Train power distribution method and device
Patent Information
- Authority / Receiving Office
- AU · AU
- Patent Type
- Applications
- Current Assignee / Owner
- ZHUZHOU CSR TIMES ELECTRIC CO LTD
- Filing Date
- 2020-11-20
- Publication Date
- 2026-07-30
AI Technical Summary
Existing locomotive power distribution methods face challenges in optimizing power distribution across vehicles, particularly in harsh conditions like long and large marshalling, complex curves, leading to limited power performance and increased longitudinal impact.
A vehicle-level power distribution controller selects optimal power distribution schemes based on the Pareto optimal set, using neural networks and adhesion utilization control to allocate power efficiently, and implements axle cutting control to improve overall efficiency, while the adhesion utilization and traction inverter control modules manage wheel-rail adhesion and power execution.
This approach enables intelligent, multi-objective traction optimization, maximizing traction exertion, minimizing longitudinal impact, and optimizing converter system efficiency and temperature, thereby enhancing overall vehicle efficiency and power distribution.
Smart Images
Figure 00000001_0000 
Figure 00000034_0000 
Figure 00000035_0000
Abstract
Description
is se, (0 (0 & ^uj_set (^ - i) - fuj_dec ^uj.set(0 Fuj_set(^) + fuj_ris • Please refer to Fig3, Fig3 shows a schematic diagram of the frontier of the optimal set provided according to some embodiments of the invention. As shown in Fig3, the frontier of the Pareto optimal set corresponding to the optimal comprehensive state comprises multiple data points. Each data point indicates a power distribution of motor car Fu_set corresponding to the optimal comprehensive state. The vehicle-level power distribution controller further selects an optimal solution FU Set that meets the conditions from multiple power distribution schemes of motor car on the frontier of the Pareto optimal set based on the minimum traction limit criterion, the minimum converter state limit criterion, and the priority of traction force exertion and converter state, to implement vehicle-level power distribution control. Optionally, in other embodiments, those skilled in the art also use neural networks, deep learning, and other algorithms based on the concept of the present invention to optimally solve the above comprehensive quantitative model, and use same calculation, obtain the frontier of the Pareto optimal set corresponding to the optimal comprehensive state, and then select an optimal solution Fu_set that meets the conditions so as to implement the above vehicle-level power distribution control. In some preferred embodiments, the vehicle-level power distribution controller further determines whether axle cutting control is necessary to improve overall vehicle efficiency based on the given power allocated to the motor car FMk_set and the preset power threshold value FMk_th. Specifically, the power threshold value F Mk th is determined by the energy efficiency of each power unit of the motor car, and is used to indicate the sum of the minimum power that can enable each power unit of the motor car to operate efficiently. If FMk set < F Mk th, it indicates that the given power allocated to the motor car is relatively small, and the vehicle-level power distribution controller centrally allocates the given power Fuk set to the power axles of a few power units through axle cutting control to reduce the overall excitation power consumption of the motor car, thereby improving the overall vehicle efficiency. As shown in Figi, the above train power distribution method provided by the invention also comprises the step: according to the wheel-rail adhesion state of each power unit, the given power allocated to the power unit is executed to the maximum extent. In some embodiments of the invention, the power execution and observation of the power unit is implemented in cooperation with the adhesion utilization control module and the traction inverter control module, mainly for maximizing the physical adhesion of the current power unit, and real-time feedback the wheel-rail state and maximum allowable power of each power unit to the vehicle-level power distribution controller according to the acceleration and creep speed state of the wheel set as its decision-making basis. The adhesion utilization control module and the traction inverter control module is configured at the power unit level power execution and observation control layer (i.e., the third control layer). The level of control at this level depends on the smallest control unit of the controlled power vehicle. For example, in a bogie-controlled vehicle, the level of control at this level is the bogie unit; In an axle-controlled vehicle, the level of control at this level is each power axle. The main input signals of the above power unit level power execution and observation control layer comprise the power command Fuj set issued by the vehicle-level power distribution controller to the control unit, and the main output signals are the wheel-rail adhesion state coefficient auj, the maximum power exertion capacity Fuj limit, the comprehensive rotational speed of the motor &>uj, and the comprehensive temperature of the motor Tuj. As described above, the vehicle-level power distribution controller composes the vehicle state of the motor car a = [aul,...,aUJ,...,auN] , Fu _limit = [Ful limit,..., Fujlimit,..., FuNlimit] , (0 = ^,...,^,...,¾], T ,..., / ),,..., ] based on the power unit state tzUj, F, limit, &>uj, Tuj fed back by each power unit of the motor car. Specifically, the above adhesion utilization control module observes the creep speed of the wheel set and acceleration of the wheel set in real time to calculate the wheel-rail adhesion state coefficient of the power unit: «UJ = Adh _Judge(yuj creep(t),auj adh^ (10) In this formula: auj is the normalized coefficient for the wheel-rail adhesion state, and the value range is [-1 1]; Adh_JudgeQ is adhesion state judgement function, which is implemented through a fuzzy rule table; vuj creep(t) is the creep speed, which indicates the difference between the wheel set speed and the train reference speed; auj is the wheel set acceleration index, which indicates the difference between the wheel set acceleration and the train reference acceleration. It will be understood by those skilled in the art that the above adhesion state judgement function Adh _ Judged) implemented through fuzzy rule table is only a non-restrictive case provided by the invention to clearly show the main concepts of the invention and to provide a specific scheme for public implementation rather than to limit the scope of protection of the invention. Optionally, in other embodiments, those skilled in the art may also, based on the concepts of the invention, use mechanisms / empirical formulas, expert rule systems, state machines, and other strategies to realize the calculation function of the adhesion state judgment function Adh _JudgeQ. In the above formula (10), auj value of 0 is the critical point for idling and sliding, auj < 0 indicates that there is a tendency of idling and sliding or has occurred idling and sliding, and auj > 0 indicates that both the creep speed and acceleration are within the normal range and there is no idling and sliding trend for the time being. The adhesion utilization control module determines idling and sliding state of the wheel set of the corresponding power unit based on the value of the wheel-rail adhesion state coefficient auj. When auj >0, the adhesion utilization control module determines that the wheel set of the power unit has no idling and sliding trend and is capable of fully exerting the given power value. At this time, the adhesion utilization control module directly uses the given power Fuj set allocated to the power unit as the adhesion given force Fadh and send it to the back-end inverter controller. In some embodiments, the adhesion utilization control module calculates the wheel set adhesion force observation feedback at the current time t using the following formula: Fuj adh = Fuj_set(t - D + - Fuj_Jj “ D) (12) In this formula: Fuj set (t -1) is the given power at the previous moment; aui is the wheel-rail adhesion state coefficient; F^ is the maximum allowable power at the current rotational speed of the axle end of the power unit. After that, the adhesion utilization control module feeds back the wheel set adhesion force Fuj adi, obtained by calculation to the vehicle-level controller of the motor car for use in composing the vehicle state of the motor car. On the contrary, when auj < 0 , the adhesion utilization control module determines whether the wheel set of the power unit has a tendency of idling and sliding or has occurred idling and sliding. At this time, the adhesion utilization control module appropriately adjusts the adhesion given force Fadh issued to the inverter control through adhesion optimization control strategies such as optimal creep control, fuzzy control, phase method control, and sliding mode variable control, so as to control the wheel-rail adhesion state of the wheel set near its optimal adhesion point. Please refer to Fig4, Fig4 shows a schematic diagram of the best adhesion point provided according to some embodiments of the invention. As shown in Fig4, the train stores multiple relationship curves between creep rate and adhesion coefficient. The abscissa of the relationship curve is the creep rate, indicating the ratio of the creep speed vuj creep(t) to the reference speed of the train. The ordinate of the relationship curve is the adhesion coefficient, indicating the ratio of wheel-rail adhesion force to axle weight. Each relationship curve indicates the change of adhesion coefficient with creep rate under a road condition, and its highest point is the best adhesion point under the road condition. The adhesion utilization control module calls the corresponding relationship curve according to the current specific road conditions of the motor car to query the optimal creep rate under the road conditions, thereby calculating the corresponding wheel set adhesion force Fuj adh: 1 v — J "I w = / 7 _p ()1) J 1 m 1 uj adh V1 17 r. r. _ UJ UJ In this formula: J is the rotational inertia of the wheel set; vuj w is the wheel set speed; is the effective wheel diameter; Fm is the actual force exerted by the motor. Generally, the calculated wheel set adhesion force Fuj adh is smaller than the given power Fuj set allocated to the power unit. The adhesion utilization control module transmits the wheel set adhesion force Fuj adh to the inverter controller as the adhesion given force Fadh. In some embodiments, the adhesion utilization control module selects the maximum value of the wheel set adhesion force Fuj adh within a complete idling and sliding control cycle and feed it back to the vehicle-level power distribution controller of the motor car for composing the vehicle state of the motor car. In some embodiments, if the minimum power unit used to control a vehicle comprises multiple control axles (i.e., the number of control axles is greater than 1), the adhesion utilization control module is capable of observing the adhesion state and adhesion force of all wheel sets simultaneously, and take the minimum value as the adhesion state and adhesion force fed back by the power unit. As described above, the power execution and observation control layer of the power unit also comprise a traction inverter control module. The main function of the traction inverter control module is to control the actual exert torque of the traction motor to the adhesion given force Fadh, and collect the temperature A, current, voltage, and rotational speed <wuj of the traction motor in real time to determine the traction inverter state of the power unit. If the temperature Tuj ,current, voltage, and rotational speed &>uj of the traction motor indicates that the current traction inverter state is good, the traction inverter control module determines that there is no need for power limitation, thereby controlling the traction motor to execute the adhesion given force Fadh issued by the adhesion utilization control module. On the contrary, if the temperature Tuj,current, voltage, and rotational speed &>uj of the traction motor indicates that the current traction inverter state is not good, the traction inverter control module needs to limit the power of the traction motor based on the traction inverter state and calculate the limiting power force Fuj inv corresponding to the limited power. After that, the traction inverter control module compares the issued adhesion given force Fadh with the limiting power force F. ■ obtained by calculation, and control the traction motor to execute M / lllv J -7 the smaller value. For the comprehensive motor temperature Tuj fed back by the power unit to the vehicle-level power distribution controller, if the power unit is under singleaxis control, the traction inverter control module directly feeds back the traction motor temperature Tuj of the power axle. If the number of control axles of the power unit is greater than 1, the traction inverter control module simultaneously collects the temperatures of all traction motors and feeds back their average values as comprehensive motor temperatures Tuj. For the comprehensive motor rotational speed &>uj fed back by the power unit to the vehicle-level power distribution controller, if the power unit is under single-axis control, the traction inverter control module directly feeds back the traction rotational speed &>uj of the power axle. If the number of control axles of the power unit is greater than 1, the traction inverter control module simultaneously collects the rotational speed of all traction motors and feeds back their average values as comprehensive motor rotational speed &>uj. For the maximum allowable power of the unit Fuj limit fed back by the power unit to the vehicle-level power distribution controller, the traction inverter control module calculates the smaller value of the adhesion given force Fadh and the limiting power force Fuj inv using the following formula: Fuj Mt = min(F\ inv, Fadh) (13) The traction inverter control module feeds back the smaller value of the adhesion given force Fadh and the limiting power force Fuj inv to the vehiclelevel power distribution control to serve as the maximum allowable power of the unit Fu- limit of the power unit. In summary, the above train power distribution method provided by the invention builds a three-layer controller based on the existing control level of the train-vehicle-power unit for intelligent collaborative distribution of train power. Through differential intelligent distribution between vehicles and power units, the invention achieves multi-objective traction optimization control for autonomous trains, such as maximum traction exertion, minimum longitudinal impact, and optimal converter system state (efficiency, temperature rise), thereby solving the problems of limited power performance and longitudinal impact of trains that are easily caused by existing locomotive power synchronous distribution methods under harsh conditions such as long and large marshalling, complex curves, and so on. Although the above methods are illustrated and described as a series of actions in order to simplify the explanation, it should be understood and comprehend that these methods are not limited by the order of actions, because according to one or more embodiments, some actions may occur in different order and / or concurrently with other actions that are illustrated and described herein or not illustrated and described herein but can be understood by those skilled in the art. Those of skill in the art would understand that information and signals may be represented using any of a variety of different technologies and techniques. For example, data, instructions, commands, information, signals, bits, symbols, and chips that may be referenced throughout the above description may be represented by voltages, currents, electromagnetic waves, magnetic fields or particles, optical fields or particles, or any combination thereof. Those of skill would further appreciate that the various illustrative logical blocks, modules, circuits, and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, and steps have been described above generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the overall system. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention. Although the controller described in the above embodiment can be implemented through a combination of software and hardware. However, it is understood that these controllers can also be implemented separately in software or hardware. For hardware implementations, these controllers can be implemented in one or more application specific integrated circuits (ASICs), digital signal processors (DSP), programmable logic devices (PLDs), field programmable gate arrays (FPGAs), processors, controllers, microcontrollers, microprocessors, other electronic devices used to perform the above functions, or selected combinations of the above devices. For software implementations, these controllers can be implemented through independent software modules such as procedure modules and function modules running on a general-purpose chip, each of which can perform one or more of the functions and operations described herein. The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims
1. A train power distribution method, wherein the train comprises a plurality of vehicles, the plurality of vehicles are classified as motor cars and trail cars, the train power distribution method comprises:according to a travel planning curve, a travel route information and a vehicle state of each motor car of the train, the total power of the train is distributed to each motor car with a target of minimum longitudinal impact;according to states of a plurality of power units of each motor car, a given power distributed to the motor car is further allocated to each power unit of the motor car with a target of optimal converter system state; andaccording to a wheel-rail adhesion state of each power unit, a given power allocated to the power unit is executed to the maximum extent.
2. The train power distribution method of claim 1, wherein the travel planning curve comprises a planned speed curve and a planned power curve, which are used to indicate a train speed and the total power of the train at each time of the train running line, the travel route information comprises a ramp gradient and a curve radius of the train at the current time, the vehicle state of each motor car comprises a maximum allowable power of each motor car fed back by each motor car, the step of distributing the total power of the train to each motor car comprises:taking a train total power distribution scheme as a solution object, quantifying and building model of the longitudinal impact of the train according to the travel planning curve, the travel route information and the vehicle state of each motor car, wherein the train total power distribution scheme indicates the power distributed to each motor car; andoptimally solving the longitudinal impact quantitative model to obtain the total train power distribution scheme corresponding to the minimum longitudinal impact.
3. The train power distribution method of claim 2, the step of quantifying and building model of the longitudinal impact of the train comprises:calculating a coupler force and a coupler force impulse between the vehicles according to the travel planning curve, the travel route information and the vehicle state of each motor car; andquantifying the longitudinal impact of the train according to the maximum coupler force and maximum coupler force impulse between the vehicles to build the longitudinal impact quantitative model.
4. The train power distribution method of claim 2, the step of optimizing the longitudinal impact quantitative model comprises:using a control variable parameterization method or swarm intelligence algorithm, optimally solving the train total power distribution scheme within arange of the maximum allowable change of a single-cycle power of each motor car, wherein the maximum allowable change of the single-cycle power of the motor car is determined by the vehicle speed and / or converter system state of the motor car.
5. The train power distribution method of claim 2 further comprising:firstly according to the maximum allowable change of single-cycle power of the train, performing amplitude limiting filtering on the total power of the train at each time of the planned power curve, wherein the maximum allowable change of single-cycle power of the train is determined by the train speed, train network voltage and / or running line conditions; andthen quantifying and building model of the longitudinal impact of the train according to the planned power curve after the amplitude limiting filter processing.
6. The train power distribution method of claim 5 further comprising:calculating the maximum allowable power of the train at the corresponding time according to the maximum allowable power of each motor car;in response to that the maximum allowable power of the train is less than the total power of the train at the corresponding time of the planned power curve after the amplitude limiting filter processing, the train power distribution scheme composed of the maximum allowable power of each motor car is substituted into the longitudinal impact quantitative model to calculate the corresponding the quantized value of the train impact;in response to that the quantized value of the train impact is less than a quantized threshold value, allocating the total power of the train according to the maximum allowable power of each motor car, wherein the quantized threshold value is determined according to a maximum allowable quantized value of longitudinal impact obtained from a train operation safety evaluation; andin response to that the quantized value of the train impact is greater than or equal to the quantized threshold value, gradually reducing the total power of the train at the corresponding time until the quantized value of the train impact is less than the quantized threshold value.
7. The train power distribution method of claim 1, wherein the vehicle state of the motor car comprises a wheel-rail adhesion state coefficient, a maximum allowable power of the unit, a comprehensive rotational speed of the motor and / or the comprehensive temperature of the motor of the motor car fed back by each power unit of the motor car, the step of further allocating the given power distributed to the motor car to each power unit of the motor car comprises:in response to that the maximum allowable power of the motor car is greater than or equal to the given power allocated to the motor car, taking the power distribution scheme of the motor car as a solution object, quantifying and building model the converter system state according to the vehicle state of themotor car, wherein the power distribution scheme of the motor car indicates the power allocated to each power unit of the motor car, and the maximum allowable power of the motor car is calculated according to the maximum allowable power of each power unit; andwithin a range of the maximum allowable change of the single-cycle power of each power unit of the motor car, optimally solving the system state quantitative model to obtain the power distribution scheme of the motor car corresponding to the optimal converter system state, wherein the maximum allowable change of the single-cycle power of the power unit is determined by the vehicle speed and / or converter system state of the motor car.
8. The train power distribution method of claim 7, wherein the step of further allocating the given power distributed to the motor car to each power unit of the motor car further comprises:in response to that the maximum allowable power of the motor car is less than the given power allocated to the motor car, taking the power distribution scheme of the motor car as the solution object, and according to an objective function of the power exertion of the motor car and an objective function of the converter state, performing the comprehensive quantitative modeling of the power exertion of the motor car and the state of the converter system, wherein the objective function of the power exertion indicates the sum of the power allocated to each power unit of the motor car, and the objective function of the converter state indicates a quantized value of the converter system state;within the range of the maximum allowable change of the single-cycle power of each power unit of the motor car, optimally solving the constructed comprehensive quantitative model to obtain a frontier of optimal set corresponding to the optimal comprehensive situation; andaccording to a minimum traction limit criterion, a minimum converter state limit criterion and a priority of traction force exertion and converter state, selecting the corresponding optimal solution from a plurality of power distribution schemes on the frontier of the optimal set.
9. The train power distribution method of claim 7, wherein the step of further allocating the given power distributed to the motor car to each power unit of the motor car further comprises:in response to that the given power distributed to the motor car is less than the power threshold value, the given power distributed to the motor car will be allocated to a portion of power units of the motor car, where the power threshold value is determined by the energy efficiency of each power unit of the motor car.
10. The train power distribution method of claim 1, wherein the step of executing the given power allocated to the power unit to the maximum extent comprises:according to a creep speed and wheel set acceleration index of the wheel set, calculating a wheel-rail adhesion state coefficient of the power unit;in response to the wheel-rail adhesion state coefficient indicating that the wheel set has no idling and sliding trend, sending the given power distributed to the power unit to the inverter controller as the adhesion given force;in response to the wheel-rail adhesion state coefficient indicating that the wheel set has a tendency of idling and sliding or has occurred idling and sliding, calculating the wheel set adhesion force according to the effective wheel diameter of the power unit, the wheel set rotational inertia, the wheel set speed and the actual force of the motor, and sending the wheel set adhesion force to the inverter controller as the adhesion given force; andcontrolling the traction motor of the power unit by the inverter controller, to execute the adhesion given force.
11. The train power distribution method of claim 10 further comprising:feeding the wheel-rail adhesion state coefficient of the power unit back to a vehicle-level controller of the corresponding motor car, for composing the vehicle state of the corresponding motor car;in response to the wheel-rail adhesion state coefficient indicating that the wheel set has no idling and sliding trend, calculating the wheel set adhesion force at the current moment according to the maximum allowable power at the current speed of the axle end of the power unit, the given power at the previous moment and the wheel-rail adhesion state coefficient, and feeding the wheel set adhesion force at the current moment back to the vehicle-level controller, for composing the vehicle state of the corresponding motor car; andin response to the wheel-rail adhesion state coefficient indicating that the wheel set has a tendency of idling and sliding or has occurred idling and sliding, selecting the maximum value of the wheel set adhesion force in a complete idling and sliding control cycle and feeding it back to the vehicle-level controller, for composing the vehicle state of the corresponding motor vehicle.
12. The train power distribution method of claim 10, wherein the step of executing the given power allocated to the power unit to the maximum extent further comprises:collecting a temperature, a current, a voltage and a rotational speed of the traction motor of the power unit, to determine the traction inverter state of the power unit;in response to a good traction inverter state, controlling the traction motor to execute the adhesion given force; andin response to a poor traction inverter state, limiting the power of the traction motor and calculating the corresponding limiting power according to the traction inverter state, and comparing the adhesion given force with the limiting power, to control the traction motor to execute the smaller value among them.
13. The train power distribution method of claim 12, wherein the power unit comprises at least one control axle, the power distribution method furthercomprises:taking a average rotational speed of each traction motor as the comprehensive rotational speed of the motor of the power unit, and feeding the comprehensive rotational speed of the motor back to the vehicle-level controller of the corresponding motor car, for composing the vehicle state of the corresponding motor car;taking a average value of the temperature of each traction motor as the comprehensive temperature of the motor of the power unit, and feeding the comprehensive temperature of the motor back to the vehicle-level controller, for composing the vehicle state of the corresponding motor car; andusing the smaller value of the adhesion given force and the limiting power as the maximum allowable power of the unit of the power unit, and feeding the maximum allowable power of the unit back to the vehicle-level controller, for composing the vehicle state of the corresponding motor car.
14. The train power distribution method of claim 1 further comprises:obtaining the travel planning curve from the auto drive system of the train;obtaining the travel route information from the train operation monitoring and recording device; andobtaining the vehicle state of each motor car from the vehicle-level controller of each motor car, wherein the vehicle state is respectively composed of the unit state of the vehicle-level controller which the multiple power units of the corresponding motor car feedback to.
15. A train power distribution apparatus, wherein the train comprises a plurality of vehicles, the plurality of vehicles are classified as motor cars and trail cars, the train power distribution apparatus comprises a memory and a processor, the processor is connected to the memory, and configured to implement the train power distribution method of any of claims 1-14.
16. A computer-readable storage medium, having computer instructions stored thereon, wherein the train power distribution method of any of claims 1-14 can be implemented when the computer instructions are executed by the processor.