A method and device for compensating pantograph-catenary contact force of a pneumatic pantograph

Abstract

The application discloses a kind of pneumatic-tyre pantograph pantograph contact force compensation control method and device, the device includes: front position detection module, control module, drive module and pressure feedback module;Front position detection module includes front position contactor;Front position contactor is set to the front side of pantograph;The contact force between front position contactor and catenary is same with the contact force between pantograph and catenary;Control module is used to obtain bow net contact force;Control module calculates the target pressure value required in air bag according to bow net contact force;Control module is used to obtain the actual pressure value in air bag;Control module is also used to output proportional control signal to drive module according to target pressure value and actual pressure value;Drive module is used to control the opening of the electric control proportional valve of air bag, so that the pressure value in air bag tends to target pressure value.The technical scheme provided by the application is to realize accurate monitoring and compensation control to bow net contact force.

Description

Technical Field

[0001] This invention relates to the field of train control technology, and in particular to a method and device for compensating for contact force of an airbag-type pantograph-catenary contact. Background Technology

[0002] In recent years, my country has vigorously developed public transportation, and subways, as a window showcasing the speed of urban development, have seen their operating mileage continuously increase. Existing subways mainly use electric traction, relying on pantographs to obtain electrical energy from the overhead contact line during operation. Therefore, the current collection performance of the pantograph-overhead contact line system is one of the key technologies of subway trains.

[0003] One of the mainstream power supply methods for subway trains is the use of overhead contact lines. These contact lines are classified into flexible and rigid contact lines based on the suspension method of the contact wire. The pantograph, installed on the roof of the subway train, and the contact line erected alongside the track transmit electrical energy through sliding contact. The stress environment on the pantograph head and the dynamic contact force between the contact line and the pantograph reflect the current collection quality of the pantograph-contact system. The dynamic contact force must be controlled within a reasonable range. Excessive dynamic contact force increases the impact force during high-speed pantograph-contact operation and damage to the contact pairs. Insufficient dynamic contact force fails to guarantee sufficient contact area, reducing the energy carrying capacity of the pantograph-contact contact pairs and potentially causing arcing and erosion of the contact surface. Summary of the Invention

[0004] This invention provides a method and device for compensating and controlling the contact force of an airbag-type pantograph-catenary contact force, so as to achieve accurate monitoring and compensation control of the pantograph-catenary contact force.

[0005] In a first aspect, embodiments of the present invention provide an airbag-type pantograph-catenary contact force compensation control device, comprising: a front-position detection module, a control module, a drive module, and a pressure feedback module;

[0006] The front detection module includes a front contactor; the front contactor is located on the forward side of the pantograph; the contact force between the front contactor and the contact wire is the same as the contact force between the pantograph and the contact wire; the contact head of the front contactor is made of non-conductive material and a first pressure sensor is provided inside the contact head.

[0007] The control module is electrically connected to the first pressure sensor to acquire the pantograph-catenary contact force; the control module calculates the target pressure value required inside the airbag based on the pantograph-catenary contact force; the control module is electrically connected to the pressure feedback module inside the airbag to acquire the actual pressure value inside the airbag.

[0008] The control module is also used to output a proportional control signal to the drive module based on the target pressure value and the actual pressure value; the drive module is used to control the opening degree of the electronically controlled proportional valve of the airbag so that the pressure value inside the airbag tends to the target pressure value.

[0009] Secondly, embodiments of the present invention also provide a method for compensating the contact force of an airbag-type pantograph-catenary contact force, applicable to any embodiment of the airbag-type pantograph-catenary contact force compensation control device provided by the present invention, comprising:

[0010] The control module obtains the pantograph-catenary contact force based on the first pressure sensor of the front detection module, and calculates the target pressure value required inside the airbag based on the pantograph-catenary contact force.

[0011] The actual pressure value inside the airbag is obtained by the pressure feedback module inside the airbag.

[0012] A proportional control signal is obtained based on the target pressure value and the actual pressure value, and the proportional control signal is sent to the drive module.

[0013] The drive module controls the opening degree of the electronically controlled proportional valve of the airbag according to the proportional control signal, so that the pressure value inside the airbag tends to the target pressure value.

[0014] In this invention, by setting a front detection module on the top of the vehicle, the front detection module includes a front contactor, which is located on the forward side of the pantograph and is configured to have the same contact force between the front contactor and the contact wire as the pantograph contact force. Then the control module can obtain the pantograph-contact wire contact force from the first pressure sensor of the contact head of the front contactor to calculate the target pressure value required inside the airbag. The control module can also acquire the actual pressure value output by the airbag pressure feedback module, and send a proportional control signal to the drive module based on the difference between the target pressure value and the actual pressure value, so that the pressure value inside the airbag tends to the target pressure value. This embodiment can realize the accurate detection of the pantograph-catenary contact force in advance, in real time, and dynamically, and control the air pressure inside the airbag accordingly, effectively suppressing the oscillation or delay in the dynamic change of air pressure, significantly improving the control accuracy and response speed of the air pressure inside the airbag. Moreover, in this invention, the pantograph-catenary contact force compensation process only refers to the front contactor at the front end and adjusts the pantograph-catenary contact force according to the real-time scenario, without relying on preset data or preset models. It can be applied to a variety of complex working conditions, has good robustness and practicality, and improves the reliability of pantograph-catenary contact force compensation. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the structure of an airbag-type pantograph-wire contact force compensation control device provided in an embodiment of the present invention;

[0016] Figure 2 This is a schematic diagram of the power receiving structure of an airbag-type pantograph provided in an embodiment of the present invention;

[0017] Figure 3 This is a schematic diagram of the structure of an airbag-type pantograph provided in an embodiment of the present invention;

[0018] Figure 4 This is a schematic diagram of the contact force compensation control process of an airbag-type pantograph-wire system provided in an embodiment of the present invention;

[0019] Figure 5 A schematic diagram of the PI algorithm provided in an embodiment of the present invention;

[0020] Figure 6 A schematic flowchart illustrating a pantograph-catenary contact force compensation control method provided in an embodiment of the present invention;

[0021] Figure 7 This is a control principle diagram of a pantograph-wire contact force compensation control method provided in an embodiment of the present invention. Detailed Implementation

[0022] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0023] As can be seen from the existing technology, during vehicle operation, a dynamic contact force is generated between the pantograph and the overhead contact line when the pantograph contacts the contact wire to collect current. If the contact force is too small, it can lead to pantograph-contact line derailment, increasing the derailment rate and deteriorating the current collection quality of the pantograph. Conversely, if the contact force is too large, although it reduces the probability of derailment, it increases wear between the pantograph and the contact wire, shortening the service life of the pantograph's carbon contactor. Therefore, it is necessary to detect and compensate for the dynamic contact force between the contact wire and the pantograph to maintain it within a suitable range. For airbag-type pantographs, controlling the airbag pressure allows for active control of the pantograph-contact line contact force, thereby ensuring good current collection quality while reducing dynamic impact on the pantograph and contact wire, and decreasing wear on the contactor and contact wire.

[0024] In existing technologies, there are different methods for pantograph-catenary contact force compensation control. The first method uses a microcontroller and valve plate controller to combine fluid dynamics simulation calculations, monitor train speed in real time, retrieve tunnel blockage ratios based on GPS odometers, and dynamically adjust airbag pressure to compensate for the contact force between the pantograph and the overhead contact line. This technology can automatically adjust the pantograph contact force according to the real-time operating status of the train to adapt to aerodynamic changes during high-speed train operation and tunnel entry / exit. However, the inventors discovered during the development of this invention that this scheme is suitable for high-speed trains entering tunnels, with a relatively limited application scenario. Furthermore, the compensation force calculation relies entirely on simulation fitting formulas. If the actual operating conditions deviate significantly from the simulation (e.g., extreme weather, overhead contact line wear), control errors will accumulate. The proportional valve opening is directly calculated using static formulas, without considering oscillations or delays during dynamic air pressure changes, which may lead to overshoot or response lag.

[0025] The second method involves connecting the airbag to the locomotive's compressed air output pipeline to adjust the pantograph contact force. This scheme primarily uses a two-position five-way valve to switch the compressed air path based on vehicle speed, selecting either the first or second pressure-reducing valve to achieve different pressure outputs. When the vehicle speed is below a set value, the first pressure-reducing valve is used to inflate the airbag at a lower pressure, reducing the pantograph's lifting force. When the locomotive speed is above the set value, the second pressure-reducing valve is used to inflate the airbag at a higher pressure, increasing the pantograph's lifting force. The inflation and deflation speed of the airbag is controlled by one-way throttle valves for raising and lowering the pantograph, thus adjusting the pantograph contact force. However, the inventors discovered during the development of this invention that relying on two fixed pressure-reducing valves prevents continuous pressure regulation, causing the contact force to fluctuate near the critical vehicle speed. Controlling the pantograph airbag pressure through pressure-reducing valves results in low accuracy.

[0026] The third method involves obtaining pantograph contact force data through line testing, further optimizing the matching, and generating airbag data related to speed, pantograph, and train information, which is then stored in the system for direct retrieval during use. Airbag pressure adjustment employs closed-loop control. The control system compares the air pressure value monitored by the pressure sensor with the target pressure value, and controls the inflation and deflation valves accordingly. If air replenishment is needed, the inflation valve opens, drawing air from the main air reservoir to increase pressure; if deflation is needed, the deflation valve opens to release excess air. When the airbag pressure reaches the preset value, the overall pantograph-catenary contact force also reaches the target contact force. However, the inventors discovered that this method is difficult to implement in the early debugging phase, complex to operate, and places strict requirements on the parameters of the pantograph and catenary system. In actual operation, changes in these parameters can lead to a decrease in the control accuracy of the active control system.

[0027] In summary, existing control methods are mostly open-loop or static adjustments, which cannot provide rapid and accurate dynamic compensation for pantograph-catenary contact force based on the real-time operating status of the train. They generally lack high-precision real-time feedback and closed-loop control mechanisms, and their control strategies heavily rely on pre-simulation or static debugging parameters, making them difficult to adapt to complex and ever-changing actual operating environments and prone to problems such as control lag, overshoot, or insufficient accuracy.

[0028] To address the aforementioned problems, embodiments of the present invention provide an airbag-type pantograph-catenary contact force compensation control device. Figure 1 This is a schematic diagram of the structure of an airbag-type pantograph-wire contact force compensation control device provided in an embodiment of the present invention. Figure 2 This is a schematic diagram of a power receiving structure for an airbag-type pantograph provided in an embodiment of the present invention. Figure 1 and Figure 2 As shown, the airbag-type pantograph-catenary contact force compensation control device includes: a front detection module 11, a control module 12, a drive module 13, and a pressure feedback module 14;

[0029] The front detection module 11 includes a front contactor 111; the front contactor 111 is located on the forward side of the pantograph 21; the contact force between the front contactor 111 and the contact wire 22 is the same as the contact force between the pantograph 21 and the contact wire 22; the contact head of the front contactor 111 is made of non-conductive material and a first pressure sensor 112 is provided inside the contact head.

[0030] The control module 12 is electrically connected to the first pressure sensor 112 to obtain the pantograph-catenary contact force; the control module 12 calculates the target pressure value required inside the airbag based on the pantograph-catenary contact force; the control module 12 is electrically connected to the pressure feedback module 14 inside the airbag to obtain the actual pressure value inside the airbag.

[0031] The control module 12 is also used to output a proportional control signal to the drive module 13 according to the target pressure value and the actual pressure value; the drive module 13 is used to control the opening of the electronic proportional valve of the airbag so that the pressure value inside the airbag tends to the target pressure value.

[0032] Figure 3 This is a schematic diagram of an airbag-type pantograph provided in an embodiment of the present invention. (Reference) Figure 2 and Figure 3The pantograph 21 includes a carbon sliding plate 211 (contact head), a pantograph head support 213, a pantograph connecting rod 214, a lifting airbag 215, and a pantograph base frame 216. The carbon sliding plate 211 is mounted on the pantograph head support 213 for direct connection to the contact wire 22. The lifting airbag 215 controls the raising and lowering of the pantograph head support 213 via the pantograph connecting rod 214, thereby controlling the pantograph-contact contact force between the carbon sliding plate 211 and the contact wire 22. To measure the pantograph-contact contact force between the carbon sliding plate 211 and the contact wire 22 in advance, a front-position detection module 11 is provided. The front-position detection module 11 may include a front-position contactor 111, used to simulate the pantograph 21, and is located on the forward side of the pantograph 21, thereby obtaining the required contact force between the pantograph 21 and the contact wire 22 in advance. Figure 2 As shown, the pantograph 21 is mounted on the top of the vehicle and contacts the overhead contact line 22 to receive electricity. The front contactor 111 is mounted on the forward side of the pantograph 21. For example, the front contactor 111 can be mounted above the driver's cab. Its structure is the same as that of the pantograph 21. However, it should be noted that the contact head of the front contactor 111 is made of non-conductive material to simulate the actual pantograph-cabnet contact state. The front contactor 111 maintains contact with the overhead contact line with the same static contact force as the pantograph 21, thereby accurately simulating the actual pantograph-cabnet contact state. Furthermore, a high-precision first pressure sensor 112 can be embedded inside the contact head. The first pressure sensor 112 can detect the contact force between the front contactor 111 and the contact wire 22 in real time. Since the front contactor 111 and the pantograph 21 have the same structure, the contact force between the front contactor 111 and the contact wire 22 is the same as the contact force between the pantograph 21 and the contact wire 22. Therefore, the contact force measured by the first pressure sensor 112 can be equivalent to the actual contact force between the pantograph 21 and the contact wire 22, that is, the pantograph-contact contact force.

[0033] After detecting the contact force signal (pantograph-catenary contact force) of the front contactor 111, the control module 12 calculates the target air pressure value (target pressure value) required for the airbag (lifting airbag 215) of the pantograph 21 based on the signal magnitude. For example, if the detected contact force signal of the front contactor 111 is too large, the target air pressure value required for the airbag is lower to reduce the pantograph-catenary contact force between the pantograph 21 and the catenary, thereby reducing wear; if the detected contact force signal of the front contactor 111 is too small, the target air pressure value required for the airbag is larger to increase the pantograph-catenary contact force between the pantograph 21 and the catenary, facilitating the pantograph 21 to receive electricity. In this embodiment, the pantograph 21's contact force with the air pressure inside the lifting airbag 215 has a relative matching relationship. Based on the required pantograph contact force, this embodiment can calculate the corresponding target pressure range inside the airbag, ensuring the contact force is within a suitable range. This avoids excessive contact force leading to wear on the carbon sliding plate 211, and insufficient contact force leading to reduced electrical performance. A pressure feedback module 14 can be installed inside the airbag. This module can acquire the actual pressure value inside the airbag. Optionally, the pressure feedback module 14 may include a second pressure sensor. The second pressure sensor converts the actual pressure value inside the airbag into an electrical signal and transmits it to the control module 12. The second pressure sensor is responsible for real-time monitoring of pressure changes inside the airbag. The second pressure sensor converts the pressure changes inside the airbag into an electrical signal, providing real-time pressure data to the control module 12. Furthermore, it ensures high accuracy and stability of pressure measurement, providing accurate data support to the control module. The lifting airbag 215 may be equipped with the aforementioned second pressure sensor. When it is necessary to adjust the position of the carbon slide plate 211, the lifting airbag 215 needs to adjust the bow head bracket 213 upward or downward. At this time, it is necessary to obtain the measurement data of the second pressure sensor inside the lifting airbag 215.

[0034] An electrically controlled proportional valve can be installed at the port of the airbag. This valve adjusts the air intake and exhaust of the airbag, thereby controlling the actual air pressure value. The control module 12 synchronously monitors the internal air pressure of the airbag in real time through the pressure feedback module 14, compares it with the target air pressure value, and dynamically adjusts the proportional control signal sent to the drive module 13. The drive module 13 adjusts the opening of the electrically controlled proportional valve according to the proportional control signal, achieving precise and continuous regulation of the airbag pressure, ultimately ensuring that the pantograph-catenary contact force remains stable within the set range. The airbag-type pantograph-catenary contact force compensation control device provided in this embodiment can effectively suppress air path oscillations, improve current collection quality, and extend the service life of the pantograph 21 and the contact wire 22. It provides an advanced pantograph-catenary contact force control solution for subway vehicles and other electric traction vehicles, improving the current collection performance of the pantograph-catenary system.

[0035] Optionally, the control module 12 of the pantograph-catenary contact force compensation control device can use a microcontroller as the core control unit, employing a closed-loop control strategy to achieve precise regulation of the internal pressure of the airbag, thereby dynamically and actively adjusting the pantograph-catenary contact force. The core of the control module 12 is the MCU (microcontroller unit) inside the microcontroller, responsible for data acquisition, processing, control algorithm calculation, and signal output. Optionally, the microcontroller can be an STM32F407. The STM32F407 is easy to program, has many expandable interfaces, and offers more memory and faster processing speed than other microcontrollers, making it suitable for data storage or real-time calculation. Therefore, this embodiment of the invention selects this microcontroller. However, the invention can also use other types of microcontrollers and is not limited to the STM32F407 chip; any microcontroller that implements closed-loop control functionality is acceptable. Preferably, the invention uses a microcontroller from the STM32 series.

[0036] The front contactor 111, located at the front end of the pantograph 21, simulates the actual pantograph-catenary contact state. It contains a high-precision first pressure sensor, which detects changes in contact force before abnormal contact occurs between the pantograph 21 and the catenary 22, and transmits the signal to the microcontroller. Based on the pantograph-catenary contact force measured by the first pressure sensor, the microcontroller adjusts the target pressure value inside the airbag to ensure the actual pantograph-catenary contact force is within a suitable range. A high-precision second pressure sensor is also installed inside the airbag to monitor its actual pressure in real time. An ADC (analog-to-digital converter) converts the analog pressure signals collected by the sensors (first and second pressure sensors) into digital signals for processing by the MCU. The MCU compares the target pressure with the actual pressure and calculates the control quantity (proportional control signal) in real time using a PI control algorithm. This control quantity is converted into an analog signal via a DAC (digital-to-analog converter) and output to the drive module 13. The drive module 13 precisely controls the opening of the electronically controlled proportional valve based on the received analog signal, achieving continuous and stable adjustment of the airbag pressure through the control of the inflation and deflation processes. It is important to note that the airbag can be equipped with multiple electronically controlled proportional valves to separately control the inflation and deflation processes. Because the electronically controlled proportional valves allow for stepless control of their opening, the system effectively avoids sudden pressure changes during pressure adjustment, significantly suppressing air path oscillations and pressure fluctuations, thereby improving the system's response speed and control stability. The system uses a pre-detection module 11 to obtain the pantograph-catenary contact state in advance and dynamically adjusts the airbag pressure based on real-time feedback, ultimately achieving high-precision, active control of the pantograph-catenary contact force, significantly improving the flow collection quality and system reliability.

[0037] In this embodiment of the invention, by setting a front detection module on the top of the vehicle, the front detection module includes a front contactor, which is located on the forward side of the pantograph and is configured to have the same contact force between the front contactor and the contact wire as the pantograph contact force. Then the control module can obtain the pantograph-contact wire contact force from the first pressure sensor of the contact head of the front contactor to calculate the target pressure value required inside the airbag. The control module can also acquire the actual pressure value output by the airbag pressure feedback module, and send a proportional control signal to the drive module based on the difference between the target pressure value and the actual pressure value, so that the pressure value inside the airbag tends to the target pressure value. This embodiment can realize the accurate detection of the pantograph-catenary contact force in advance, in real time, and dynamically, and control the air pressure inside the airbag accordingly, effectively suppressing the oscillation or delay in the dynamic change of air pressure, significantly improving the control accuracy and response speed of the air pressure inside the airbag. Moreover, in this invention, the pantograph-catenary contact force compensation process only refers to the front contactor at the front end and adjusts the pantograph-catenary contact force according to the real-time scenario, without relying on preset data or preset models. It can be applied to a variety of complex working conditions, has good robustness and practicality, and improves the reliability of pantograph-catenary contact force compensation.

[0038] The above is the core idea of ​​this invention. The technical solutions in the embodiments of this invention will be clearly and completely described below with reference to the accompanying drawings. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0039] Optionally, the wear resistance of the contact head of the front contactor 111 is greater than or equal to the wear resistance of the pantograph head of the pantograph 21. Although the structure of the front contactor 111 is the same as that of the pantograph 21, the contact head does not need to be conductive, and wear-resistant materials can be selected, thereby improving the life of the front contactor 111, reducing the repair and replacement frequency of the front contactor 111, and improving the reliability of the airbag pantograph-catenary contact force compensation control device.

[0040] Optionally, the drive module 13 amplifies the proportional control signal and transmits it to the electronically controlled proportional valve. Sometimes, the analog signal output by the microcontroller is too small to meet the input requirements of the execution module. The proportional control signal can be amplified to ensure that the execution module (electronically controlled proportional valve) can accurately respond to control commands. The drive module 13 is responsible for receiving the proportional control signal from the control module 12; therefore, the drive module 13 is used to amplify the proportional control signal, improving the execution efficiency and accuracy of the execution module.

[0041] Figure 4This is a schematic diagram of a control process for pantograph-catenary contact force compensation provided in an embodiment of the present invention. Optionally, the electronically controlled proportional valve may include: an intake proportional valve 31 and an exhaust proportional valve 32; the drive module 13 adjusts the inflation speed and inflation volume of the airbag by controlling the opening of the intake proportional valve 31; the drive module 13 adjusts the exhaust speed and exhaust volume of the airbag by controlling the opening of the exhaust proportional valve 32. In this embodiment, the execution modules are the intake proportional valve 31 and the exhaust proportional valve 32, which are mainly responsible for intake and exhaust control: according to the proportional control signal of the drive module 13, the opening of the intake and exhaust ports is adjusted to control the inflation speed, inflation volume, exhaust speed, and exhaust volume of the airbag (lifting airbag 215). By precisely controlling the intake and exhaust volume, the pressure inside the airbag is precisely adjusted to achieve the target pressure value. Since the drive module 13 can achieve continuous adjustment, no pressure change occurs during the adjustment process, thereby effectively reducing oscillation and pressure fluctuation in the air circuit and improving the stability of the system.

[0042] Optionally, the control module 12 may include a PI control unit; the PI control unit is used to dynamically adjust the proportional control signal in real time using a PI control algorithm when the target pressure value and the actual pressure value are inconsistent. (Continue to refer to...) Figure 4 The control module 12 includes data processing, algorithm calculation, and signal output. Data processing: It receives real-time pressure data from the pressure sensor and compares it with the preset target pressure value; Algorithm calculation: It uses a PI control algorithm to calculate the required control quantity based on the deviation between the actual pressure and the target pressure; Signal output: It converts the calculated control quantity into a proportional control signal and sends it to the drive module 13 to adjust the working state of the execution modules (intake proportional valve 31 and exhaust proportional valve 32).

[0043] Figure 5 A schematic diagram of the PI algorithm provided in an embodiment of the present invention. Figure 5 As shown, the PI control algorithm (proportional-integral control algorithm) is a closed-loop feedback control strategy used to improve the system's response speed, stability, and steady-state accuracy. Specifically, in this system, the PI control unit achieves precise control of the pantograph airbag pressure by adjusting the opening of the electronically controlled proportional valve in real time, thereby maintaining the pantograph-catenary contact force within the target range. It adjusts the controller output based on two parts: proportional and integral. Proportional control outputs a control signal linearly according to the magnitude of the current pressure error (the difference between the target pressure and the actual pressure). Integral control eliminates the system's steady-state error by integrating the error over time. The total output of the PI control unit is the sum of the proportional and integral terms. This output signal is used to drive the actuator (such as the electronically controlled proportional valve), changing the intake or exhaust volume by adjusting the valve opening, thereby precisely controlling the internal pressure of the airbag. The PI control algorithm expression is as follows:

[0044] ;

[0045] In the formula, Kp is the proportional coefficient, Ki is the integral constant affecting the error elimination speed; u(t) is the output signal of the PI control unit; and e(t) is the difference between the target pressure value and the actual pressure value. In this system, the PI algorithm can calculate the control quantity in real time based on the feedback from the pressure sensor, and quickly respond to changes in the pantograph-catenary contact force. By reasonably tuning the parameters, PI control can significantly reduce pressure fluctuations and air path oscillations, improving the stability and reliability of the system. Under different operating speeds and contact force requirements, the PI control unit can still maintain good control performance, meeting the needs of dynamic operation of subway vehicles.

[0046] Optionally, a set distance exists between the front contactor 111 and the pantograph 21 along the vehicle's forward direction. The control module 12 is also used to obtain a set delay time based on the set distance and vehicle speed. The control module 12 is also used to send a proportional control signal before the pantograph-catenary contact force of the pantograph 21 changes, based on the set delay time. The front contactor 111 is positioned in front of the pantograph 21, with a set distance s between them. By obtaining the current vehicle speed v and combining it with the distance between the front contactor 111 and the pantograph 21, the control module 12 can calculate the remaining time (t=s / v) for the pantograph 21 to reach the actual measurement point, thereby adjusting the airbag pressure in advance. Combined with the aforementioned PI control algorithm, this achieves feedforward-feedback composite control of the pantograph-catenary contact force. This enables precise and continuous adjustment of the pressure value inside the airbag, ultimately ensuring that the pantograph-catenary contact force remains consistently stable within the set range. This system can effectively suppress airflow oscillation, improve current collection quality, and extend the service life of the pantograph and the contact wire.

[0047] Optionally, the number of pantographs 21 can be multiple. The control module 12 is also used to obtain a set delay time based on the set distance between each pantograph 21 and the front contactor 111 and the vehicle speed. The control module 12 is also used to send a corresponding proportional control signal before the pantograph-catenary contact force of the pantograph 21 changes according to the corresponding set delay time. When the vehicle is too long or the power consumption is large, multiple pantographs 21 need to be set to draw power from the catenary. In order to ensure that each pantograph 21 can be adjusted to a suitable airbag voltage value in advance when it arrives at the actual measurement point, this embodiment obtains the set distance between each pantograph 21 and the front contactor 111, thereby obtaining the corresponding set delay time according to the vehicle speed, and then adjusting the pantograph-catenary contact force of the pantograph 21 in advance according to the corresponding set delay time, so that each pantograph 21 sends a corresponding proportional control signal to the drive module before the pantograph-catenary contact force changes, ensuring that the pantograph-catenary contact force remains stable within the set range. For example, two or more pantographs 21 can be set on the top of the vehicle, and this embodiment does not make any special limitation on this.

[0048] Based on the same concept, embodiments of the present invention also provide a method for compensating for contact force of an airbag-type pantograph-wire contact. Figure 6 This is a flowchart illustrating a method for compensating for contact force in an airbag-type pantograph-catenary contact system according to an embodiment of the present invention. Figure 6 As shown, the method in this embodiment includes the following steps:

[0049] Step S101: The control module obtains the pantograph-catenary contact force based on the first pressure sensor of the front detection module, and calculates the target pressure value required inside the airbag based on the pantograph-catenary contact force.

[0050] In this embodiment, the pantograph-catenary contact force is measured by the front contactor of the front detection module and then transmitted to the control module. The control module calculates the target pressure value required inside the airbag based on the magnitude of the pantograph-catenary contact force, thereby enabling the subsequent pantograph airbag to obtain a more suitable pantograph-catenary contact force and achieving good current collection performance of the pantograph-catenary system. Optionally, the control module can also use a PI control algorithm to compare and adjust the target pressure with the actual airbag pressure, thereby actively controlling the airbag pressure and achieving dynamic adjustment of the pantograph-catenary contact force.

[0051] Step S102: Obtain the actual pressure value inside the airbag based on the pressure feedback module inside the airbag.

[0052] Specifically, such as Figure 7 As shown, Figure 7 This diagram illustrates the control principle of a pantograph-catenary contact force compensation control method provided in an embodiment of the present invention. A front contactor installed above the driver's cab measures the pantograph-catenary contact force in real time via an embedded first pressure sensor. Simultaneously, a pressure feedback module inside the airbag (including a second pressure sensor) detects the actual pressure value inside the airbag. The pantograph-catenary contact force and the actual pressure value inside the airbag are then sent to the ADC module inside the controller. The ADC module converts the analog signal into a digital signal and transmits it to the MCU (microcontroller unit).

[0053] Step S103: Obtain the proportional control signal based on the target pressure value and the actual pressure value, and send the proportional control signal to the drive module.

[0054] The MCU receives pressure values ​​from two sensors: the actual pressure of the airbag and the contact force of the front-end catenary. The control module compares the target pressure value with the actual pressure value. If the actual pressure value matches the target pressure value, the airbag pressure remains unchanged. If the actual pressure value does not match the target pressure value, a PI control algorithm is used to calculate the required control quantity to adjust the pressure inside the airbag to the target pressure value. The larger the pressure error, the larger the calculated control quantity, and the larger the output control signal.

[0055] Step S104: The drive module controls the opening degree of the electronic proportional valve of the airbag according to the proportional control signal so that the pressure value inside the airbag tends to the target pressure value.

[0056] The MCU converts the calculated control input into an analog signal via a DAC and sends it to the drive module (proportional valve driver). Based on the received analog signal, the proportional valve driver adjusts the opening of the exhaust and intake proportional valves to achieve precise pressure control within the airbag. When the actual pressure inside the airbag is higher than the target pressure, the MCU calculates the control input and controls the opening of the exhaust proportional valve through the proportional valve driver, appropriately releasing gas from the airbag. When the actual pressure inside the airbag is lower than the target pressure, the MCU calculates the control input and controls the opening of the intake proportional valve through the proportional valve driver, appropriately inflating the airbag. The greater the difference between the actual and target pressure values, the larger the control input and the larger the opening of the proportional valve.

[0057] The MCU frequently collects data on the pressure inside the airbag and the contact force between the front end of the airbag and the catenary, compares and performs algorithm calculations, and then outputs control signals. Figure 7 The diagram illustrates the pantograph's data acquisition and control steps. By continuously repeating these steps, real-time monitoring and active adjustment of the actual pressure value inside the airbag are achieved, ensuring the stability of the pantograph-catenary contact force.

[0058] In this embodiment of the invention, by setting a front detection module on the top of the vehicle, the front detection module includes a front contactor, which is located on the forward side of the pantograph and is configured to have the same contact force between the front contactor and the contact wire as the pantograph contact force. In this way, the control module can select the appropriate actual pantograph contact force of the pantograph based on the pantograph-contact wire contact force measured by the first pressure sensor of the contact head of the front contactor, so as to obtain the target pressure value required inside the airbag. The control module can also acquire the actual pressure value output by the airbag pressure feedback module, and send a proportional control signal to the drive module based on the difference between the target pressure value and the actual pressure value, so that the pressure value inside the airbag tends to the target pressure value. This embodiment can realize the accurate detection of the pantograph-catenary contact force in advance, in real time, and dynamically, and control the air pressure inside the airbag accordingly, effectively suppressing the oscillation or delay in the dynamic change of air pressure, significantly improving the control accuracy and response speed of the air pressure inside the airbag. Moreover, in this invention, the pantograph-catenary contact force compensation process only refers to the front contactor at the front end and adjusts the pantograph-catenary contact force according to the real-time scenario, without relying on preset data or preset models. It can be applied to a variety of complex working conditions, has good robustness and practicality, and improves the reliability of pantograph-catenary contact force compensation.

[0059] Based on the above embodiments, optionally, the pantograph-catenary contact force compensation control method may further include: obtaining a set delay time based on a set spacing and vehicle speed; and sending a proportional control signal to the drive module before the pantograph-catenary contact force changes according to the set delay time.

[0060] Because there is a certain set distance between the front contactor and the pantograph, the airbag pressure adjustment time needs to be delayed. This delay time needs to be further derived based on vehicle speed and the set distance to change the airbag pressure before the actual pantograph contact force changes, thus stabilizing the contact force. Taking an example with two pantographs, the derived formulas are as follows: t1=s1 / v; t2=s2 / v; where: t1 and t2 are the delay times for the two pantographs, s1 and s2 are the distances between the front contactor and the two pantographs, and v is the vehicle speed, which can be retrieved from the vehicle. After the set delay time, the control module compares the target pressure value with the actual pressure value. If the actual pressure value matches the target pressure value, the airbag pressure remains unchanged. If the actual pressure value does not match the target pressure value, the required control quantity needs to be calculated using a PI control algorithm to adjust the pressure inside the airbag to the target pressure value. This embodiment can obtain the corresponding pantograph-catenary contact force in advance, and thus adjust the pressure value inside the airbag in advance according to the pantograph-catenary contact force. The system significantly improves the real-time performance and accuracy of control, effectively suppresses air path oscillation, enhances the dynamic response capability and stability of the system, thereby improving the current collection quality and extending the service life of the pantograph and the catenary.

[0061] Note that the above description is merely a preferred embodiment of the present invention and the technical principles employed. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of the present invention. Therefore, although the present invention has been described in detail through the above embodiments, the present invention is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of the present invention, the scope of which is determined by the scope of the appended claims.

Claims

1. A pneumatic pantograph-catenary contact force compensation control device, characterized in that, include: Front-end detection module, control module, drive module, and pressure feedback module; The front-end detection module includes a front-end contactor; The front contactor is located on the forward side of the pantograph; The contact force between the front contactor and the contact wire is the same as the contact force between the pantograph and the contact wire; the contact head of the front contactor is made of non-conductive material and a first pressure sensor is provided inside the contact head. The control module is electrically connected to the first pressure sensor to acquire the pantograph-catenary contact force; the control module calculates the target pressure value required inside the airbag based on the pantograph-catenary contact force; the control module is electrically connected to the pressure feedback module inside the airbag to acquire the actual pressure value inside the airbag. The control module is also used to output a proportional control signal to the drive module based on the target pressure value and the actual pressure value; the drive module is used to control the opening of the electronically controlled proportional valve of the airbag so that the pressure value inside the airbag tends to the target pressure value. Along the vehicle's direction of travel, there is a set distance between the front contactor and the pantograph; The control module is also used to obtain a set delay time based on the set interval and vehicle speed; The control module is also used to send the proportional control signal before the pantograph-catenary contact force changes according to the set delay time.

2. The airbag-type pantograph-wire contact force compensation control device according to claim 1, characterized in that, The wear resistance of the contact head of the front contactor is greater than or equal to the wear resistance of the pantograph head.

3. The airbag-type pantograph-catenary contact force compensation control device according to claim 1, characterized in that, The pressure feedback module includes a second pressure sensor; The second pressure sensor is used to convert the actual pressure value inside the airbag into an electrical signal and transmit it to the control module.

4. The airbag-type pantograph-wire contact force compensation control device according to claim 1, characterized in that, The drive module is used to amplify the proportional control signal and transmit it to the electronically controlled proportional valve.

5. The airbag-type pantograph-catenary contact force compensation control device according to claim 1, characterized in that, The electronically controlled proportional valve includes: an intake proportional valve and an exhaust proportional valve; The drive module adjusts the inflation speed and inflation volume of the airbag by controlling the opening of the intake proportional valve; the drive module adjusts the deflation speed and deflation volume of the airbag by controlling the opening of the exhaust proportional valve.

6. The airbag-type pantograph-catenary contact force compensation control device according to claim 1, characterized in that, The number of pantographs is multiple; The control module is also configured to obtain a set delay time based on the set distance between each pantograph and the front contactor and the vehicle speed; the control module is also configured to send a corresponding proportional control signal before the pantograph-catenary contact force changes according to the set delay time.

7. The airbag-type pantograph-catenary contact force compensation control device according to claim 1, characterized in that, The control module includes a PI control unit; The PI control unit is used to adjust the proportional control signal in real time through a PI control algorithm when the target pressure value is inconsistent with the actual pressure value.

8. A method for compensating and controlling the contact force of an airbag-type pantograph-catenary circuit, characterized in that, The airbag-type pantograph-catenary contact force compensation control device according to any one of claims 1-7 comprises: The control module obtains the pantograph-catenary contact force based on the first pressure sensor of the front detection module, and calculates the target pressure value required inside the airbag based on the pantograph-catenary contact force. The actual pressure value inside the airbag is obtained by the pressure feedback module inside the airbag. A proportional control signal is obtained based on the target pressure value and the actual pressure value, and the proportional control signal is sent to the drive module. The drive module controls the opening degree of the electronically controlled proportional valve of the airbag according to the proportional control signal, so that the pressure value inside the airbag tends to the target pressure value.

9. The airbag-type pantograph-catenary contact force compensation control method according to claim 8, characterized in that, Along the vehicle's direction of travel, there is a set distance between the front contactor and the pantograph; The control method further includes: The set delay time is obtained based on the set spacing and vehicle speed; and the proportional control signal is sent to the drive module before the pantograph-catenary contact force changes according to the set delay time.

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