Multi-machine coupled locomotive and electric air matching control method and system thereof

Abstract

The application discloses a kind of multi-machine recombination locomotive and its electric air coordination control method and system, the method includes determining current brake cylinder pressure value and current deceleration according to brake level signal of electric control handle, and further determine air brake force demand value and the target speed of each slave control car speed drop to electric air conversion, air brake force demand value, the target speed of each slave control car is sent to corresponding slave control car CCU;When the speed of master control car or slave control car drops to corresponding target speed, by master control car CCU to master control car BCU or slave control car CCU to corresponding slave control car BCU sends electric brake force fade signal.The application does not need master control car BCU to send electric brake force fade signal to each slave control car BCU, avoids transmission delay caused by master control car BCU to each slave control car BCU to send electric brake force fade signal.

Description

TECHNICAL FIELD

[0001] The present application belongs to the field of heavy locomotive control technology, and particularly relates to a multi-locomotive heavy locomotive and an electric and air coordination control method and system thereof. BACKGROUND

[0002] At present, the mode of only relying on a single locomotive to pull a train has been unable to meet the transport volume demand of freight railways, and the mode of multiple locomotives in heavy connection needs to be used to pull a train, so as to increase the traction force and braking force of the train, thereby meeting the transport volume demand of freight railways.

[0003] When the multi-locomotive heavy locomotive brakes, the master control car CCU (i.e., central control unit) sets the electric braking force according to the braking level signal of the MCH (i.e., electric control handle) and the current speed, and sends the electric braking force to the master control car BCU (i.e., brake control unit) through MVB, and the master control car BCU distributes the electric braking force and sends the distributed electric braking force to each slave control car of the whole train.

[0004] When the master control car BCU receives the electric braking force decay signal, the air braking force request value is calculated according to the real-time feedback of the electric braking force of the master control car CCU, and the air braking force request value is sent to the slave control car BCU, so that the air braking force value of the slave control car BCU rises to make up for the decrease of the electric braking force. Since there is network delay in the signal received by the slave control car BCU from the master control car BCU, and the distance between the slave control car and the master control car is different, the network delay time is different, when the slave control car BCU receives the electric braking force decay signal and the air braking force request value sent by the master control car BCU, the master control car electric braking force begins to decay while the slave control car electric braking force decays with delay, and then the slave control car exists an electric and air conversion dead zone, and then the locomotive idling phenomenon occurs, the whole train braking exists mismatching, and the slave control car coupler collision is serious. SUMMARY

[0005] The purpose of the present application is to provide a multi-locomotive heavy locomotive and an electric and air coordination control method and system thereof, so as to solve the problem that the slave control car exists an electric and air conversion dead zone due to the signal transmission delay between the master control car BCU and the slave control car BCU, thereby causing the whole train braking mismatching and the slave control car coupler collision.

[0006] The present application solves the above technical problems by the following technical scheme: an electric and air coordination control method applied to a multi-locomotive heavy locomotive, the control method comprising the following steps:

[0007] The master control car CCU acquires a braking level signal, and determines a current brake cylinder pressure value and a current deceleration according to the braking level signal;

[0008] The master control car CCU calculates an air brake force demand value according to a current brake cylinder pressure value, and calculates a second target speed of each slave control car according to a current deceleration and a preset first target speed; wherein the first target speed refers to a speed of the master control car during electric air conversion;

[0009] The master control car CCU sends the air brake force demand value and the second target speed of each slave control car to the corresponding slave control car CCU;

[0010] When the speed of the master control car decreases to the first target speed, the master control car CCU sends an electric brake force fade signal to the master control car BCU, and the master control car BCU fades the electric brake force according to the electric brake force fade signal sent by the master control car CCU, and performs air braking according to the air brake force demand value;

[0011] When the speed of the slave control car decreases to the second target speed, the slave control car CCU sends an electric brake force fade signal to the slave control car BCU, and the slave control car BCU fades the electric brake force according to the electric brake force fade signal sent by the slave control car CCU, and performs air braking according to the air brake force demand value.

[0012] Further, the calculation formula of the air brake force demand value is:

[0013] F 空 =(P-b) / k

[0014] Wherein, F 空 is the air brake force demand value, P is the current brake cylinder pressure value, b is a fixed correction value, and k is a brake cylinder pressure conversion coefficient.

[0015] Further, the calculation formula of the second target speed is:

[0016] v i =v0+at i

[0017] t i =(i×S0) / v e

[0018] Wherein, v i is the second target speed of the i-th section slave control car, i=1, 2, …, n, n is the number of slave control cars, i=1 represents the first section slave control car behind the master control car; v0 is the first target speed; a is the current deceleration; t i is the time required for the electric brake force fade signal to be sent from the master control car BCU to the i-th section slave control car BCU; S0 is the distance between adjacent two sections of locomotives; v e is the transmission speed of the electric brake force fade signal.

[0019] Further, the calculation formula of the second target speed is:

[0020] v i = v0+ at i

[0021] t i = ixt e

[0022] wherein, v i is the second target speed of the ith section of slave vehicle, i = 1, 2, …, n, n is the number of slave vehicles, i = 1 represents the first section of slave vehicle behind the master vehicle; v0is the first target speed; a is the current deceleration; t i is the time required for the electric braking force dissipation signal sent by the master vehicle BCU to the ith section of slave vehicle BCU; t e is the transmission time of the electric braking force dissipation signal between adjacent two locomotives.

[0023] Further, the first target speed is 5 km / h.

[0024] Further, the master vehicle CCU and each slave vehicle CCU communicate through the MVB cable.

[0025] Based on the same concept, the application further provides an electric-air coordination control system applied to a multi-locomotive heavy-haul locomotive, which comprises a master vehicle CCU, a master vehicle BCU, each slave vehicle CCU and each slave vehicle BCU; the master vehicle CCU is in communication connection with the master vehicle BCU and each slave vehicle CCU, and each slave vehicle CCU is in communication connection with the corresponding slave vehicle BCU;

[0026] The master vehicle CCU is used for acquiring a brake notch signal, determining a current brake cylinder pressure value and a current deceleration according to the brake notch signal, calculating an air braking force demand value according to the current brake cylinder pressure value, calculating a second target speed of each slave vehicle according to the current deceleration and a preset first target speed, sending the air braking force demand value and the second target speed of each slave vehicle to the corresponding slave vehicle CCU, and sending an electric braking force dissipation signal and the air braking force demand value to the master vehicle BCU when the speed of the master vehicle decreases to the first target speed; wherein the first target speed refers to the speed of the master vehicle during electric-air conversion.

[0027] The master vehicle BCU is used for receiving the electric braking force dissipation signal and the air braking force demand value sent by the master vehicle CCU, performing electric braking force dissipation according to the electric braking force dissipation signal sent by the master vehicle CCU, and performing air braking according to the air braking force demand value.

[0028] The slave vehicle CCU is used for receiving the air brake force demand value and the corresponding second target speed sent by the master vehicle CCU; and when the speed of the slave vehicle is reduced to the second target speed, the electric brake force elimination signal and the air brake force demand value are sent to the corresponding slave vehicle BCU.

[0029] The slave vehicle BCU is used for eliminating the electric brake force according to the electric brake force elimination signal sent by the slave vehicle CCU, and performing air braking according to the air brake force demand value.

[0030] Based on the same concept, the application also provides a multi-machine heavy-haul locomotive comprising the electric-air coordinated control system as described above.

[0031] Advantages

[0032] Compared with the prior art, the application has the following advantages:

[0033] Before the speed of the master vehicle is reduced to the target speed of the electric-air conversion, the current brake cylinder pressure value and the current deceleration are determined according to the brake level signal of the electric control handle, and then the air brake force demand value and the target speed of each slave vehicle when the speed is reduced to the target speed of the electric-air conversion are determined, and the air brake force demand value and the target speed of each slave vehicle are sent to the corresponding slave vehicle CCU; when the speed of the master vehicle or the slave vehicle is reduced to the corresponding target speed, the electric brake force elimination signal is sent to the master vehicle BCU or the slave vehicle CCU by the master vehicle CCU, and the electric brake force elimination signal is sent to the corresponding slave vehicle BCU by the slave vehicle CCU, without the need for the master vehicle BCU to send the electric brake force elimination signal to each slave vehicle BCU, thereby avoiding the transmission delay caused by the electric brake force elimination signal sent by the master vehicle BCU to each slave vehicle BCU, and further avoiding the delayed elimination of the electric brake force of the slave vehicle, avoiding the electric-air conversion dead zone phenomenon of the slave vehicle, ensuring the matching of the electric-air conversion of the whole train, preventing the collision of the slave vehicle coupler, and making the multi-machine heavy-haul locomotive stop more smoothly. BRIEF DESCRIPTION OF DRAWINGS

[0034] In order to more clearly illustrate the technical solutions of the present application, the following will briefly introduce the drawings needed in the embodiment description. Obviously, the drawings in the following description are only one embodiment of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0035] Figure 1 is the flow chart of the electric-air coordinated control method in the embodiment of the present application;

[0036] Figure 2 is the structural block diagram of the electric-air coordinated control system in the embodiment of the present application. DETAILED DESCRIPTION

[0037] The following is a clear and complete description of the technical solutions of the present invention in conjunction with the accompanying drawings of the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts are within the scope of protection of the present invention.

[0038] The following specific embodiments are used to describe the technical solution of the present application in detail. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments.

[0039] like Figure 1 As shown, an embodiment of the present invention provides an electric-pneumatic coordination control method for a multi-unit multiple locomotive, which specifically includes the following steps:

[0040] Step 1: The CCU of the master vehicle obtains the brake level signal and determines the current brake cylinder pressure value and current deceleration based on the brake level signal.

[0041] When the locomotive brakes, the electric control handle is operated. Different brake position signals (i.e., brake position signals) in the braking zone correspond to different deceleration and brake cylinder pressure values. The deceleration and brake cylinder pressure values ​​corresponding to different brake position signals are known and determined. Therefore, the CCU of the master control car receives the brake position signal sent by the electric control handle and can determine the deceleration and brake cylinder pressure values ​​corresponding to that brake position signal.

[0042] Step 2: The CCU of the master vehicle calculates the required air braking force based on the current brake cylinder pressure value.

[0043] The brake cylinder pressure value and the air braking force demand value can be converted to each other. The specific conversion formula is:

[0044] F 空 =(Pb) / k (1)

[0045] Among them, F 空 is the air braking force demand value, P is the current brake cylinder pressure value, b is the fixed correction value, and k is the brake cylinder pressure conversion coefficient.

[0046] The total braking force demand value can be obtained based on the braking command and / or the brake level signal. The total braking force demand value is equal to the sum of the electric braking force demand value and the air braking force demand value. When the electric braking force subsides, the electric braking force demand value is equal to 0, so the air braking force demand value is equal to the total braking force demand value. The air braking force demand value under different brake level signals can be calculated using Equation (1). The fixed correction value b is a constant value obtained from the relevant parameters of the brake mechanism of the brake control system. In other words, the fixed correction value b is the brake cylinder pressure that overcomes the return force of the brake cylinder's relief spring.

[0047] Step 3: The master control car CCU calculates the second target speed of each slave control car according to the current deceleration and the preset first target speed.

[0048] When the locomotive speed drops to a certain speed value, the electric braking force of the locomotive is eliminated and the air braking force begins to increase to make up for the elimination of the electric braking force, and the speed value is the target speed at the electric-air conversion. The target speed of the master control car at the electric-air conversion can be obtained through the speed sensor, and the specific obtaining process is as follows: when the master control car performs electric-air conversion, the master control car collects the current speed of the master control car through the speed sensor, and the current speed is the target speed (i.e. the first target speed) of the master control car at the electric-air conversion. In the embodiment, the first target speed is set to 5 km / h.

[0049] Suppose that the signal transmission delay time between the CCU and the BCU of the same locomotive is 0. The slave control cars are numbered, the first slave control car after the master control car is numbered as 1, the second slave control car after the master control car (i.e. the first slave control car after the first slave control car) is numbered as 2, and so on, the i-th slave control car after the master control car is numbered as i, the number of slave control cars is n, then i = 1, 2, …, n. Suppose that the distance between adjacent two locomotives is S0, in the embodiment, S0 refers to the distance between the BCUs of adjacent two locomotives; suppose that the transmission speed of the electric braking force elimination signal is v e , the transmission time of the electric braking force elimination signal between adjacent two locomotives is t e , then the time or delay time t i required for the electric braking force elimination signal sent by the master control car BCU to the i-th slave control car BCU can be calculated:

[0050] t i = (i × S0) / v e or t i = i × t e (2)

[0051] According to the speed calculation formula, the second target speed of the i-th slave control car can be calculated:

[0052] v i = v0 + at i (3)

[0053] wherein, v i is the second target speed of the i-th slave control car, v0 is the first target speed, and a is the current deceleration.

[0054] Step 4: The master control car CCU sends the air braking force demand value and the second target speed of each slave control car to the corresponding slave control car CCU.

[0055] Before the master vehicle speed drops to the first target speed and the slave vehicle speed drops to the corresponding second target speed, the master vehicle CCU sends the air brake force demand value and the second target speed of each slave vehicle to the corresponding slave vehicle CCU. The air brake force demand value of each slave vehicle is the same, and the master vehicle CCU sends the air brake force demand value and the second target speed v i to the CCU of the i-th slave vehicle.

[0056] Step 5: Electric-air conversion control.

[0057] The master vehicle CCU obtains the real-time speed of the master vehicle. When the real-time speed of the master vehicle drops to the first target speed v0, the master vehicle CCU sends an electric brake force fade signal and an air brake force demand value to the master vehicle BCU. The master vehicle BCU fades the electric brake according to the electric brake force fade signal sent by the master vehicle CCU, and supplements the air brake according to the air brake force demand value.

[0058] The i-th slave vehicle CCU obtains the real-time speed of the i-th slave vehicle. When the real-time speed of the i-th slave vehicle drops to the second target speed v i , the i-th slave vehicle CCU sends an electric brake force fade signal and an air brake force demand value to the i-th slave vehicle BCU. The i-th slave vehicle BCU fades the electric brake according to the electric brake force fade signal sent by the i-th slave vehicle CCU, and supplements the air brake according to the air brake force demand value.

[0059] In the electric-air conversion control process of the method, the master vehicle BCU does not need to send an electric brake force fade signal to each slave vehicle BCU, and the transmission delay of each vehicle CCU sending an electric brake force fade signal to the corresponding vehicle BCU is negligible. Therefore, the transmission delay caused by the master vehicle BCU sending an electric brake force fade signal to each slave vehicle BCU is avoided, and the delayed fade of the electric brake of the slave vehicle is avoided. The electric-air conversion dead zone phenomenon of the slave vehicle is avoided, the matching of the electric-air conversion of the whole train and the synchronization of the fade of the electric brake and the supplement of the air brake are ensured, the problem of the slave vehicle coupler collision is prevented, and the stopping of the multi-vehicle heavy-haul locomotive is more stable.

[0060] As shown in Figure 2 , the electric-air matching control system applied to the multi-vehicle heavy-haul locomotive provided by the embodiment of the present application comprises a master vehicle CCU, a master vehicle BCU, each slave vehicle CCU, and each slave vehicle BCU. The master vehicle CCU is in communication connection with the master vehicle BCU and each slave vehicle CCU, and each slave vehicle CCU is in communication connection with the corresponding slave vehicle BCU.

[0061] The master control vehicle CCU is used for acquiring a brake level signal, determining a current brake cylinder pressure value and a current deceleration according to the brake level signal, calculating an air brake force demand value according to the current brake cylinder pressure value (such as formula (1)), calculating a second target speed of each slave control vehicle according to the current deceleration and a preset first target speed (such as formulas (2) and (3)), and sending the air brake force demand value and the second target speed of each slave control vehicle to the corresponding slave control vehicle CCU; when the speed of the master control vehicle decreases to the first target speed, an electric brake force fade signal and the air brake force demand value are sent to the master control vehicle BCU.

[0062] The master control vehicle BCU is used for receiving the electric brake force fade signal and the air brake force demand value sent by the master control vehicle CCU, fading the electric brake force according to the electric brake force fade signal sent by the master control vehicle CCU, and air braking according to the air brake force demand value.

[0063] The slave control vehicle CCU is used for receiving the air brake force demand value and the corresponding second target speed sent by the master control vehicle CCU, and sending an electric brake force fade signal and the air brake force demand value to the corresponding slave control vehicle BCU when the speed of the slave control vehicle decreases to the second target speed.

[0064] The slave control vehicle BCU is used for fading the electric brake force according to the electric brake force fade signal sent by the slave control vehicle CCU, and air braking according to the air brake force demand value.

[0065] In the electric-air conversion control process of the system, the master control vehicle BCU does not need to send the electric brake force fade signal to each slave control vehicle BCU, and the transmission delay of the electric brake force fade signal sent by each slave control vehicle CCU to the corresponding slave control vehicle BCU is negligible, so that the transmission delay caused by the electric brake force fade signal sent by the master control vehicle BCU to each slave control vehicle BCU is avoided, the delay fade of the electric brake force of the slave control vehicle is avoided, the electric-air conversion dead zone phenomenon of the slave control vehicle is avoided, the matching of the electric-air conversion of the whole train and the synchronization of the electric brake fade and the air brake supplement are ensured, the slave control vehicle coupler collision problem is prevented, and the parking of the multi-machine heavy-haul locomotive is more stable.

[0066] The above only discloses specific embodiments of the present application, but the protection scope of the present application is not limited thereto, any person skilled in the art can easily think of changes or modifications within the technical range disclosed by the present application, which should be covered within the protection scope of the present application.

Claims

1. An electric-pneumatic coordination control method, applied to a multi-unit multiple-unit locomotive, characterized in that: The control method comprises the following steps: The CCU of the master vehicle obtains the brake level signal and determines the current brake cylinder pressure value and the current deceleration according to the brake level signal; The master vehicle CCU calculates the air braking force requirement based on the current brake cylinder pressure value, and calculates the second target speed of each slave vehicle based on the current deceleration and a preset first target speed; wherein the first target speed refers to the speed of the master vehicle during the electric-to-air conversion; The master vehicle CCU sends the air braking force requirement value and the second target speed of each slave vehicle to the corresponding slave vehicle CCU; When the speed of the master vehicle drops to the first target speed, the master vehicle CCU sends an electric braking force reduction signal to the master vehicle BCU. The master vehicle BCU reduces the electric braking force according to the electric braking force reduction signal sent by the master vehicle CCU, and performs air braking according to the air braking force demand value. When the speed of the slave vehicle drops to the second target speed, the slave vehicle CCU sends an electric braking force elimination signal to the slave vehicle BCU. The slave vehicle BCU eliminates the electric braking force according to the electric braking force elimination signal sent by the slave vehicle CCU, and performs air braking according to the air braking force demand value.

2. The electro-pneumatic coordination control method according to claim 1, characterized in that: The calculation formula of the air braking force demand value is: F 空 =(P-b) / k Among them, F 空 is the air braking force demand value, P is the current brake cylinder pressure value, b is the fixed correction value, and k is the brake cylinder pressure conversion coefficient.

3. The electro-pneumatic coordination control method according to claim 1, characterized in that: The calculation formula of the second target speed is: v i =v0+at i t i =(i×S0) / v e Among them, v i is the second target speed of the i-th slave car, i = 1, 2, ..., n, n is the number of slave cars, i = 1 represents the first slave car after the master car; v0 is the first target speed; a is the current deceleration; t i is the time required for the electric braking force fading signal to be sent from the master locomotive BCU to the i-th slave locomotive BCU; S0 is the distance between two adjacent locomotives; v e The speed at which the electric brake force is dissipated signal is transmitted.

4. The electro-pneumatic coordination control method according to claim 1, characterized in that: The calculation formula of the second target speed is: v i =v0+at i t i =i×t e Among them, v i is the second target speed of the i-th slave car, i = 1, 2, ..., n, n is the number of slave cars, i = 1 represents the first slave car after the master car; v0 is the first target speed; a is the current deceleration; t i The time required for the electric braking force reduction signal to be sent from the master vehicle BCU to the slave vehicle BCU of section i; t e It is the transmission time of the electric braking force reduction signal between two adjacent locomotives.

5. The electro-pneumatic coordination control method according to any one of claims 1 to 4, characterized in that: The first target speed is 5 km / h.

6. The electro-pneumatic coordination control method according to claim 1, characterized in that: The master control vehicle CCU communicates with each slave control vehicle CCU via MVB cables.

7. An electric-pneumatic coordination control system, applied to a multi-unit multiple-unit locomotive, characterized in that: The system includes a master vehicle CCU, a master vehicle BCU, each slave vehicle CCU and each slave vehicle BCU; the master vehicle CCU is communicatively connected to the master vehicle BCU and each slave vehicle CCU, and each slave vehicle CCU is communicatively connected to the corresponding slave vehicle BCU; The master vehicle CCU is configured to obtain a brake level signal and determine a current brake cylinder pressure value and a current deceleration based on the brake level signal; calculate an air braking force requirement based on the current brake cylinder pressure value; and calculate a second target speed for each slave vehicle based on the current deceleration and a preset first target speed. The air braking force requirement value and the second target speed of each slave vehicle are sent to the corresponding slave vehicle CCU; when the speed of the master vehicle drops to the first target speed, an electric braking force reduction signal and the air braking force requirement value are sent to the master vehicle BCU; wherein the first target speed refers to the master vehicle speed during the electric-to-air conversion; The master control vehicle BCU is configured to receive an electric braking force reduction signal and an air braking force demand value sent by the master control vehicle CCU, reduce the electric braking force according to the electric braking force reduction signal sent by the master control vehicle CCU, and perform air braking according to the air braking force demand value; The slave vehicle CCU is configured to receive the air braking force demand value and the corresponding second target speed sent by the master vehicle CCU; when the speed of the slave vehicle drops to the second target speed, send an electric braking force reduction signal and the air braking force demand value to the corresponding slave vehicle BCU; The slave vehicle control BCU is used to dissipate the electric braking force according to the electric braking force dissipation signal sent by the slave vehicle control CCU, and to perform air braking according to the air braking force demand value.

8. A multi-unit locomotive, characterized in that: The coupled locomotive includes the electric-pneumatic coordination control system according to claim 7.

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