Stepping type telex control method for turnout tamping wagon

Abstract

The invention discloses a step-by-step fly-by-wire control method for a turnout tamping wagon, which simultaneously meets the requirements of high-speed operation and high-precision low-speed large-torque operation on the basis of a high-low-speed integrated permanent magnet electric traction transmission system, and comprises the following steps: when the wagon runs at a high speed, after receiving a signal of a constant-speed cruise button, starting the step-by-step cruise button; taking the current vehicle speed as a target vehicle speed for constant speed cruise control; in the running process, the actual vehicle speed is compared with the target vehicle speed in real time, the traction / braking torque given value is adjusted according to the speed difference value, the output torque of the traction motor is adjusted according to the traction / braking torque given value, acceleration / deceleration of the vehicle is achieved, and finally the actual vehicle speed is consistent with the target vehicle speed. The technical problems that an existing telex control method is low in reusability, complex in operation, large in maintenance workload, has potential safety hazards and is low in adaptability can be solved.

Description

Technical Field

[0001] This application relates to the field of railway engineering electrical technology, and is applied to large railway maintenance machinery, particularly an electric drive control method for a step-type turnout tamping machine. Background Technology

[0002] A tamping machine is a typical large-scale track maintenance machine (referred to as a "large machine") suitable for new railway line construction, post-major and minor maintenance cleaning of existing lines, and maintenance work on operating lines. Tamping machines are mainly used for automatic leveling, track lifting, and ballast tamping operations, improving the density of the ballast, increasing track stability, eliminating directional deviations, left and right horizontal deviations, and front and rear vertical deviations, ensuring the track meets the requirements of track design standards and track maintenance rules, and guaranteeing the safe operation of trains. Tamping machines can be classified according to the number of sleepers tamped simultaneously (single-sleeper, double-sleeper, and four-sleeper tamping machines); according to the object being tamped (track and turnout tamping machines); according to the mode of operation (walking and continuous walking tamping machines); and according to their function (multi-functional and single-functional tamping machines). There are also tamping machines with special functions such as dust prevention and noise reduction.

[0003] Traditional walking tamping machines use an engine and gearbox for high-speed travel, while the walking operation relies on hydrostatic travel. This approach has the following technical drawbacks: First, the two travel systems are relatively independent, with very low reusability; second, switching between the two operating modes requires complex operation and preparation work; and third, system maintenance is complex. Traditional walking tamping machines use both air and hydraulic brakes, both relying on tread braking for deceleration and stopping, resulting in severe brake shoe wear and serious safety hazards when descending long slopes. In high-altitude environments, due to low air pressure and low oxygen concentration, the engine power of traditional walking tamping machines decreases, requiring a more powerful engine. Furthermore, the low temperatures in high-altitude environments necessitate the addition of preheating systems for the engine and hydraulic oil, reducing availability and reliability. The traditional walking tamping machine's travel system has a very low level of informatization and intelligence, lacking functions such as multiple-unit control, cruise control, hybrid air-electric braking, adhesion control, and fixed-distance travel. Additionally, traditional walking tamping machines have poor expandability and are difficult to upgrade.

[0004] Among the existing technologies, the following documents are most similar to this application: Document 1 is a Chinese invention application filed by China Railway Construction High-Tech Equipment Co., Ltd. on January 28, 2016, and published on April 27, 2016, with publication number CN105525542A. This invention discloses a walking-type double-sleeper tamping machine, including a main body. The tamping machine's overall design adopts a two-section body structure, with the front being the main body and the rear being the material trailer. The advantages of this invention compared to existing technologies are: the two-section body structure expands the functionality of the tamping machine, particularly with the material trailer equipped with a track bed cleaning device capable of cleaning the sleepers, rails, fasteners, and ballast remaining on the railside after tamping. However, this application focuses on describing the overall structure and operating devices; the walking mechanism still uses existing hydraulic travel and control systems.

[0005] Document 2 is a Chinese invention application filed by Zhuzhou Times Electronic Technology Co., Ltd. on November 10, 2023, and published on January 12, 2024, with publication number CN117385678A. This invention discloses an automatic turnout tamping control system and a turnout tamping machine. The system includes an automatic tamping control device, a sleeper identification unit, and an image recognition unit. The automatic tamping control device identifies the sleeper position by using the sleeper spacing information obtained from the sleeper identification unit and combining it with the mileage information output by the measuring wheel. The automatic tamping control device obtains information about foreign objects at the turnout starting point and within the tamping area through the image recognition unit. Based on the sleeper position and the information about foreign objects at the turnout starting point and within the tamping area, the automatic tamping control device provides the electrical system of the turnout tamping machine with the tamping operation position of the tamping device and the automatic tamping control signal, thereby realizing the automatic tamping operation of the turnout tamping machine. This application can solve the technical problem of automatic tamping operation of the turnout tamping machine in the turnout area. However, the application uses technologies such as image recognition to locate the parking position and adjust the tamping pick's posture, without directly controlling the operation's movement.

[0006] Reference 3 is a Chinese invention application filed by CRRC Dalian Locomotive & Rolling Stock Co., Ltd. on December 30, 2019, and published on May 8, 2020, with publication number CN111114562A. This invention discloses a locomotive and its weighted parameter adhesion control method. The method involves obtaining the traction motor torque setpoint and weighted adhesion control reference value based on the locomotive's operating state, generating the traction motor torque setpoint control value; calculating the weighted adhesion control feedback value; calculating the weighted adhesion control reference value and the weighted adhesion control feedback value in a weighted adhesion control PI closed-loop controller to obtain the weighted adhesion control value; controlling the traction motor torque based on the smaller of the weighted adhesion control value and the traction motor torque setpoint control value; filtering the traction motor torque setpoint value according to m*G(S) starting from time T0 until the traction motor torque setpoint control value recovers to a% of the maximum traction motor torque value, then filtering the traction motor torque setpoint value according to G(S) / n. This invention can maximize the adhesion of locomotives and rolling stock, effectively preventing traction slippage or braking drift, and enabling locomotives and rolling stock to exert maximum traction or braking force under the current rail surface conditions. However, this application only relates to locomotive and rolling stock adhesion control, and the parameter categories and numerical values ​​differ significantly from those of this application. Summary of the Invention

[0007] In view of this, the purpose of this application is to provide a step-by-step electric transmission control method for turnout tamping machines, so as to solve the technical problems of low reusability, complex operation, large maintenance workload, safety hazards and low adaptability of existing control methods.

[0008] To achieve the aforementioned objectives, this application specifically provides a technical implementation scheme for a stepping electric transmission system for a turnout tamping machine. Based on a high- and low-speed integrated permanent magnet electric traction transmission system, it simultaneously meets the requirements of high-speed operation and high-precision low-speed, high-torque operation. The method includes the following steps: When the vehicle is traveling at high speed, upon receiving a cruise control button signal, it uses the current vehicle speed as the target speed for cruise control. During travel, the actual vehicle speed is compared with the target speed in real time, and the traction / braking torque setpoint is adjusted according to the speed difference. The output torque of the traction motor is adjusted according to the traction / braking torque setpoint to achieve vehicle acceleration / deceleration, ultimately making the actual vehicle speed match the target speed.

[0009] Furthermore, the upper-level speed closed-loop control generates the traction / braking torque setpoint based on the difference between the target vehicle speed and the actual vehicle speed. Then, the torque closed-loop control is performed based on the difference between the traction / braking torque setpoint and the actual torque to adjust the output torque of the traction motor.

[0010] Furthermore, the difference between the target vehicle speed and the actual vehicle speed is used to calculate the traction / braking torque setpoint after speed PI adjustment.

[0011] Furthermore, the difference between the traction / braking torque setpoint and the actual torque is calculated by torque PI regulation, and the target voltage / frequency control signal is modulated and output to the traction inverter unit according to the calculation result, thereby controlling the torque and speed of the traction motor through the traction inverter unit.

[0012] Furthermore, the speed PI control process calculates the torque output value, i.e., the traction / braking torque setpoint, according to the following formula:

[0013] In the formula, - Torque output value, -Previous stage torque output value, - Torque change during this stage -First proportional gain -First integral gain, -Speed ​​error value at this stage -Previous stage speed error value, - Cumulative speed error.

[0014] Furthermore, the torque PI control process calculates the target voltage / frequency output value according to the following formula:

[0015] In the formula, -Target voltage / frequency output value - Target voltage / frequency output value of the previous stage, - Target voltage / frequency change in this stage -Second proportional gain -Torque error value at this stage - Torque error value of the previous stage.

[0016] Furthermore, the method also includes an air-electric hybrid braking control process, which includes the following steps: Based on the electric braking level and vehicle speed of the driver controller, the electric braking force request is transmitted to the traction control unit. The traction control unit, according to the electric braking force request, controls the traction inverter module and traction motor to apply the corresponding electric braking force to the vehicle. When the traction control unit detects a fault in the traction inverter module, traction motor, or braking resistor, it isolates the faulty component for protection, and the vehicle's electric braking force is reduced proportionally. The traction control unit feeds back the actual electric braking force to the central control unit in real time for status display and data recording. When the brake assist control unit detects that the driver controller has pulled the electric braking to the maximum position, but the vehicle speed still rises to a set threshold, and the brake control unit's brake position meets the conditions, it triggers hybrid air-electric braking, outputting an air braking command to the brake control unit. Simultaneously, this air braking command is transmitted to the central control unit for data recording and status display. The brake control unit, according to the air braking command, controls the relevant solenoid valves of the electro-pneumatic brake to control the air braking of the train train according to the set train pipe pressure reduction, while the electric braking remains at its maximum according to the driver controller's level. The brake control unit collects the relevant air pressure of the electro-pneumatic brake in real time and feeds it back to the brake assist control unit to determine whether hybrid air-electric braking is effective and to perform fault protection.

[0017] Furthermore, the method also includes an adhesion control process, which includes the following steps: The system detects and controls wheel spin / slippage by monitoring acceleration and creep speed. Acceleration characterizes short-term speed changes in the wheelset; when wheel spin / slippage occurs, acceleration increases rapidly. Detecting wheel spin / slippage at this point determines if wheel spin / slippage has occurred. Creep speed characterizes the cumulative speed change of the wheelset over a period of time; when creep speed reaches a certain value, it indicates that wheel spin / slippage has occurred. A reference speed and reference acceleration are calculated by combining the speeds of all wheelsets. The speeds of each wheelset are compared with this reference speed, and the speed change deviation over a period of time is accumulated. When the creep speed protection threshold is reached, adhesion protection is triggered, and the output torque is adjusted to prevent severe wheel spin or slippage. Simultaneously, the acceleration of each wheelset is calculated based on its speed changes. This acceleration is compared with a set reference acceleration. When the difference between the wheelset acceleration and the reference acceleration reaches a certain threshold, wheel spin / slippage is detected, and the output torque is adjusted to prevent severe wheel spin or slippage.

[0018] Furthermore, based on the target travel distance and the travel distance feedback value, a judgment is made. When the travel distance feedback value reaches the target travel distance, the system switches from traction to braking and outputs the given electric braking torque value according to the preset braking torque.

[0019] Furthermore, the method also includes a fixed-distance travel control process, which includes the following steps: The braking distance S is estimated based on the current vehicle speed, track gradient, track resistance, electric braking force, and braking stopping distance. 制 When the walking distance feedback value S = the target walking distance S 目 -Estimate braking distance S 制 At that time, the traction control unit sends an electric braking command and an electric braking torque setpoint. The traction control unit then performs closed-loop PI control on the output torque of the traction motor according to the electric braking torque setpoint, ensuring that the output torque matches the setpoint torque to reduce the deviation between the actual braking distance and the estimated braking distance.

[0020] By implementing the technical solution of the step-by-step electro-electric control method for turnout tamping machines provided in this application, the following beneficial effects are achieved: (1) The step-type electric transmission control method for turnout tamping car in this application adopts high-low speed integrated permanent magnet electric traction technology. The same traction transmission system can meet both high-speed operation and high-precision low-speed high-torque operation requirements. The maximum speed can reach 120km / h in high-speed operation, and the high-precision low-speed high-torque speed range is 0.3-16km / h. (2) The step-by-step electric control method for turnout tamping machine in this application adopts electric braking technology, which effectively avoids the technical problem of serious brake shoe wear and serious safety hazards when decelerating and stopping through tread braking, and when going downhill on long slopes. Electric braking can realize energy recovery, reduce brake shoe wear and improve safety. (3) The step-by-step electric transmission control method for turnout tamping machine in this application adopts a dual power source of contact network + internal combustion generator set. The electric transmission system can meet the high-altitude and cold environment operation in working environment of -40℃-50℃ and altitude of 5100m. There is no need to reduce power when the contact network is powered. The dual power sources guarantee each other and further improve availability. (4) The step-by-step electric transmission control method for turnout tamping machine in this application applies information control technology. The electric transmission system adopts microcomputer communication control. All status information, alarm information, parameter settings, etc. can be viewed and operated on the driver's console display. Data is also recorded to facilitate troubleshooting. (5) The turnout tamping machine step-by-step electric transmission control method of this application has intelligent functions such as multiple-unit control, constant speed cruise, air-electric hybrid braking, adhesion control, and fixed-distance travel, and has rich expansion functions to facilitate rapid iteration and upgrading of the system. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other embodiments can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is an electrical topology diagram of a specific embodiment of the turnout tamping machine step-by-step electric transmission system on which the method of this application is based; Figure 2 This is a topology diagram of the network control system in a specific embodiment of the turnout tamping machine stepping electric transmission system on which the method of this application is based; Figure 3 This is a block diagram of the structure of the constant speed cruise module in a specific embodiment of the turnout tamping machine stepping electric transmission system on which the method of this application is based; Figure 4 This is a block diagram of the structure of the air-electric hybrid braking module in a specific embodiment of the turnout tamping machine step-by-step electric transmission system on which the method of this application is based; Figure 5 This is a block diagram of the adhesive control module in a specific embodiment of the turnout tamping machine step-by-step electric transmission system on which the method of this application is based; Figure 6 This is a block diagram of the structural composition of the fixed-distance traveling module in a specific embodiment of the turnout tamping machine stepping electric transmission system on which the method of this application is based.

[0023] In the diagram: 1-Central control unit, 2-Traction control unit, 3-Driver's controller, 4-(Hybrid) Brake assist control unit, 5-Brake control unit, 6-Electro-pneumatic brake, 7-Speed ​​control closed loop, 8-Torque control closed loop, 9-Traffic control unit, 10-Speed ​​PI controller, 11-Traction inverter unit, 12-Traction motor, 13-Wheelset, 14-Distance comparator, 15-Torque PI controller, 16-Vehicle, 17-Reference speed / acceleration calculation unit, 18-Acceleration calculation unit, 19-Creep speed protection unit, 20-Acceleration protection unit, 21-Torque adjustment unit. Detailed Implementation

[0024] For the sake of clarity and reference, the technical terms, abbreviations, or acronyms used below will be recorded as follows: BCU: Brake Control Unit; BMS: Short for Battery Management System; TCU: Traction Control Unit; VCU: Vehicle Control Unit, short for vehicle control unit or driving control unit; VVVF: Variable Voltage and Variable Frequency; ETBN: Abbreviation for Ethernet Train Backbone Network Node; ECNN: Short for Ethernet Vehicle Network Node; IDU: Short for Intelligent Display Unit; ACU: Abbreviation for Auxiliary Converter Control Unit; BACU: Short for Brake Assist Control Unit; CCU: Short for Central Control Unit; MCM: Short for Main Control Module; ICM: Short for Centralized Control Module; IO module: Short for general-purpose input / output module; CAN: Short for Control Area Network; PI control: Short for Proportional-Integral Control; GYK: Abbreviation for rail vehicle operation control equipment; ECU: Short for Engine Control Unit; EXU: Abbreviation for Excitation Control Unit; CANFD: An upgraded protocol for the traditional CAN bus, which mainly solves the problems of bandwidth limitation and data transmission efficiency.

[0025] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0026] As attached Figure 1 To be continued Figure 6 As shown, a specific embodiment of the step-by-step electro-electric control method for turnout tamping machines of this application is given. The application will be further described below with reference to the accompanying drawings and specific embodiments.

[0027] Example 1 As attached Figure 1As shown, an embodiment of a turnout tamping car step-type electro-electric transmission system based on the control method of this application is particularly suitable for operation in high-altitude areas. Specifically, it includes: a traction converter, an auxiliary inverter module, a traction motor 12, auxiliary loads, and a network control system. The traction converter includes a four-quadrant rectifier and a traction inverter module 11. The four-quadrant rectifier rectifies the single-phase AC power from the overhead contact line or the three-phase AC power from the internal combustion generator set into intermediate-circuit DC power to power the traction inverter module 11 and the auxiliary inverter module. The traction inverter module 11 powers the traction motor 12, which is further adopted as a permanent magnet traction motor. The auxiliary inverter module powers the auxiliary loads. The network control system includes two interconnected and redundant ETBN switches installed on the vehicle. The ETBN switches are used for train-level network data transmission and control command transmission; and two or more ECNN switches connected to the ETBN switches. The ECNN switches are connected via a ring Ethernet connection for vehicle-level network data transmission and control command transmission. During train operation, control commands from the master control car are transmitted to the slave control cars (e.g., car 1 in a train set is the master control car, and car 2 in a train set is the slave control car) via the ETBN switch. The slave control cars execute the commands and feed back the status to the master control car. Equipped with a dual ETBN switch hot redundancy design, data transmission is timely and reliable, and it has advantages such as high real-time performance and strong security, playing an irreplaceable role in the safe operation of trains.

[0028] As attached Figure 2 As shown, the ECNN switch is responsible for vehicle-level data transmission and control command delivery. All network control units (including IDU, CCU, TCU, ACU, VCU, etc.) are connected to two ECNN switches via dual Ethernet cables. A ring Ethernet connection is used between the ECNN switches to improve reliability. Furthermore, the centralized control module (ICM) has abundant communication expansion interfaces, supporting CANFD communication for general-purpose I / O expansion modules, and CAN2.0B communication for the brake control unit (BCU), engine control unit (ECU), excitation control unit (EXU), etc.

[0029] The traction converter, traction motor 12, and braking resistor unit modules are controlled by the traction control unit (TCU) 2. The auxiliary inverter module unit modules are controlled by the auxiliary converter control unit (ACU). The pantograph, grid-side cabinet, and power conversion box are controlled by the vehicle control unit (VCU) 9. The vehicle control unit (VCU) 9 communicates with the central control unit (CCU) 1, traction control unit (TCU) 2, auxiliary converter control unit (ACU), braking control unit (BCU) 5, and braking assist control unit (BACU) 4 to acquire data and transmit control commands. The vehicle control unit (VCU) 9 is specifically handled by the ICM (centralized control module). The central control unit (CCU) 1 is specifically handled by the MCM (main control module), and also communicates with other ICMs, IO modules, and intelligent display units (IDUs) to form a network system.

[0030] The overhead contact line power supply voltage / current, internal combustion generator set speed / voltage / current / temperature, traction control unit (TCU) 2 data (including traction motor 12 and braking resistor status signals), auxiliary converter control unit (ACU) data, etc. are all sent to the train display via Ethernet; the electric transmission system can communicate with other equipment such as GYK (rail vehicle operation monitoring device) to obtain line data and achieve more precise speed control; the electric transmission system is equipped with a data recording module, which can record all network communication data, facilitating event and fault analysis.

[0031] The turnout tamping machine further adopts a dual power source of overhead contact line and internal combustion generator set. The electric transmission system also includes pantograph, grid-side cabinet, traction transformer and power conversion box. The 25kV power supply from the overhead contact line passes through the pantograph, grid-side cabinet and traction transformer in sequence before entering the four-quadrant rectifier. The power supply from the internal combustion generator set is directly connected to the four-quadrant rectifier, and the power supply switching between the overhead contact line and the internal combustion generator set is achieved through interlocking control of contactors in the power conversion box and traction converter.

[0032] The electric drive system also includes a braking chopper module and a braking resistor. During electric braking, the traction motor 12 operates in a generator state, converting the vehicle's kinetic energy into electrical energy to achieve vehicle deceleration. The traction converter rectifies the electrical energy fed back by the traction motor 12 and supplies power to other equipment or charges the power battery through an intermediate DC circuit. When the fed-back electrical energy cannot be completely consumed, causing the intermediate voltage to rise, the braking chopper module is activated and the energy is consumed through the braking resistor.

[0033] Under traveling conditions, the traction converter, according to the vehicle's traction and braking characteristic curve, outputs the intermediate DC circuit voltage through the traction inverter module 11 and the frequency-adjustable VVVF voltage to drive the traction motor 12, achieving high-speed travel. Under working conditions, the traction converter outputs the maximum traction / braking torque setpoint according to the work travel start / stop command, achieving rapid response of low-speed, high-torque traction and braking, improving work efficiency. The traction motor 12 further adopts a permanent magnet traction motor, which has advantages such as high efficiency, high energy efficiency, high power factor, high power density, low noise, and low maintenance. Its low-speed, high-torque characteristics are also particularly suitable for the stepping-type, high-acceleration / deceleration travel requirements of tamping vehicles. The components of the electrical transmission system are selected according to the environment of -40℃ to 50℃; the electrical clearance and creepage distance are modified according to the standard of 5100m altitude.

[0034] The network control system also includes an intelligent display unit, a central control unit 1, a traction control unit 2, an auxiliary converter control unit, and several centralized control modules, all mounted on vehicle 16 and connected to the ECNN switches. The centralized control modules are general-purpose modules that implement dedicated control functions through programming, including a driving control unit and a brake assist control unit 4. The network control system also includes an extended I / O module, a brake control unit 5, an engine control unit, and an excitation control unit, all connected to the centralized control modules. The intelligent display unit, central control unit, traction control unit, auxiliary converter control unit, and centralized control modules are all connected to two ECNN switches via dual Ethernet cables.

[0035] The train-level network uses two ETBN switches to achieve train-level multiple-unit communication, automatic grouping, and data exchange via dual-channel Ethernet. The exchanged data includes, but is not limited to, the power source activation / deactivation status of each car, key power source parameters, traction / braking torque, power source activation / deactivation commands, multiple-unit control related operation IO signal status, travel speed, train fault information, air compressor status, braking system parameters, important component status parameters, and train safety interlocks (rail shoes, working device locking), etc.

[0036] As attached Figure 3 As shown, when the vehicle is traveling at high speed, the central control unit 1 receives the cruise control button signal and uses the current vehicle speed as the target speed for cruise control. During the journey, the central control unit 1 compares the actual vehicle speed with the target speed in real time and adjusts the traction / braking torque setpoint based on the speed difference. The traction control unit 2 adjusts the output torque of the traction motor 12 according to the traction / braking torque setpoint of the central control unit 1 to accelerate / decelerate the vehicle, ultimately making the actual vehicle speed match the target speed.

[0037] The traction control unit 2 performs torque closed-loop control based on the difference between the traction / braking torque setpoint and the actual torque, while the central control unit 1 performs upper-level speed closed-loop control based on the difference between the target vehicle speed and the actual vehicle speed, and generates the traction / braking torque setpoint.

[0038] The network control system includes a speed PI controller 10. The speed PI controller 10 is based on the central control unit 1. The difference between the target vehicle speed and the actual vehicle speed is calculated by the speed PI controller 10 through PI adjustment to obtain the traction / braking torque setpoint.

[0039] The speed PI controller 10 further calculates the torque output value, i.e., the traction / braking torque setpoint, according to the following formula:

[0040] In the formula, - Torque output value, -Previous stage torque output value, - Torque change during this stage -First proportional gain -First integral gain, -Speed ​​error value at this stage -Previous stage speed error value, - Cumulative speed error.

[0041] The network control system includes a torque PI controller 15. The torque PI controller 15 is based on the traction control unit 2. The difference between the traction / braking torque setpoint and the actual torque is calculated by the torque PI controller 15 through PI regulation. The target voltage / frequency control signal is then modulated and output to the traction inverter unit 11 according to the calculation result. The torque and speed of the traction motor 12 are controlled by the traction inverter unit 11.

[0042] The torque PI controller 15 further calculates the target voltage / frequency output value according to the following formula:

[0043] In the formula, -Target voltage / frequency output value - Target voltage / frequency output value of the previous stage, - Target voltage / frequency change in this stage -Second proportional gain -Torque error value at this stage - Torque error value of the previous stage.

[0044] The network control system also includes the driver controller 3 and the electro-pneumatic brake 6. When the electric brake cannot meet the speed control requirements, the brake assist control unit 4 (ICM is a general-purpose control module that implements different functions through programming) is activated. Figure 2 The ICM0 in the system realizes the functions of the train control VCU and the air-electric hybrid braking auxiliary control BACU. It automatically superimposes a fixed pressure air brake (train pipe decompression) to decelerate the train until the speed is reduced to the target value that can be controlled by pure electric braking. Then it automatically releases the air brake to reduce the use of air brake.

[0045] As attached Figure 4 As shown, the hybrid air-electric braking control is mainly accomplished by the driver controller 3, the (hybrid air-electric) brake assist control unit (BACU) 4, the brake control unit (BCU) 5, the central control unit (CCU) 1, the traction control unit (TCU) 2, and the electro-pneumatic brake 6. The brake assist control unit (BACU) 4 is mainly used for receiving vehicle grouping information, calculating electric brake speed control values, executing hybrid air-electric braking control logic, issuing hybrid air-electric braking commands, and receiving electro-pneumatic brake signals. The brake control unit 5 is used for receiving hybrid air-electric braking commands, providing brake position signals, and feeding back brake cylinder pressure values. The central control unit 1 transmits the electric braking force request to the traction control unit 2 based on the electric braking level and vehicle speed from the driver controller 3. The traction control unit 2, based on the electric braking force request, controls the traction inverter module 11 and the traction motor 12 to apply the corresponding electric braking force to the vehicle. When the traction control unit 2 detects a fault in the traction inverter module 11, traction motor 12, or braking resistor, it isolates and protects the faulty components. The vehicle's electric braking force is reduced proportionally. The traction control unit 2 provides real-time feedback of the actual electric braking force to the central control unit 1 for status display and data recording. When the brake assist control unit 4 detects that the driver's controller 3's lever is pulled to the maximum electric braking position (collecting the current vehicle speed V0), but the vehicle speed still rises to a set threshold (e.g., V0 + 2 km / h, indicating insufficient electric braking force and the vehicle speed still not decreasing; this is a speed setting parameter for air braking), and this is combined with the brake position of the brake control unit 5 meeting the conditions, it triggers hybrid air-electric braking. The (hybrid air-electric) brake assist control unit 4 outputs an air braking command to the brake control unit 5, which is simultaneously transmitted to the central control unit 1 for data recording and status display. The brake control unit 5, according to the air braking command, controls the relevant solenoid valves of the electro-pneumatic brake 6 to implement air braking on the train according to the set train pipe pressure reduction. At this time, the electric braking is maintained at its maximum according to the driver's controller 3's position. The brake control unit 5 collects the relevant air pressure of the electro-pneumatic brake 6 in real time and feeds it back to the brake auxiliary control unit 4 to determine whether the air-electric hybrid braking is effective and to perform fault protection.

[0046] The network control system also includes an adhesion control module, the basic framework of which is shown in the attached figure. Figure 5 As shown, the system primarily determines wheel spin / slippage by detecting acceleration and creep speed, and controls accordingly. The adhesion control module detects wheel spin / slippage primarily through acceleration and creep speed. The adhesion control module includes a reference speed / acceleration calculation unit 17, an acceleration calculation unit 18, a creep speed protection unit 19, an acceleration protection unit 20, and a torque adjustment unit 21. The adhesion control module determines wheel spin / slippage by detecting acceleration and creep speed. Acceleration characterizes the short-term speed change of the wheelset; when wheel spin / slippage occurs, acceleration increases rapidly. At this point, the system detects the wheelset acceleration to determine if wheel spin / slippage has occurred. Creep speed characterizes the cumulative speed change of the wheelset over a period of time; when the creep speed reaches a certain value, it indicates that wheel spin / slippage has occurred. The reference speed / acceleration calculation unit 17 integrates the speeds of all wheelsets to calculate the vehicle's reference speed and reference acceleration. The creep speed protection unit 19 compares the speed of each wheelset with the reference speed and accumulates the speed change deviation over a period of time. When the creep speed protection threshold is reached, adhesion protection is triggered, and the torque adjustment unit 21 adjusts the output torque to avoid severe slippage or coasting. The acceleration calculation unit 18 calculates the acceleration of each wheelset based on the speed change of each wheelset. The acceleration protection unit 20 compares the acceleration of each wheelset with the set reference acceleration. When the difference between the wheelset acceleration and the reference acceleration reaches a certain threshold, it is determined that slippage / coasting has occurred, and the torque adjustment unit 21 adjusts the output torque to avoid severe slippage or coasting.

[0047] The fixed-distance travel distance equals the traction distance plus the braking distance. The traction distance can be detected in real-time by accumulating the pulse signals from the track tamping machine's travel measuring wheel. Therefore, the key to fixed-distance travel is predicting the braking distance to determine the target traction distance. The travel distance is controlled by the vehicle control unit (VCU) 9, and the control block diagram is attached. Figure 6 As shown. The network control system includes a distance comparator 14, which is based on the vehicle control unit 9 and makes a judgment based on the target travel distance and the travel distance feedback value. When the travel distance feedback value reaches the target travel distance, the system switches from traction to braking and outputs a given electric braking torque value according to the preset braking torque. The vehicle control unit 9 estimates the braking distance S based on the current vehicle speed, track gradient, track resistance, electric braking force, and braking stopping distance. 制 When the walking distance feedback value S = the target walking distance S 目 -Estimate braking distance S 制At this time, the driving control unit 9 sends an electric braking command and an electric braking torque setpoint to the traction control unit 2. The traction control unit 2 performs closed-loop PI control on the output torque of the traction motor 12 according to the electric braking torque setpoint, ensuring that the output torque matches the setpoint torque. This reduces the deviation between the actual braking distance and the estimated braking distance, improving the accuracy of the constant-distance travel control. During the vehicle installation and commissioning process, factors such as braking command delay and obtaining empirical data on hydraulic braking distance can be comprehensively considered to optimize and correct the braking distance calculation formula, further reducing the constant-distance control deviation.

[0048] Example 2 An embodiment of a turnout tamping machine specifically includes: a stepping electric transmission system as described in Embodiment 1.

[0049] Example 3 An embodiment of a track engineering vehicle (vehicle) multiple-unit formation includes: two or more turnout tamping cars (vehicles) multiple-united as described in Embodiment 2, with the vehicles multiple-united to form a train. Further, the multiple-unit formation of the track engineering vehicle (vehicle) is turnout tamping car + turnout tamping car + stabilizing car.

[0050] During the operation of coupled trains, the ETBN switch is used for train-level network data transmission and control command transmission. The ETBN switch is responsible for the transmission of train-level data transmission and control commands.

[0051] The control functions after the train sets are coupled together are as follows: a) Grouping mode operating condition definition; b) Group initialization; c) Terminal switching management; d) Steering control of the train formation; e) Gear control for train formations; f) Zero-speed start control (including normal start and hill start control); g) Traction and braking characteristic control (load rate control, traction and braking conversion control for different power modes, torque control for different power modes, manual traction and braking characteristic control, etc.). h) Over-phase control; i) Pneumatic-electric interlock braking control; j) Hybrid air-electric braking control; k) Emergency braking; l) Emergency shutdown; m) Fault protection and reset; n) Fault diagnosis; o) Data records.

[0052] Example 4 An embodiment of the step-by-step electric drive control method for a turnout tamping machine based on the system described in Embodiment 1 of this application, which is based on a high-low speed integrated permanent magnet electric traction drive system that simultaneously meets the requirements of high-speed operation and high-precision low-speed high-torque operation, specifically includes the following steps: When the vehicle is traveling at high speed, upon receiving a cruise control button signal, it uses the current vehicle speed as the target speed for cruise control. During travel, the actual vehicle speed is compared with the target speed in real time, and the traction / braking torque setpoint is adjusted based on the speed difference. The output torque of the traction motor 12 is then adjusted according to the traction / braking torque setpoint to accelerate / decelerate the vehicle, ultimately ensuring that the actual vehicle speed matches the target speed. The upper-level speed closed-loop control generates the traction / braking torque setpoint based on the difference between the target and actual vehicle speeds. Finally, torque closed-loop control is performed based on the difference between the traction / braking torque setpoint and the actual torque to adjust the output torque of the traction motor 12.

[0053] The difference between the target vehicle speed and the actual vehicle speed is calculated by a speed PI regulator to obtain the traction / braking torque setpoint. The difference between the traction / braking torque setpoint and the actual torque is then calculated by a torque PI regulator. Based on the calculation result, a target voltage / frequency control signal is modulated and output to the traction inverter unit 11. The traction inverter unit 11 controls the torque and speed of the traction motor 12. A judgment is made based on the target travel distance and the travel distance feedback value. When the travel distance feedback value reaches the target travel distance, the system switches from traction to braking and outputs the set electric braking torque value according to the preset braking torque.

[0054] The speed PI control process further calculates the torque output value, i.e., the traction / braking torque setpoint, according to the following formula:

[0055] In the formula, - Torque output value, -Previous stage torque output value, - Torque change during this stage -First proportional gain -First integral gain, -Speed ​​error value at this stage -Previous stage speed error value, - Cumulative speed error.

[0056] The torque PI control process further calculates the target voltage / frequency output value according to the following formula:

[0057] In the formula, -Target voltage / frequency output value - Target voltage / frequency output value of the previous stage, - Target voltage / frequency change in this stage -Second proportional gain -Torque error value at this stage - Torque error value of the previous stage.

[0058] The step-by-step electric control method for turnout tamping cars also includes a pneumatic-electric hybrid braking control process, which further includes the following steps: Based on the electric braking level and vehicle speed of the driver controller 3, the electric braking force request is transmitted to the traction control unit 2. The traction control unit 2, based on the electric braking force request, controls the traction inverter module 11 and traction motor 12 to apply the corresponding electric braking force to the vehicle. When the traction control unit 2 detects a fault in the traction inverter module 11, traction motor 12, or braking resistor, it isolates and protects the faulty components, reducing the vehicle's electric braking force proportionally. The traction control unit 2 provides real-time feedback of the actual electric braking force to the central control unit 1 for status display and data recording. When the brake assist control unit 4 detects that the driver controller 3 has pulled to the maximum electric braking position, but the vehicle speed still rises to a set threshold, and the braking position of the brake control unit 5 meets the conditions, it triggers hybrid air-electric braking, outputting an air braking command to the brake control unit 5. Simultaneously, this air braking command is transmitted to the central control unit 1 for data recording and status display. The brake control unit 5, according to the air braking command, controls the relevant solenoid valves of the electro-pneumatic brake 6 to implement air braking on the train according to the set train pipe pressure reduction. At this time, the electric braking is maintained at its maximum according to the level of the driver controller 3. The brake control unit 5 collects the relevant air pressure of the electro-pneumatic brake 6 in real time and feeds it back to the brake auxiliary control unit 4 to determine whether the air-electric hybrid braking is effective and to perform fault protection.

[0059] The electric drive network control method also includes an adhesion control process, which further includes the following steps: The system detects and controls wheel spin / slippage by monitoring acceleration and creep speed. Acceleration characterizes short-term speed changes in the wheelset; when wheel spin / slippage occurs, acceleration increases rapidly. Detecting wheel spin / slippage at this point indicates wheel spin / slippage. Creep speed characterizes cumulative speed changes over a period of time; when creep speed reaches a certain value, wheel spin / slippage is detected. A vehicle reference speed and acceleration are calculated by combining all wheelset speeds. Each wheelset speed is compared to this reference speed, and the speed change deviation over a period is accumulated. When the creep speed protection threshold is reached, adhesion protection is triggered, and the output torque is adjusted to prevent severe wheel spin or slippage. Simultaneously, the acceleration of each wheelset is calculated based on its speed changes. This acceleration is compared to a set reference acceleration. When the difference between the wheelset acceleration and the reference acceleration reaches a certain threshold, wheel spin / slippage is detected, and the output torque is adjusted to prevent severe wheel spin or slippage.

[0060] The step-by-step electric drive control method for turnout tamping cars also includes a fixed-distance travel control process, which further includes the following steps: The braking distance S is estimated based on the current vehicle speed, track gradient, track resistance, electric braking force, and braking stopping distance. 制 When the walking distance feedback value S = the target walking distance S 目 -Estimate braking distance S 制 At that time, the traction control unit 2 sends an electric braking command and an electric braking torque setpoint. The traction control unit 2 performs closed-loop PI control on the output torque of the traction motor 12 according to the electric braking torque setpoint to ensure that the output torque is consistent with the setpoint torque, so as to reduce the deviation between the actual braking distance and the estimated braking distance.

[0061] In the description of this specification, the references to terms such as "an embodiment," "example," "specific example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0062] In the description of this application, it should be noted that when an element is referred to as being "fixed to" or "set on" another element, it can be directly set on the other element or indirectly set on the other element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or indirectly connected to the other element.

[0063] It should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0064] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" or "several" means two or more, unless otherwise explicitly specified.

[0065] It should be noted that the structures, proportions, sizes, etc., shown in the accompanying drawings of this specification are only used to complement the content disclosed in the specification for those skilled in the art to understand and read, and are not intended to limit the conditions under which this application can be implemented. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportions, or adjustments to the size, without affecting the effects and purposes that this application can produce, should still fall within the scope of the technical content disclosed in this application.

[0066] By implementing the technical solution of the turnout tamping machine step-by-step electric transmission control method described in the specific embodiments of this application, the following technical effects can be achieved: (1) The step-by-step electric transmission control method for turnout tamping car described in the specific embodiments of this application adopts high-low speed integrated permanent magnet electric traction technology and hydrostatic operation. Compared with the existing model's engine + gearbox high-speed operation, the same traction transmission system can meet both high-speed operation and high-precision low-speed high-torque operation requirements. The maximum speed can reach 120km / h at high speed, and the high-precision low-speed high-torque speed range is 0.3-16km / h. (2) The turnout tamping machine step-by-step electric transmission control method described in the specific embodiments of this application prioritizes electric braking technology, which effectively avoids the technical problem of severe brake shoe wear and serious safety hazards when decelerating and stopping through tread braking, and when going downhill on long slopes. Electric braking can realize energy recovery, minimize brake shoe wear, and improve the safety of braking on long slopes. (3) The step-by-step electric transmission control method for turnout tamping machine described in the specific embodiments of this application adopts a dual power source of contact network + internal combustion generator set, which avoids the technical problems of existing large machines needing to reduce power in high-altitude and cold environments and adding a preheating system; the electric transmission system can meet the high-altitude and cold environment operation in working environments of -40℃-50℃ and 5100m altitude. When the contact network is powered, there is no need to reduce power. The dual power sources guarantee each other, further improving availability. Under extremely complex conditions such as high-altitude and cold hypoxia, ultra-long slopes, and dense tunnel groups, the system is more reliable and safer. (4) The step-by-step electric transmission control method for turnout tamping car described in the specific embodiments of this application applies information control technology. The electric transmission system adopts microcomputer communication control. All status information, alarm information, parameter settings, etc. can be viewed and operated on the driver's console display. Data is recorded to facilitate troubleshooting. Information technology improves human-machine interaction and facilitates event and fault analysis. (5) The turnout tamping machine step-by-step electric transmission control method described in the specific embodiments of this application has intelligent functions such as multiple-unit control, constant speed cruise, pneumatic-electric hybrid braking, adhesion control, and fixed-distance travel. It has rich expansion functions to facilitate rapid iteration and upgrading of the system, providing users with more added value and improving product competitiveness.

[0067] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0068] The above description is merely a preferred embodiment of this application and is not intended to limit this application in any way. Although this application has been disclosed above with reference to preferred embodiments, it is not intended to limit this application. Any person skilled in the art can make many possible variations and modifications to the technical solutions of this application using the methods and techniques disclosed above, or modify them into equivalent embodiments with equivalent changes, without departing from the spirit and technical essence of this application. Therefore, any simple modifications, equivalent substitutions, equivalent changes, and modifications made to the above embodiments based on the technical essence of this application without departing from the content of the technical solutions of this application shall still fall within the protection scope of the technical solutions of this application.

Claims

1. A step-by-step electro-electric control method for a turnout tamping machine, characterized in that, The method, based on an integrated high- and low-speed permanent magnet electric traction drive system, simultaneously meets the requirements of high-speed operation and high-precision low-speed, high-torque operation, and includes the following steps: When the vehicle is traveling at high speed, after receiving the cruise control button signal, the current vehicle speed is used as the target vehicle speed for cruise control. During the journey, the actual vehicle speed is compared with the target vehicle speed in real time, and the traction / braking torque setpoint is adjusted according to the speed difference. The output torque of the traction motor (12) is adjusted according to the traction / braking torque setpoint to realize the acceleration / deceleration of the vehicle, so that the actual vehicle speed is consistent with the target vehicle speed.

2. The step-by-step electro-electric control method for a turnout tamping machine according to claim 1, characterized in that: Based on the difference between the target vehicle speed and the actual vehicle speed, the upper-level speed closed-loop control generates the traction / braking torque setpoint. Then, based on the difference between the traction / braking torque setpoint and the actual torque, torque closed-loop control is performed to adjust the output torque of the traction motor (12).

3. The step-by-step electro-electric control method for a turnout tamping machine according to claim 2, characterized in that: The difference between the target vehicle speed and the actual vehicle speed is used to calculate the traction / braking torque setpoint after speed PI regulation.

4. The step-by-step electro-electric control method for a turnout tamping machine according to claim 3, characterized in that: The difference between the traction / braking torque setpoint and the actual torque is calculated by torque PI regulation. Based on the calculation result, the target voltage / frequency control signal is modulated and output to the traction inverter unit (11). The torque and speed of the traction motor (12) are controlled by the traction inverter unit (11).

5. The step-by-step electro-electric control method for a turnout tamping machine according to claim 4, characterized in that, The speed PI control process calculates the torque output value, i.e., the traction / braking torque setpoint, according to the following formula: ； In the formula, - Torque output value, -Previous stage torque output value, - Torque change during this stage -First proportional gain -First integral gain, -Speed ​​error value at this stage -Previous stage speed error value, - Cumulative speed error.

6. The step-by-step electro-electric control method for a turnout tamping machine according to claim 5, characterized in that, The torque PI control process calculates the target voltage / frequency output value according to the following formula: ； In the formula, -Target voltage / frequency output value - Target voltage / frequency output value of the previous stage, - Target voltage / frequency change in this stage -Second proportional gain -Torque error value at this stage - Torque error value of the previous stage.

7. The step-by-step electro-electric control method for a turnout tamping machine according to any one of claims 1 to 6, characterized in that, The method also includes an air-electric hybrid braking control process, which comprises the following steps: According to the electric braking level and vehicle speed of the driver controller (3), the electric braking force request is transmitted to the traction control unit (2); the traction control unit (2) controls the traction inverter module (11) and traction motor (12) to apply the corresponding electric braking force to the vehicle according to the electric braking force request; when the traction control unit (2) detects that the traction inverter module (11), traction motor (12) and braking resistor have failed, the faulty part is cut off for protection, and the vehicle's electric braking force is reduced proportionally. The traction control unit (2) feeds back the actual electric braking force to the central control unit (1) in real time for status display and data recording; when the brake assist control unit (4) detects that the driver controller (3) has pulled to the maximum electric braking position, but the vehicle speed is still increasing. When the set threshold is reached and the brake position of the brake control unit (5) meets the conditions, the air-electric hybrid braking is triggered, and an air braking command is output to the brake control unit (5). At the same time, the air braking command is transmitted to the central control unit (1) for data recording and status display. The brake control unit (5) controls the relevant solenoid valves of the electro-pneumatic brake (6) according to the air braking command to control the formation vehicle to implement air braking according to the set train pipe pressure reduction amount. At this time, the electric braking is maintained at the maximum according to the level of the driver controller (3). The brake control unit (5) collects the relevant air pressure of the electro-pneumatic brake (6) in real time and feeds it back to the brake auxiliary control unit (4) to determine whether the air-electric hybrid braking is effective and to perform fault protection.

8. The electric drive network control method according to claim 7, characterized in that, The method also includes an adhesion control process, which comprises the following steps: The system detects and controls wheel spin / slippage by monitoring acceleration and creep speed. Acceleration characterizes the short-term speed change of the wheelset; when wheel spin / slippage occurs, acceleration increases rapidly. Detecting wheel spin / slippage at this point determines whether wheel spin / slippage has occurred. Creep speed characterizes the cumulative speed change of the wheelset over a period of time; when creep speed reaches a certain value, it indicates that wheel spin / slippage has occurred. A reference speed and reference acceleration are calculated by combining the speeds of all wheelsets. The speeds of each wheelset are compared with this reference speed, and the speed change deviation over a period of time is accumulated. When the creep speed protection threshold is reached, adhesion protection is triggered, and the output torque is adjusted to prevent severe wheel spin or slippage. Simultaneously, the acceleration of each wheelset is calculated based on the speed changes of each wheelset. This acceleration is compared with the set reference acceleration. When the difference between the wheelset acceleration and the reference acceleration reaches a certain threshold, wheel spin / slippage is detected, and the output torque is adjusted to prevent severe wheel spin or slippage.

9. The step-by-step electro-electric control method for a turnout tamping machine according to any one of claims 1-6 and 8, characterized in that: The system makes a judgment based on the target travel distance and the travel distance feedback value. When the travel distance feedback value reaches the target travel distance, the system switches from traction to braking and outputs the given electric braking torque value according to the preset braking torque.

10. The step-by-step electro-electric control method for a turnout tamping machine according to claim 9, characterized in that, The method also includes a fixed-distance travel control process, which includes the following steps: The braking distance S is estimated based on the current vehicle speed, track gradient, track resistance, electric braking force, and braking stopping distance. 制 When the walking distance feedback value S = the target walking distance S 目 -Estimate braking distance S 制 When the electric braking command and electric braking torque setpoint are sent to the traction control unit (2), the traction control unit (2) performs closed-loop PI control on the output torque of the traction motor (12) according to the electric braking torque setpoint, so as to ensure that the output torque is consistent with the setpoint torque, thereby reducing the deviation between the actual braking distance and the estimated braking distance.

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