Pantograph active control method and device

Abstract

The invention provides an active control method and device for a pantograph, and relates to the technical field of locomotive pantographs, and the method comprises the steps: obtaining the real-time operation parameters of a train through a train network interface; matching a corresponding pantograph control curve based on the real-time operation parameters and the configuration information; according to the current speed of the train and the matched pantograph control curve, the target pressure of an air bag is determined; receiving the actual pressure in the air bag continuously monitored by the air pressure sensor; and comparing the actual pressure with the target pressure to control the airbag pressure. According to the pantograph active control method and device provided by the invention, the pantograph net contact force detection and the pantograph controller are fused to realize the closed-loop active control function of the high-speed pantograph, the pantograph net active controller is optimized, the pantograph net current collection performance of the high-speed motor train unit is improved, and the pantograph net contact force detection and the pantograph controller are integrated to realize the closed-loop active control function of the high-speed pantograph. And a good effect is achieved through experimental research on an actual line, and related design and performance requirements can be met.

Description

Technical Field

[0001] The present invention relates to the technical field of locomotive pantographs, and in particular to a pantograph active control method and device. Background Art

[0002] The high-speed pantograph is a key device for obtaining electric energy for EMUs. Its technology is one of the ten key technologies for high-speed EMUs. Its performance has become one of the main bottlenecks restricting the safe high-speed operation of EMUs. In terms of high-speed pantograph control technology, the railway mainly realizes active control of the pantograph by adding a device to adjust the air pressure in the pantograph air circuit, and determines the pantograph control optimization curve through experiments on actual lines. In recent years, active control strategies have also been used to adjust the current collection characteristics of the pantograph during comprehensive tests of many high-speed railways. However, due to the different control schemes of different types of pantographs, and the different pantograph control strategies for different lines, with the large-scale opening and operation of high-speed railways, the power supply safety of EMUs directly affects the normal operation order of high-speed railways.

[0003] In terms of improving the relationship between the pantograph and the network and enhancing the current collection quality of the pantograph and the network, the actively controlled pantograph has better adjustment effect and is less difficult than the passive pantograph. Therefore, studying the active control technology scheme of the actively controlled pantograph is an important part of pantograph development. Summary of the invention

[0004] In view of this, the present invention provides a pantograph active control method and device to solve at least one of the above-mentioned problems.

[0005] In order to achieve the above object, the present invention adopts the following scheme:

[0006] According to a first aspect of the present invention, there is provided a method for active pantograph control, the method comprising: acquiring real-time operating parameters of a train through a train network interface; matching a corresponding pantograph control curve based on the real-time operating parameters and configuration information; determining a target pressure of the airbag according to the current speed of the train and the matched pantograph control curve; receiving the actual pressure in the airbag continuously monitored by an air pressure sensor; comparing the actual pressure with the target pressure; in response to the actual pressure being less than the target pressure, controlling a boost solenoid valve to start operating to increase the pressure in the airbag, and when the air pressure sensor detects that the airbag pressure reaches the target pressure, controlling the boost solenoid valve to stop operating; in response to the actual pressure being greater than the target pressure, controlling a decompression solenoid valve to start operating to reduce the pressure in the airbag, and when the air pressure sensor detects that the airbag pressure reaches the target pressure, controlling the decompression solenoid valve to stop operating; in response to the actual pressure being equal to the target pressure, maintaining the current state and continuing monitoring.

[0007] As an embodiment of the present invention, the above method further includes: acquiring actual contact force data detected in real time by the bow-catenary contact force sensor; and fine-tuning the airbag pressure according to the actual contact force data to further optimize the bow-catenary contact force.

[0008] As an embodiment of the present invention, the above method of fine-tuning the airbag pressure according to the actual contact force data to further optimize the bow-net contact force includes: filtering the actual contact force data; obtaining the average contact force and standard deviation within a set time window based on the actual contact force data after filtering; comparing the average contact force with the target contact force and calculating the error value; and using a PID control algorithm to fine-tune the airbag pressure based on the average contact force, standard deviation and error value.

[0009] As an embodiment of the present invention, the above method uses a PID control algorithm to fine-tune the airbag pressure based on the average contact force, standard deviation and error value, including: calculating and adjusting the proportional term according to the error value to obtain the proportional term adjustment result of the airbag pressure; calculating and adjusting the integral term according to the error value to obtain the integral term adjustment result of the airbag pressure; calculating and adjusting the differential term according to the average contact force to obtain the differential term adjustment result of the airbag pressure; calculating and adjusting the stability compensation term according to the standard deviation to obtain the stability compensation term adjustment result of the airbag pressure; combining the proportional term adjustment result, the integral term adjustment result, the differential term adjustment result and the stability compensation term adjustment result, and using the combined result to fine-tune the airbag pressure.

[0010] As an embodiment of the present invention, the above method uses a PID control algorithm to fine-tune the airbag pressure based on the average contact force, standard deviation and error value, and also includes: dynamically adjusting the parameters of the PID control algorithm according to the standard deviation, when the standard deviation is greater than a first preset threshold, increasing the differential coefficient to improve the system response speed, and when the standard deviation is less than a second preset threshold, increasing the integral coefficient to improve the system stability.

[0011] As an embodiment of the present invention, before comparing the actual pressure with the target pressure in the above method, it also includes: detecting status information of the automatic pantograph lowering device, the status information including normal standby, activation, fault, disable, and resetting; in response to the status information being normal standby, comparing the actual pressure with the target pressure; in response to the status information being activation, fault, disable, or resetting, performing corresponding processing and reporting the emergency to the train network control system and waiting for manual intervention.

[0012] According to a second aspect of the present invention, there is provided a pantograph active control device, the device comprising: a parameter acquisition unit, for acquiring real-time operating parameters of a train through a train network interface; a curve matching unit, for matching a corresponding pantograph control curve based on the real-time operating parameters and configuration information; a target pressure determination unit, for determining a target pressure of an airbag according to a current speed of the train and the matched pantograph control curve; an actual pressure receiving unit, for receiving an actual pressure in the airbag continuously monitored by an air pressure sensor; a pressure comparison unit, for comparing the actual pressure with the target pressure; a pressure control unit, for controlling a boost solenoid valve to start operating and increase the pressure in the airbag in response to the actual pressure being less than the target pressure, and controlling the boost solenoid valve to stop operating when the air pressure sensor detects that the airbag pressure reaches the target pressure; controlling a decompression solenoid valve to start operating and reduce the pressure in the airbag in response to the actual pressure being greater than the target pressure, and controlling the decompression solenoid valve to stop operating when the air pressure sensor detects that the airbag pressure reaches the target pressure; and maintaining the current state and continuing monitoring in response to the actual pressure being equal to the target pressure.

[0013] As an embodiment of the present invention, the above-mentioned device also includes: a contact force acquisition unit, used to obtain actual contact force data detected in real time by the bow-net contact force sensor; a fine-tuning unit, used to fine-tune the airbag pressure according to the actual contact force data to further optimize the bow-net contact force.

[0014] As an embodiment of the present invention, the above-mentioned fine-tuning unit includes: a filtering module, used to filter the actual contact force data; a contact parameter acquisition module, used to obtain the average contact force and standard deviation within a set time window based on the actual contact force data after filtering; an error calculation module, used to compare the average contact force with the target contact force and calculate the error value; a pressure fine-tuning module, used to use a PID control algorithm to fine-tune the airbag pressure based on the average contact force, standard deviation and error value.

[0015] As an embodiment of the present invention, the above-mentioned pressure fine-tuning module is specifically used for: calculating and adjusting the proportional term according to the error value to obtain the proportional term adjustment result of the airbag pressure; calculating and adjusting the integral term according to the error value to obtain the integral term adjustment result of the airbag pressure; calculating and adjusting the differential term according to the average contact force to obtain the differential term adjustment result of the airbag pressure; calculating and adjusting the stability compensation term according to the standard deviation to obtain the stability compensation term adjustment result of the airbag pressure; combining the proportional term adjustment result, the integral term adjustment result, the differential term adjustment result and the stability compensation term adjustment result, and using the combined result to fine-tune the airbag pressure.

[0016] As an embodiment of the present invention, the above-mentioned pressure fine-tuning module is also used to: dynamically adjust the parameters of the PID control algorithm according to the standard deviation; when the standard deviation is greater than a first preset threshold, increase the differential coefficient to improve the system response speed; when the standard deviation is less than a second preset threshold, increase the integral coefficient to improve the system stability.

[0017] As an embodiment of the present invention, the above-mentioned device also includes: a status detection unit, used to detect status information of the automatic pantograph lowering device, the status information including normal standby, activation, fault, disable, and resetting; the pressure comparison unit is used to compare the actual pressure with the target pressure in response to the status information being normal standby; a processing unit is used to respond to the status information being activation, fault, disable or resetting, and then report the emergency to the train network control system after corresponding processing and wait for manual intervention.

[0018] According to a third aspect of the present invention, there is provided an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the above method when executing the computer program.

[0019] According to a fourth aspect of the present invention, there is provided a computer-readable storage medium having a computer program stored thereon, wherein the computer program implements the steps of the above method when executed by a processor.

[0020] According to a fifth aspect of the present invention, there is provided a computer program product, comprising a computer program / instructions, which implement the steps of the above method when executed by a processor.

[0021] It can be seen from the above technical scheme that the pantograph active control method and device provided in the present application integrate the pantograph contact force detection and the pantograph controller to realize the closed-loop active control function of the high-speed pantograph, which can be connected to the network systems of different types of EMUs. In addition, the present technical scheme optimizes the pantograph active controller, improves the pantograph current collection performance of the high-speed EMU, and has achieved good results in experimental research on actual lines, which can meet the relevant design and performance requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the prior art descriptions. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work. In the drawings:

[0023] Figure 1It is a flow chart of a pantograph active control method provided in an embodiment of the present application;

[0024] Figure 2 is a flow chart of a pantograph active control method provided by another embodiment of the present application;

[0025] Figure 3 It is a schematic diagram of a process for fine-tuning the airbag pressure provided in an embodiment of the present application;

[0026] Figure 4 It is a flow chart of fine-tuning the airbag pressure using a PID control algorithm provided in an embodiment of the present application;

[0027] Figure 5 It is a structural schematic diagram of a pantograph active control device provided in an embodiment of the present application;

[0028] Figure 6 is a structural schematic diagram of a pantograph active control device provided by another embodiment of the present application;

[0029] Figure 7 is a schematic diagram of the structure of a fine-tuning unit provided in an embodiment of the present application;

[0030] Figure 8 It is a schematic block diagram of the system structure of the electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0031] To make the purpose, technical solution and advantages of the embodiments of the present invention more clear, the embodiments of the present invention are further described in detail below in conjunction with the accompanying drawings. Here, the exemplary embodiments of the present invention and their descriptions are used to explain the present invention, but are not intended to limit the present invention.

[0032] like Figure 1 The figure is a flow chart of a pantograph active control method provided in an embodiment of the present application. This embodiment is an explanation of the present application from the pantograph controller side. The method includes the following steps:

[0033] Step S101: Acquire the real-time operating parameters of the train through the train network interface.

[0034] The pantograph controller can be connected to the train network control system (TCMS) through the standard multi-function vehicle bus (MVB). The pantograph controller receives data from the TCMS in real time, including but not limited to: current train speed, train location information (such as kilometer mark), line type (straight, curved, tunnel, etc.), pantograph running direction, train formation, overhead contact network height change information, environmental parameters (such as temperature, humidity, wind speed, etc.). These data are transmitted in a predefined format and frequency to ensure that the pantograph controller can obtain the latest operating status in a timely manner.

[0035] Step S102: matching a corresponding pantograph control curve based on the real-time operating parameters and configuration information.

[0036] The pantograph controller stores a variety of preset pantograph control curves, which are pre-designed based on the optimal control strategy under different operating conditions. The pantograph controller analyzes the real-time operating parameters obtained in step S101, and combines the configuration information of the pantograph (such as the pantograph model, installation location, etc.), and the controller selects the control curve that best suits the current operating conditions. The control curve here can be a speed-airbag pressure curve.

[0037] Preferably, if there is no completely matching control curve, the controller can generate a suitable control curve through interpolation or other algorithms. Specifically, the controller can select several neighboring curves that are closest to the current operating conditions in the preset curve library. The selection criteria may include train speed range, line type, weather conditions, etc. Then, the selected neighboring curves are weighted, and the weights can be based on the similarity with the current conditions, such as speed difference, line type matching, etc. Then, two neighboring curves with the largest weights are selected according to the weights, and finally an interpolation algorithm is applied to generate a new control curve. The difference algorithm here includes but is not limited to linear interpolation, polynomial difference, and spline difference.

[0038] Based on the above method, assume that there are two nearest neighbor curves A and B, and their corresponding weights WA and WB; for any velocity point v, the airbag pressure value P(v) of the newly generated curve can be expressed as:

[0039] P(v)=(WA*PA(v)+WB*PB(v)) / (WA+WB)

[0040] Where PA(v) and PB(v) are the airbag pressure values ​​of curves A and B at speed v, respectively.

[0041] Step S103: Determine the target pressure of the airbag according to the current speed of the train and the matching pantograph control curve.

[0042] The pantograph controller reads the current train speed, substitutes the speed value into the control curve selected or generated in step S102, and then calculates the ideal airbag pressure value at the current speed through the curve. Then, the ideal pressure value is fine-tuned considering other factors (such as line conditions, environmental parameters, etc.), and finally the target pressure value of the airbag is determined.

[0043] For example, first, the system needs to identify the key factors that may affect the ideal airbag pressure. These factors usually include: line conditions (straight, curved, slope, etc.), environmental parameters (temperature, humidity, wind speed, etc.),

[0044] Contact network status (height change, tension, etc.), train load, pantograph wear status, etc. The system collects real-time data of these factors through various sensors and data interfaces, such as line conditions: can be obtained through GPS, track sensors or preset line databases; environmental parameters: can use on-board weather stations or external data sources; contact network status: can be predicted by a dedicated contact network monitoring system or historical data; train load: can be obtained through the vehicle management system; pantograph status: can be obtained through the pantograph's own monitoring system. Then the impact of various factors is converted into quantifiable pressure adjustment values: for example, for curves, the pressure may need to be slightly increased to maintain good contact; in strong winds, the pressure may need to be increased to offset the impact of wind; in tunnels, the pressure may need to be reduced to adapt to aerodynamic changes. Weights are assigned to different factors to reflect their degree of influence on the final pressure value: for example, line conditions may have a high weight (such as 0.4); environmental parameters may have a medium weight (such as 0.3); other factors may have a low weight (such as 0.1 each). Use weighted summation or more complex algorithms to integrate the effects of various factors. For example, fuzzy logic can be used to deal with uncertainty and complex interactions of factors: define fuzzy sets (such as "high pressure", "medium pressure", "low pressure"); set fuzzy rules (such as "if the curve is large and the speed is fast, the pressure is high"); and obtain the final pressure value through defuzzification.

[0045] Step S104: receiving the actual pressure in the airbag continuously monitored by the air pressure sensor.

[0046] The air pressure sensor continuously monitors the actual pressure in the airbag. The sensor collects pressure data at a predetermined sampling frequency (e.g., once every 10ms). The collected data can be initially filtered to remove possible noise interference, and the processed pressure data is transmitted to the pantograph controller in real time.

[0047] Step S105: Compare the actual pressure with the target pressure. When the actual pressure is less than the target pressure, proceed to step S106. When the actual pressure is greater than the target pressure, proceed to step S107. When the actual pressure is equal to the target pressure, proceed to step S108.

[0048] Step S106: Control the boost solenoid valve to start operating to increase the pressure in the airbag. When the air pressure sensor detects that the airbag pressure reaches the target pressure, control the boost solenoid valve to stop operating.

[0049] The pantograph controller sends an open signal to the boost solenoid valve, which opens to allow compressed air to enter the airbag. The pantograph controller continuously monitors the feedback from the air pressure sensor. When the air pressure sensor detects that the airbag pressure reaches or approaches the target pressure, the pantograph controller sends a close signal to the boost solenoid valve. The boost solenoid valve closes and stops delivering compressed air to the airbag. In this process, the pantograph controller can use a PID control algorithm to accurately control the boost process and avoid pressure overshoot.

[0050] Step S107: Control the pressure reducing solenoid valve to start operating to reduce the pressure in the airbag. When the air pressure sensor detects that the airbag pressure reaches the target pressure, control the pressure reducing solenoid valve to stop operating.

[0051] The pantograph controller sends an opening signal to the pressure reducing solenoid valve, which opens to allow the compressed air in the airbag to be discharged. The pantograph controller continuously monitors the feedback from the air pressure sensor. When the air pressure sensor detects that the airbag pressure reaches or approaches the target pressure, the pantograph controller sends a closing signal to the pressure reducing solenoid valve, which closes and stops discharging compressed air. Similarly, the pantograph controller can also use a PID control algorithm to accurately control the pressure reduction process and avoid pressure undershoot.

[0052] Step S108: Maintain the current state and continue to monitor the actual pressure in the airbag.

[0053] When the actual pressure is equal to the target pressure (or within the allowable error range), the pantograph controller maintains the current valve state. The pantograph controller continues to receive real-time data from the air pressure sensor. At the same time, the controller also continues to receive train operation parameters from TCMS. If a pressure change or an operating parameter change is detected, the controller will re-execute the process starting from step S102. This continuous monitoring and rapid response process ensures dynamic adjustment of the pantograph pressure to adapt to the changing operating environment.

[0054] It can be seen from the above technical scheme that the pantograph active control method provided by the present application integrates the pantograph contact force detection and the pantograph controller to realize the closed-loop active control function of the high-speed pantograph, which can be connected to the network systems of different types of EMUs. In addition, the present technical scheme optimizes the pantograph active controller, improves the pantograph current collection performance of the high-speed EMU, and has achieved good results in experimental research on actual lines, which can meet the relevant design and performance requirements.

[0055] like Figure 2 FIG. 1 is a flow chart of a pantograph active control method provided by another embodiment of the present application. This embodiment also describes the present application from the pantograph controller side. The method includes the following steps:

[0056] Step S201: Acquire the real-time operating parameters of the train through the train network interface.

[0057] Step S202: matching a corresponding pantograph control curve based on the real-time operating parameters and configuration information.

[0058] Step S203: Determine the target pressure of the airbag according to the current speed of the train and the matching pantograph control curve.

[0059] Step S204: receiving the actual pressure in the airbag continuously monitored by the air pressure sensor.

[0060] Step S205: Compare the actual pressure with the target pressure. When the actual pressure is less than the target pressure, proceed to step S106; when the actual pressure is greater than the target pressure, proceed to step S107; when the actual pressure is equal to the target pressure, proceed to step S108.

[0061] Step S206: Control the boost solenoid valve to start operating to increase the pressure in the airbag. When the air pressure sensor detects that the airbag pressure reaches the target pressure, control the boost solenoid valve to stop operating and enter step S109.

[0062] Step S207: Control the pressure reducing solenoid valve to start operating to reduce the pressure in the airbag. When the air pressure sensor detects that the airbag pressure reaches the target pressure, control the pressure reducing solenoid valve to stop operating and enter step S109.

[0063] Step S208: Maintain the current state, continue to monitor the actual pressure in the airbag, and proceed to step S109.

[0064] For the above steps S201 - S208 , reference may be made to the description of the corresponding S101 - S108 in the foregoing embodiment, which will not be further elaborated here.

[0065] Step S209: Acquire actual contact force data detected in real time by the pantograph-catenary contact force sensor.

[0066] Step S210: fine-tuning the airbag pressure according to the actual contact force data to further optimize the bow-net contact force.

[0067] Preferably, Figure 3 As shown, this step may further include:

[0068] Step S2101: Filter the actual contact force data.

[0069] This embodiment first continuously obtains real-time contact force data from the bow-net contact force sensor, selects an appropriate filtering algorithm, such as a low-pass filter, a median filter, a Kalman filter, etc., sets the filter parameters according to the system characteristics and the data sampling rate, applies the selected filtering algorithm to the original contact force data, and then outputs the filtered contact force data sequence.

[0070] Step S2102: obtaining an average contact force and a standard deviation within a set time window based on the actual contact force data after filtering.

[0071] First, determine a suitable time window, such as 1 second or 5 seconds, and then segment the filtered data according to the set time window. Calculate the arithmetic mean of the data in each time window, for example: average contact force = Σ (contact force value in the window) / number of data points in the window; then calculate the standard deviation of the data in the same time window: Where Xi is a single data point, is the average value, n is the number of data points. Finally, the average contact force and standard deviation of each time window are output.

[0072] Step S2103: Compare the average contact force with the target contact force and calculate an error value.

[0073] Determine the ideal target contact force based on the train operating parameters and pantograph specifications, and then calculate the difference between the average contact force and the target contact force, that is, error value = average contact force - target contact force. Determine whether the error is positive (contact force is too large) or negative (contact force is insufficient).

[0074] Step S2104: Fine-tune the airbag pressure using a PID control algorithm based on the average contact force, standard deviation, and error value.

[0075] Further preferably, Figure 4 As shown, this step may further include:

[0076] Step S21041: Calculate and adjust the proportional term according to the error value to obtain the proportional term adjustment result of the airbag pressure. Specifically, the proportional term adjustment result is obtained by the following formula:

[0077] Pressure adjustment = Kp*(target contact force - average contact force)

[0078] In the above formula, Kp is the proportionality coefficient.

[0079] Step S21042: Perform integral item calculation and adjustment according to the error value to obtain the integral item adjustment result of the airbag pressure. Specifically, the integral item adjustment result is obtained by the following formula:

[0080] Pressure adjustment + = Ki*∫(target contact force - average contact force)dt

[0081] In the above formula, Kp is the integral coefficient.

[0082] Step S21043: Perform differential calculation and adjustment based on the average contact force to obtain a differential adjustment result of the airbag pressure. Specifically, the differential adjustment result is obtained by the following formula:

[0083] Pressure adjustment + = Kd*d(average contact force) / dt

[0084] In the above formula, Kd is the differential coefficient.

[0085] Step S21044: Calculate and adjust the stability compensation term according to the standard deviation to obtain the stability compensation term adjustment result of the airbag pressure. Specifically, the stability compensation term adjustment result is obtained by the following formula:

[0086] Pressure adjustment*=(1+Ks*standard deviation)

[0087] In the above formula, Ks is the stability coefficient.

[0088] Step S21045: Combine the proportional term adjustment result, the integral term adjustment result, the differential term adjustment result and the stability compensation term adjustment result, and use the combined result to fine-tune the airbag pressure.

[0089] This sophisticated control method ensures that the pantograph system maintains optimal contact status under various operating conditions, thereby improving power supply quality and system reliability.

[0090] Further preferably, the above-mentioned use of the PID control algorithm to fine-tune the airbag pressure based on the average contact force, standard deviation and error value may also include: dynamically adjusting the parameters of the PID control algorithm according to the standard deviation, when the standard deviation is greater than a first preset threshold, increasing the differential coefficient to improve the system response speed, and when the standard deviation is less than a second preset threshold, increasing the integral coefficient to improve the system stability.

[0091] This adaptive PID control strategy enables the pantograph system to respond to different operating conditions more intelligently, improving the overall performance and reliability of the system. By dynamically adjusting the PID parameters, the system can respond quickly to large fluctuations while maintaining stability, thereby better maintaining the ideal pantograph-net contact force.

[0092] Further preferably, before comparing the actual pressure with the target pressure in the above step S205, the method of this embodiment further includes:

[0093] Detecting status information of an automatic bow lowering device (ADD), wherein the status information includes normal standby, activation, failure, disablement, and resetting;

[0094] In response to the state information being normal standby, the actual pressure is compared with the target pressure and subsequent corresponding steps are entered.

[0095] In response to the status information being activated, faulty, disabled or being reset, the system reports the emergency to the train network control system after corresponding processing and waits for manual intervention.

[0096] It can be seen from the above technical scheme that the pantograph active control method provided by the present application integrates the pantograph contact force detection and the pantograph controller to realize the closed-loop active control function of the high-speed pantograph, which can be connected to the network systems of different types of EMUs. In addition, the present technical scheme optimizes the pantograph active controller, improves the pantograph current collection performance of the high-speed EMU, and has achieved good results in experimental research on actual lines, which can meet the relevant design and performance requirements.

[0097] like Figure 5 Shown is a structural schematic diagram of a pantograph active control device provided in an embodiment of the present application, the device includes: a parameter acquisition unit 510, a curve matching unit 520, a target pressure determination unit 530, an actual pressure receiving unit 540, a pressure comparison unit 550 and a pressure control unit 560, which are connected in sequence.

[0098] The parameter acquisition unit 510 is used to acquire the real-time operating parameters of the train through the train network interface.

[0099] The curve matching unit 520 is used to match the corresponding pantograph control curve based on the real-time operating parameters and configuration information.

[0100] The target pressure determination unit 530 is used to determine the target pressure of the airbag according to the current speed of the train and the matching pantograph control curve.

[0101] The actual pressure receiving unit 540 is used to receive the actual pressure in the airbag continuously monitored by the air pressure sensor.

[0102] The pressure comparison unit 550 is used to compare the actual pressure with the target pressure.

[0103] The pressure control unit 560 is used to control the boost solenoid valve to start operating and increase the pressure in the airbag in response to the actual pressure being less than the target pressure, and to control the boost solenoid valve to stop operating when the air pressure sensor detects that the airbag pressure has reached the target pressure; to control the decompression solenoid valve to start operating and reduce the pressure in the airbag in response to the actual pressure being greater than the target pressure, and to control the decompression solenoid valve to stop operating; and to maintain the current state and continue monitoring in response to the actual pressure being equal to the target pressure.

[0104] Preferably, Figure 6 As shown, the above-mentioned device also includes: a contact force acquisition unit 570, which is used to obtain the actual contact force data detected in real time by the bow-net contact force sensor; and a fine-tuning unit 580, which is used to fine-tune the airbag pressure according to the actual contact force data to further optimize the bow-net contact force.

[0105] Preferably, Figure 7 As shown, the fine-tuning unit 580 includes:

[0106] The filtering module 581 is used to filter the actual contact force data.

[0107] The contact parameter acquisition module 582 is used to obtain the average contact force and standard deviation within a set time window based on the actual contact force data after filtering.

[0108] The error calculation module 583 is used to compare the average contact force with the target contact force and calculate an error value.

[0109] The pressure fine-tuning module 584 is used to fine-tune the airbag pressure using a PID control algorithm based on the average contact force, standard deviation and error value.

[0110] Preferably, the pressure fine-tuning module 584 is specifically used for: calculating and adjusting the proportional term according to the error value to obtain the proportional term adjustment result of the airbag pressure; calculating and adjusting the integral term according to the error value to obtain the integral term adjustment result of the airbag pressure; calculating and adjusting the differential term according to the average contact force to obtain the differential term adjustment result of the airbag pressure; calculating and adjusting the stability compensation term according to the standard deviation to obtain the stability compensation term adjustment result of the airbag pressure; combining the proportional term adjustment result, the integral term adjustment result, the differential term adjustment result and the stability compensation term adjustment result, and using the combined result to fine-tune the airbag pressure.

[0111] Preferably, the pressure fine-tuning module 584 is also used to: dynamically adjust the parameters of the PID control algorithm according to the standard deviation; when the standard deviation is greater than a first preset threshold, increase the differential coefficient to improve the system response speed; when the standard deviation is less than a second preset threshold, increase the integral coefficient to improve the system stability.

[0112] Preferably, the above-mentioned device also includes: a status detection unit, used to detect the status information of the automatic pantograph lowering device, the status information including normal standby, activation, fault, disabled, and resetting; the pressure comparison unit is used to compare the actual pressure with the target pressure in response to the status information being normal standby; a processing unit is used to respond to the status information being activated, fault, disabled, or resetting, and then report the emergency to the train network control system after corresponding processing and wait for manual intervention.

[0113] It can be seen from the above technical scheme that the pantograph active control device provided by the present application integrates the pantograph contact force detection and the pantograph controller to realize the closed-loop active control function of the high-speed pantograph, and can be connected to the network systems of different types of EMUs. In addition, the present technical scheme optimizes the pantograph active controller, improves the pantograph current collection performance of the high-speed EMU, and has achieved good results in experimental research on actual lines, and can meet the relevant design and performance requirements.

[0114] An embodiment of the present invention further provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the above method is implemented when the processor executes the program.

[0115] An embodiment of the present invention further provides a computer program product, including a computer program / instruction, which implements the steps of the above method when the computer program / instruction is executed by a processor.

[0116] An embodiment of the present invention further provides a computer-readable storage medium, which stores a computer program for executing the above method.

[0117] like Figure 8 As shown, the electronic device 600 may further include: a communication module 110, an input unit 120, an audio processor 130, a display 160, and a power supply 170. It is worth noting that the electronic device 600 does not necessarily have to include Figure 8 In addition, the electronic device 600 may also include Figure 8 For components not shown, reference may be made to the prior art.

[0118] like Figure 8As shown, the central processor 100 is sometimes also referred to as a controller or an operation control, and may include a microprocessor or other processor devices and / or logic devices. The central processor 100 receives inputs and controls the operations of various components of the electronic device 600.

[0119] The memory 140 may be, for example, one or more of a cache, a flash memory, a hard drive, a removable medium, a volatile memory, a non-volatile memory or other suitable devices. The above-mentioned information related to the failure may be stored, and a program for executing the relevant information may also be stored. The CPU 100 may execute the program stored in the memory 140 to implement information storage or processing.

[0120] The input unit 120 provides input to the CPU 100. The input unit 120 is, for example, a key or a touch input device. The power supply 170 is used to provide power to the electronic device 600. The display 160 is used to display display objects such as images and text. The display may be, for example, an LCD display, but is not limited thereto.

[0121] The memory 140 may be a solid-state memory, such as a read-only memory (ROM), a random access memory (RAM), a SIM card, etc. It may also be a memory that saves information even when the power is off, can be selectively erased, and is provided with more data, examples of which are sometimes referred to as EPROMs, etc. The memory 140 may also be some other type of device. The memory 140 includes a buffer memory 141 (sometimes referred to as a buffer). The memory 140 may include an application / function storage unit 142, which is used to store application programs and function programs or processes for executing the operation of the electronic device 600 through the central processor 100.

[0122] The memory 140 may also include a data storage unit 143 for storing data, such as contacts, digital data, pictures, sounds, and / or any other data used by the electronic device. The driver storage unit 144 of the memory 140 may include various drivers for communication functions of the electronic device and / or for executing other functions of the electronic device (such as messaging applications, address book applications, etc.).

[0123] The communication module 110 is a transmitter / receiver that transmits and receives signals via the antenna 111. The communication module (transmitter / receiver) is coupled to the central processor 100 to provide input signals and receive output signals, which may be the same as the case of a conventional mobile communication terminal.

[0124] Based on different communication technologies, multiple communication modules 110 may be provided in the same electronic device, such as a cellular network module, a Bluetooth module and / or a wireless local area network module, etc. The communication module (transmitter / receiver) is also coupled to a speaker 131 and a microphone 132 via an audio processor 130 to provide an audio output via the speaker 131 and receive an audio input from the microphone 132, thereby realizing a common telecommunication function. The audio processor 130 may include any suitable buffer, decoder, amplifier, etc. In addition, the audio processor 130 is also coupled to the central processor 100, so that recording can be performed on the local machine through the microphone 132, and the sound stored on the local machine can be played through the speaker 131.

[0125] Those skilled in the art will appreciate that embodiments of the present invention may be provided as methods, systems, or computer program products. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0126] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0127] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0128] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0129] The present invention uses specific embodiments to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea. At the same time, for those skilled in the art, according to the idea of ​​the present invention, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as a limitation on the present invention.

Claims

1. A pantograph active control method, It is characterized in that The method comprises: Obtain the real-time operating parameters of the train through the train network interface; Matching a corresponding pantograph control curve based on the real-time operating parameters and configuration information; Determining a target pressure of the airbag according to the current speed of the train and the matching pantograph control curve; Receive the actual pressure in the airbag continuously monitored by the air pressure sensor; comparing the actual pressure with the target pressure; In response to the actual pressure being less than the target pressure, the boost solenoid valve is controlled to start operating to increase the pressure in the airbag, and when the air pressure sensor detects that the airbag pressure reaches the target pressure, the boost solenoid valve is controlled to stop operating; In response to the actual pressure being greater than the target pressure, the pressure reducing solenoid valve is controlled to start to act, so as to reduce the pressure in the airbag; when the air pressure sensor detects that the airbag pressure reaches the target pressure, the pressure reducing solenoid valve is controlled to stop acting; In response to the actual pressure being equal to the target pressure, the current state is maintained and monitoring is continued.

2. The pantograph active control method according to claim 1, It is characterized in that The method further comprises: Obtain the actual contact force data detected by the pantograph-catenary contact force sensor in real time; The airbag pressure is fine-tuned according to the actual contact force data to further optimize the bow-net contact force.

3. The pantograph active control method according to claim 2, It is characterized in that The fine-tuning of the airbag pressure according to the actual contact force data to further optimize the pantograph-catenary contact force comprises: Filtering the actual contact force data; Obtaining an average contact force and a standard deviation within a set time window based on the actual contact force data after filtering; Comparing the average contact force with the target contact force and calculating an error value; A PID control algorithm is used to fine tune the airbag pressure based on the average contact force, standard deviation and error value.

4. The pantograph active control method according to claim 3, It is characterized in that The method of fine-tuning the airbag pressure using a PID control algorithm based on the average contact force, standard deviation and error value includes: Perform proportional term calculation and adjustment according to the error value to obtain a proportional term adjustment result of the airbag pressure; An integral term calculation and adjustment is performed according to the error value to obtain an integral term adjustment result of the airbag pressure; Perform differential calculation and adjustment according to the average contact force to obtain a differential adjustment result of the airbag pressure; Calculating and adjusting the stability compensation term according to the standard deviation to obtain a stability compensation term adjustment result of the airbag pressure; The proportional term adjustment result, the integral term adjustment result, the differential term adjustment result and the stability compensation term adjustment result are combined, and the combined result is used to fine-tune the airbag pressure.

5. The pantograph active control method according to claim 4, It is characterized in that The method of fine-tuning the airbag pressure using a PID control algorithm based on the average contact force, standard deviation and error value also includes: The parameters of the PID control algorithm are dynamically adjusted according to the standard deviation. When the standard deviation is greater than a first preset threshold, the differential coefficient is increased to improve the system response speed. When the standard deviation is less than a second preset threshold, the integral coefficient is increased to improve the system stability.

6. The pantograph active control method according to claim 1, It is characterized in that Before comparing the actual pressure with the target pressure, the method further includes: Detecting status information of the automatic bow lowering device, wherein the status information includes normal standby, activation, failure, disabled, and resetting; In response to the state information being normal standby, comparing the actual pressure with the target pressure; In response to the state information being activated, faulty, disabled or being reset, the system performs corresponding processing, reports the emergency to the train network control system and waits for manual intervention.

7. A pantograph active control device, It is characterized in that The device comprises: A parameter acquisition unit, used to acquire real-time train operation parameters through a train network interface; A curve matching unit, used for matching a corresponding pantograph control curve based on the real-time operating parameters and configuration information; a target pressure determination unit, used to determine the target pressure of the airbag according to the current speed of the train and the matching pantograph control curve; An actual pressure receiving unit, used to receive the actual pressure in the airbag continuously monitored by the air pressure sensor; a pressure comparison unit, configured to compare the actual pressure with the target pressure; A pressure control unit is used to control the boost solenoid valve to start operating and increase the pressure in the airbag in response to the actual pressure being less than the target pressure, and to control the boost solenoid valve to stop operating when the air pressure sensor detects that the airbag pressure has reached the target pressure; to control the decompression solenoid valve to start operating and reduce the pressure in the airbag in response to the actual pressure being greater than the target pressure, and to control the decompression solenoid valve to stop operating when the air pressure sensor detects that the airbag pressure has reached the target pressure; and to maintain the current state and continue monitoring in response to the actual pressure being equal to the target pressure.

8. The pantograph active control device according to claim 7, It is characterized in that The device also includes: A contact force acquisition unit, used to acquire actual contact force data detected in real time by the pantograph-catenary contact force sensor; A fine-tuning unit is used to fine-tune the airbag pressure according to the actual contact force data to further optimize the bow-net contact force.

9. The pantograph active control device according to claim 8, It is characterized in that The fine-tuning unit comprises: A filtering module, used for filtering the actual contact force data; A contact parameter acquisition module, used to obtain an average contact force and a standard deviation within a set time window based on the actual contact force data after filtering; An error calculation module, used for comparing the average contact force with the target contact force and calculating an error value; A pressure fine-tuning module is used to fine-tune the airbag pressure using a PID control algorithm based on the average contact force, standard deviation and error value.

10. The pantograph active control device according to claim 9, It is characterized in that The pressure fine-tuning module is specifically used for: Perform proportional term calculation and adjustment according to the error value to obtain a proportional term adjustment result of the airbag pressure; An integral term calculation and adjustment is performed according to the error value to obtain an integral term adjustment result of the airbag pressure; Perform differential calculation and adjustment according to the average contact force to obtain a differential adjustment result of the airbag pressure; Calculating and adjusting the stability compensation term according to the standard deviation to obtain a stability compensation term adjustment result of the airbag pressure; The proportional term adjustment result, the integral term adjustment result, the differential term adjustment result and the stability compensation term adjustment result are combined, and the combined result is used to fine-tune the airbag pressure.

11. The pantograph active control device according to claim 10, It is characterized in that The pressure fine-tuning module is also used for: The parameters of the PID control algorithm are dynamically adjusted according to the standard deviation. When the standard deviation is greater than a first preset threshold, the differential coefficient is increased to improve the system response speed. When the standard deviation is less than a second preset threshold, the integral coefficient is increased to improve the system stability.

12. The pantograph active control device according to claim 7, It is characterized in that The device also includes: A status detection unit, used to detect status information of the automatic bow lowering device, wherein the status information includes normal standby, activation, failure, disabled, and resetting; The pressure comparison unit is used for comparing the actual pressure with the target pressure in response to the state information being normal standby; The processing unit is used for reporting the emergency to the train network control system and waiting for manual intervention after performing corresponding processing in response to the status information being activated, faulty, disabled or being reset.

13. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, It is characterized in that When the processor executes the computer program, the steps of the method according to any one of claims 1 to 6 are implemented.

14. A computer-readable storage medium having a computer program stored thereon, It is characterized in that When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 6 are implemented.

15. A computer program product comprising a computer program / instructions, It is characterized in that When the computer program / instructions are executed by a processor, the steps of the method according to any one of claims 1 to 6 are implemented.

Images