A method and system for controlling a locomotive

Abstract

The present application relates to a kind of traction locomotive control method and control system, belong to the field of tunnel construction equipment.The present application scheme includes when vehicle starts, it is detected that the hydraulic pump outlet oil pressure is less than preset threshold value, control hydraulic pump motor to operate at rated operating frequency;When it is detected that the hydraulic pump outlet oil pressure is greater than preset threshold value, control the hydraulic pump motor stops operating;When vehicle operating speed is 0km / h, simultaneously detect that brake oil cylinder oil pressure is less than or equal to preset threshold value, allow vehicle mode switching, the mode includes rubber wheel drive mode and steel wheel drive mode;The hydraulic pump is connected for mode switching Clamping cylinder.The present application scheme solves the problem that mode conversion of rubber wheel drive and steel wheel drive cannot be realized in prior art.

Description

Technical Field

[0001] This invention relates to a traction locomotive control method and control system, belonging to the field of tunnel construction equipment. Background Technology

[0002] Currently, there are various types of material transport equipment used in tunnel construction, mainly divided into rubber-tired vehicles, rail transport vehicles, winches, and other categories, which can basically cover the needs of tunnel construction conditions. In recent years, a type of rail transport vehicle has emerged that combines rubber-tired rail drive with steel wheel guidance, evolving from monorail products. However, this type of equipment uses an engine as its power source, and the exhaust fumes can be harmful to workers inside the tunnel. Furthermore, the steel wheels in this type of equipment only serve a guiding function, and the rubber-tired rail drive makes passing difficult. It also cannot switch between rubber-tired and steel-wheel drive modes, and there are no sophisticated control methods for this type of traction vehicle. Summary of the Invention

[0003] The purpose of this invention is to provide a traction locomotive control method and control system to solve the problem that the existing technology cannot realize the mode conversion between rubber wheel drive and steel wheel drive.

[0004] To achieve the above objectives, the present invention includes:

[0005] The present invention discloses a traction locomotive control method. When the vehicle starts, if the hydraulic pump outlet oil pressure is detected to be less than a preset threshold, the hydraulic pump motor is controlled to run. If the hydraulic pump outlet oil pressure is detected to be greater than the preset threshold, the hydraulic pump motor is controlled to stop running. When the vehicle speed is 0 km / h and the brake cylinder oil pressure is detected to be less than or equal to a preset threshold, the vehicle is allowed to switch modes, including a rubber wheel drive mode and a steel wheel drive mode. The hydraulic pump is connected to a clamping cylinder for mode switching.

[0006] After the vehicle starts, the controller detects that the hydraulic pump outlet oil pressure is lower than a preset threshold. First, it accelerates the hydraulic pump's drive motor to its rated frequency, continuously driving the pump to pressurize hydraulic oil into the hydraulic circuit. During this process, the oil pressure in the hydraulic circuit continuously increases. When the hydraulic pump outlet oil pressure exceeds the preset threshold, the controller stops the hydraulic pump's drive motor, halting the increase in oil pressure and maintaining it within a certain range. This ensures the hydraulic system establishes sufficient pressure to meet the needs of braking and drive mode switching. If the vehicle stops and the braking system pressure detects that the parking brake has been applied, the controller allows the vehicle to switch between rubber-wheel drive and steel-wheel drive modes. Otherwise, the controller does not allow mode switching, ensuring safe vehicle mode switching. Switching the vehicle to steel-wheel drive mode involves using clamping cylinders to release the rubber wheels from their corresponding clamped rails. The power and guiding action of the steel wheels allow the transport train to travel onto the double track, enabling passing between vehicles.

[0007] Furthermore, the mode switching includes a conversion from steel wheel drive to rubber wheel drive, including clamping the corresponding track by driving the rubber wheel drive unit through the clamping cylinder.

[0008] The vehicle operates in two drive modes: steel wheel drive and rubber wheel drive. In rubber wheel drive mode, the steel wheels are not drive wheels; they only serve to guide the vehicle's movement on the track. The rubber wheels, on the other hand, are drive wheels. Because the rubber wheels are clamped to the track, the friction between the clamped rubber wheels and the track is relatively high. When encountering uphill tracks or uneven road surfaces, the rubber wheels have a stronger climbing ability and are less prone to slipping compared to steel wheels, thus making the vehicle's operation relatively stable in such challenging conditions.

[0009] Furthermore, controlling the operation of the hydraulic pump motor includes controlling the hydraulic pump motor to accelerate to the rated operating frequency of the hydraulic pump motor at a preset time.

[0010] Furthermore, controlling the hydraulic pump motor to stop operating includes controlling the hydraulic pump motor to decelerate to 0Hz over a preset time.

[0011] By presetting acceleration and deceleration times, the hydraulic pump's drive motor can accelerate and decelerate evenly within a specified time, avoiding drastic changes in oil pressure in the hydraulic circuit caused by the drive motor running too fast or too slow.

[0012] Furthermore, the acceleration in the rubber wheel drive mode includes controlling the rubber wheel drive motor to accelerate to the upper limit frequency at a set acceleration.

[0013] The controller controls the rubber wheel drive motor to accelerate to the upper limit frequency at a set acceleration, while the rubber wheel drive motor controls the rotation speed of the rubber wheel to accelerate evenly to the upper limit speed of the vehicle in the corresponding gear at a fixed acceleration, thus realizing precise control of the vehicle speed.

[0014] Furthermore, in the rubber wheel drive mode, when the vehicle stops running, the rubber wheel drive unit is driven to release the track by the clamping cylinder, and the brake actuator is driven to brake by the brake cylinder.

[0015] Furthermore, the acceleration in the steel wheel drive mode includes controlling the steel wheel drive motor to accelerate to the upper limit frequency at a set acceleration.

[0016] The controller controls the steel wheel drive motor to accelerate to the upper limit frequency at a set acceleration, while the steel wheel drive motor controls the rotation speed of the steel wheel to accelerate evenly to the upper limit speed of the vehicle in the corresponding gear at a fixed acceleration, thus realizing precise control of the vehicle speed.

[0017] Furthermore, in the steel wheel drive mode, when the vehicle stops running, the brake actuator is driven by the brake cylinder to apply the brakes.

[0018] Furthermore, the hydraulic pump is connected to the brake cylinder via a brake solenoid valve.

[0019] A traction locomotive control system includes a controller, which executes instructions to implement the traction locomotive control method as described above. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the traction locomotive control system of the present invention;

[0021] Figure 2 This is a control flowchart of the hydraulic system of the present invention;

[0022] Figure 3 This is a flowchart illustrating the mode conversion between rubber wheel drive and steel wheel drive in this invention. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments.

[0024] An embodiment of a traction locomotive control method:

[0025] The traction locomotive control method of the present invention is applicable to, for example, Figure 1The aforementioned traction locomotive control system comprises a battery pack, a switching power supply, frequency converter group 1, frequency converter group 2, frequency converter group 3, motor group 1, motor group 2, motor group 3, rubber wheel drive unit, steel wheel drive unit, hydraulic pump group, solenoid valve group 1, solenoid valve group 2, solenoid valve group 3, brake cylinder group, clamping cylinder group, controller, encoder, selector switch, master controller, pressure sensor 1, pressure sensor 2, and pressure sensor 3.

[0026] The battery pack can use lead-acid batteries, lithium batteries, supercapacitors, etc., and is connected to inverter group 1, inverter group 2, inverter group 3 and switching power supply to provide energy source, which solves the problem that the exhaust gas emitted by the engine as a power source will cause harm to the workers in the tunnel.

[0027] Variable frequency drive unit 1 is connected to motor unit 1, and motor unit 1 is connected to the rubber wheel drive unit; variable frequency drive unit 2 is connected to motor unit 2, and motor unit 2 is connected to the steel wheel drive unit; all of them achieve vehicle speed control through variable frequency speed regulation.

[0028] The switching power supply is connected to the controller to provide control power to the control system.

[0029] The inverter group 3 is connected to the motor group 3, and the motor group 3 is connected to the hydraulic pump group to drive the hydraulic pump group; the hydraulic pump group is connected to the solenoid valve group 1, and the solenoid valve group 1 is connected to the solenoid valve group 2 and the solenoid valve group 3 respectively; the solenoid valve group 2 is connected to the brake cylinder group to control the vehicle braking; the solenoid valve group 3 is connected to the clamping cylinder group to control the clamping and releasing of the clamping cylinder.

[0030] The selector switch, master controller, pressure sensor 1, pressure sensor 2, pressure sensor 3, and encoder are connected to the controller; the controller is connected to inverter group 1, inverter group 2, and inverter group 3 via communication cables.

[0031] Pressure sensor 1 is placed in the pipeline connecting solenoid valve group 1, solenoid valve group 2, and solenoid valve group 3 to detect the oil pressure at the outlet of solenoid valve group 1; pressure sensor 2 is placed in the pipeline connecting solenoid valve group 2 and brake cylinder to detect the brake oil pressure; pressure sensor 3 is placed in the pipeline connecting solenoid valve group 3 and clamping cylinder to detect the clamping oil pressure.

[0032] The controller collects the operating parameters of inverter group 1, inverter group 2, and inverter group 3 through communication, and controls the operation of inverter group 1, inverter group 2, and inverter group 3 through communication.

[0033] More specifically, the controller uses a Siemens S7-200smart series PLC; the selector switch is a three-position self-locking switch, with the middle position empty, the left position for rubber wheel drive, and the right position for steel wheel drive; the master controller uses a self-locking handle with 5 positions at the front and rear and 0 position in the middle; pressure sensors 1, 2, and 3 are selected with a range of 0-20 MPa; the encoder is an incremental encoder, which is fixed to the vehicle body with a bracket, contacts the steel wheel, and detects the wheel edge speed of the steel wheel.

[0034] The aforementioned devices are connected to the controller via cables and connected to the controller's input terminals. The encoder is connected to the high-speed pulse terminal, the pressure sensor is connected to the analog input terminal, and other devices are connected to the ordinary digital input terminal. The controller is connected to inverter group 1, inverter group 2, and inverter group 3 via RS485 bus and communicates using the Modbus-RTU standard protocol.

[0035] The storage battery is a lithium iron phosphate battery with a rated voltage of 537.6V and a rated capacity of 450Ah; the switching power supply is a switching power supply with an input voltage range of 420-700VDC and an output of 24VDC.

[0036] Traditional braking devices in the prior art mainly include wheel-type or rail-type mechanical braking devices that rely on the elastic force of the brake spring to push and tighten the brake wheel, or rail-type devices that clamp the rail to generate braking force. The pressure in the brake piston cylinder is controlled by the brake solenoid valve, and the brake spring is compressed and the brake is released by the increase of the pressure in the brake piston cylinder (pneumatic or hydraulic cylinder).

[0037] The controller controls the brake solenoid valve, which is used to achieve mechanical braking of the vehicle. For example, in normal driving conditions without braking, the brake solenoid valve opens, connecting the pressure source and the brake piston cylinder. The piston cylinder is pushed to compress the brake spring. When braking, the vehicle controller closes the brake solenoid valve. The two-position three-way brake solenoid valve closes the pipeline from the pressure source to the brake piston cylinder, and at the same time connects the brake piston cylinder to the atmosphere. The brake piston cylinder is depressurized, the brake spring releases its elasticity, and pushes the brake shoes to grip the wheel, rub against the rail or brake drum, or clamp the brake disc to achieve mechanical braking of the vehicle.

[0038] In this embodiment, the transport train runs on a three-track system. The two outermost tracks are for steel wheels, on which the steel wheels, which provide support and guidance, run. The middle track is for rubber wheels, with the rubber wheels laterally distributed on both sides of the middle bottom of the transport train. In rubber wheel drive mode, the clamping cylinder group controls the rubber wheel drive unit to clamp the track. The rubber wheels laterally distributed on both sides of the track clamp the track from both sides of the middle track. In this mode, the rubber wheels act as the drive wheels, while the steel wheels only serve a guiding function. In steel wheel drive mode, the clamping cylinder group controls the rubber wheel drive unit to release the track and retract. In this mode, only the steel wheels act as drive wheels and provide guidance.

[0039] The specific control logic of a traction locomotive control method in this invention is as follows:

[0040] like Figure 2 As shown, when the switching power supply is turned on and the entire control system is powered on, solenoid valve group 1 closes. At this time, the brake spring in the braking device is in the braking state, and the pressure value F detected by pressure sensor 1... 11 When the pressure is less than the threshold of 10 MPa, the controller sends a start signal through the RS485 transmitter module. The frequency converter group 3 controls the motor group 3 to accelerate to its rated operating frequency of 50 Hz within a 5-second acceleration period. The motor group 3 is then connected to the hydraulic pump group, driving the hydraulic pump group and thus increasing the oil pressure in the hydraulic pump group. When F... 11 When the pressure exceeds the threshold of 15 MPa, the controller sends a stop signal through the RS485 transmission module. The inverter group 3 controls the motor group 3 to decelerate to 0 Hz in 3 seconds and stop running. After that, the oil pressure of the hydraulic pump group will no longer increase, and the oil pressure of the oil pressure pipeline connected to the hydraulic pump oil pipe will also no longer increase, maintaining the current pressure value within a certain range to ensure that the hydraulic system establishes a certain oil pressure to meet the needs of braking and drive mode switching.

[0041] like Figure 3 As shown, when the encoder feedback indicates the vehicle speed is 0 km / h, and the pressure sensor 2 pressure F... 21 When the threshold is ≤1 MPa, the solenoid valve group 2 is closed. According to the existing technology, the brake spring in the conventional braking device is in the braking state. Only when the vehicle is detected to be in the braking state can the controller allow the driver to operate the selection switch to switch modes. The selectable modes are rubber wheel drive mode and steel wheel drive mode.

[0042] Rubber wheel drive mode control logic:

[0043] When the driver selects the left rubber wheel drive using the selector switch, the solenoid valve assembly 3 closes and pushes the master controller to the forward or reverse position. At this time, the controller controls the solenoid valve assembly 3 to cause the clamping cylinder assembly to control the rubber wheel drive unit to clamp the track. When the pressure value F of the pressure sensor 3... 31 When the speed reaches or exceeds the threshold N (in MPa), the controller controls solenoid valve group 3 to stop the clamping cylinder group from clamping the rubber wheel drive unit, and the controller controls solenoid valve group 2 to release the brake through the brake actuator. During this time, the rubber wheel acts as the drive wheel, controlling the vehicle's speed, while the steel wheel acts as the auxiliary wheel, guiding the vehicle's direction. The controller sends the motor's rated torque and corresponding gear frequency (for a motor rated frequency of 50Hz: gear 1 is 6Hz, gear 2 is 15Hz, gear 3 is 30Hz, gear 4 is 50Hz, and gear 5 is 75Hz) to inverter group 1 via an RS485 transmitter module. Inverter group 1 operates at a set acceleration of 0.074 m / s². 2 Accelerate to the corresponding gear frequency; depending on the gear pushed by the driver, the controller sets different upper limit frequencies for inverter group 1. When the master controller returns to position 0 and the encoder feedback indicates that the actual running speed of the vehicle is 0, the controller controls solenoid valve group 3 to cause the clamping cylinder group to control the rubber wheel drive unit to release the track, and the controller controls solenoid valve group 2 to cause the brake cylinder group to control the brake actuator to apply the parking brake.

[0044] Steel wheel drive mode control logic:

[0045] When the driver selects the right steel wheel drive via the selector switch and pushes the master controller forward or backward, the controller controls solenoid valve group 2 to cause the brake cylinder group to control the brake actuator to release the brake. At this time, during vehicle operation, the steel wheel acts as both the drive wheel controlling vehicle speed and the guide wheel controlling vehicle direction. The controller sends the rated torque of the running motor and the corresponding gear frequency (when the motor's rated frequency is 50Hz: gear 1 is 6Hz, gear 2 is 15Hz, gear 3 is 30Hz, gear 4 is 50Hz, and gear 5 is 75Hz) to inverter group 2 via the RS485 transmission module. Inverter group 2 accelerates at a set speed of 0.074m / s². 2 Accelerate to the corresponding gear frequency; depending on the gear position pushed by the driver, the controller sets different upper limit frequencies for inverter group 2. When the master controller returns to position 0 and the encoder feedback indicates that the actual running speed of the vehicle is 0, the controller controls solenoid valve group 2 to cause the brake cylinder group to control the brake actuator to brake.

[0046] An embodiment of a traction locomotive control system:

[0047] The traction locomotive control system of the present invention is the control system to which the traction locomotive control method of the present invention is applicable. The traction locomotive control method of the present invention has been described sufficiently in the embodiments of the method, and will not be repeated here.

Claims

1. A traction locomotive control method, applied to a rail transport vehicle combining rubber-tired rail drive and steel wheel guidance, wherein the rail transport vehicle has steel wheels on both sides of its bottom and rubber wheels in the middle, the steel wheels are used to run on the two outermost steel wheel tracks, and the rubber wheels are used to be laterally distributed on both sides of the middle track, characterized in that, When the vehicle starts, if the hydraulic pump outlet oil pressure is detected to be less than the first preset threshold, the hydraulic pump motor is controlled to run. When the hydraulic pump outlet oil pressure is detected to be greater than the second preset threshold, the hydraulic pump motor is controlled to stop running in order to maintain the hydraulic pump outlet oil pressure within a certain range to meet the requirements of braking and driving mode switching. The second preset threshold is greater than the first preset threshold. When the vehicle's operating speed is 0 km / h and the brake cylinder oil pressure is detected to be less than or equal to a third preset threshold, the vehicle is allowed to switch modes. The modes include a rubber wheel drive mode and a steel wheel drive mode. The third preset threshold is less than a first preset threshold. The hydraulic pump is connected to a clamping cylinder for mode switching and controls the clamping cylinder to clamp and release. In the rubber wheel drive mode, the clamping cylinder controls the rubber wheel drive unit to clamp the track. The rubber wheels clamp the middle track from both sides. The rubber wheels act as the vehicle's drive wheels, while the steel wheels only serve a guiding function. In the steel wheel drive mode, the clamping cylinder controls the rubber wheel drive unit to release the middle track and retract. Only the steel wheels act as drive wheels and also serve a guiding function.

2. The traction locomotive control method according to claim 1, characterized in that, The mode switching includes the conversion from steel wheel drive to rubber wheel drive, including clamping the corresponding track by driving the rubber wheel drive unit through the clamping cylinder.

3. The traction locomotive control method according to claim 1, characterized in that, When the vehicle starts, if the hydraulic pump outlet oil pressure is detected to be less than the first preset threshold, the hydraulic pump motor is controlled to run by: after the control system is powered on, controlling the brake spring in the braking device to be in a braking state; when the hydraulic pump outlet oil pressure is less than the first threshold, the controller sends a start signal to control the hydraulic pump motor to accelerate to the rated operating frequency of the hydraulic pump motor at a preset time, thereby increasing the oil pressure of the hydraulic pump group.

4. The traction locomotive control method according to claim 1, characterized in that, When the hydraulic pump outlet oil pressure is detected to be greater than the second preset threshold, controlling the hydraulic pump motor to stop running includes: the controller issuing a notification signal and controlling the hydraulic pump motor to decelerate to 0Hz over a preset time, so that the hydraulic pump oil pressure no longer continues to rise.

5. The traction locomotive control method according to claim 1, characterized in that, The acceleration in the rubber wheel drive mode includes controlling the rubber wheel drive motor to accelerate to the upper limit frequency at a set acceleration.

6. The traction locomotive control method according to claim 1, characterized in that, In the rubber wheel drive mode, when the vehicle stops running, the rubber wheel drive unit is driven to release the track by the clamping cylinder, and the brake actuator is driven to brake by the brake cylinder.

7. The traction locomotive control method according to claim 1, characterized in that, The acceleration in the steel wheel drive mode includes controlling the steel wheel drive motor to accelerate to the upper limit frequency at a set acceleration.

8. The traction locomotive control method according to claim 1, characterized in that, In the steel wheel drive mode, when the vehicle stops, the brake actuator is driven by the brake cylinder to apply the brakes.

9. The traction locomotive control method according to claim 1, characterized in that, The hydraulic pump is connected to the brake cylinder via a brake solenoid valve.

10. A traction locomotive control system, characterized in that, It includes a controller that executes instructions to implement the locomotive control method as described in any one of claims 1 to 9.

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