障包括过温故障、低温故障、容量过低故障、过压故障、欠压故障。
  6. 一种机车降级运行控制装置，机车包括为机车牵引提供动力的K个动力源，K≥1，且当K≥2时，K个动力源相互并联，定义k为机车的效率系数，P_a为机车固定负载功率，P_b为功率安全裕量，定义机车初始牵引力特性曲线中机车当前速度为v时允许发挥的牵引力最大值为F v，其特征在于，所述机车运行控制装置包括：
    处理模块：用于在动力源发生故障时，计算各个动力源的可用功率之和P_total＝P 1+P 2+……+P K，并计算机车当前速度为v时的第一牵引力F v’＝k*(P_total-P_a-P_b)/v，其中P i为动力源发生故障时第i个动力源的可用功率，i＝1,2,……,K；
    比较模块：用于将F v’与F v进行比较，取较小值作为机车当前速度为v时允许发挥的牵引力最大值。
  7. 一种机车，其特征在于，包括如权利要求6所述的机车降级运行控制装置。
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