Electric transmission network control system, rail engineering vehicle and reconnection marshalling

Abstract

The invention discloses an electric transmission network control system, a rail engineering vehicle and a reconnection marshalling, based on a permanent magnet electric traction transmission system, the electric transmission network control system comprises two ETBN switches which are arranged on the rail engineering vehicle, are connected with each other and are redundant to each other, and the ETBN switches are used for train-level network data transmission and control instruction transmission; the ECNN switches are connected with the ETBN switch, and the ECNN switches are connected through a ring Ethernet and used for vehicle-level network data transmission and control instruction transmission. The technical problems that an existing control system 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] The present application relates to the field of railway engineering electrical technology, and is applied to a railway large track maintenance machine, in particular to an electric drive network control system of a step-by-step turnout tamping vehicle, a track engineering vehicle and a double-connection marshalling. BACKGROUND

[0002] The tamping vehicle is a typical large track maintenance machine (referred to as a large machine), which is suitable for new line construction of a railway line, post-screening operation of large and medium maintenance of an existing line and operation line maintenance operation. The tamping vehicle is mainly used for automatic levelling, lifting and tamping of a track, improving the compactness of the track bed stone ballast, increasing the stability of the track, eliminating the directional deviation, left and right horizontal deviation and front and rear height deviation of the track, so that the track line meets the requirements of the line design standard and the line maintenance rule, and ensures the safe operation of the train. The tamping vehicle can be divided into single sleeper, double sleeper and four sleeper tamping vehicles according to the number of simultaneously tamping sleepers; can be divided into line and turnout tamping vehicles according to the operation object; can be divided into step-by-step and continuous walking tamping vehicles according to the operation walking mode; can be divided into multi-functional tamping vehicles and single-functional tamping vehicles according to the operation function; in addition, there are tamping vehicles with special functions such as dust prevention and noise prevention.

[0003] The traditional step-by-step tamping vehicle adopts an engine + gearbox high-speed walking, and the step-by-step operation running adopts a hydrostatic walking. This way has the following technical defects: first, two sets of walking systems are relatively independent, and the reusability is very low; second, the switching of the two operation modes needs complicated operation and preparation work; third, the system maintenance is complicated. The traditional step-by-step tamping vehicle adopts air brake + hydraulic brake, and both are decelerated and parked by tread brake, and the brake shoe is seriously worn, which has serious safety hazards when descending on a long and large slope. In the plateau environment, the engine will reduce power due to low air pressure and low oxygen concentration, and a larger power engine needs to be configured. In addition, in the plateau low-temperature environment, a preheating system of the engine, hydraulic oil and the like needs to be increased. The availability and reliability are reduced. The informatization and intelligentization degree of the walking system of the traditional step-by-step tamping vehicle is very low, and there is no double-connection control, constant speed cruise, air-electric hybrid brake, adhesion control, constant distance walking and the like. At the same time, the traditional step-by-step tamping vehicle has poor expandability and is difficult to upgrade.

[0004] In the prior art, the following documents are most close to the present application: Document 1 is a Chinese patent application, CN105525542A, filed by China Railway Construction High-tech Equipment Co., Ltd. on January 28, 2016, and published on April 27, 2016. The invention discloses a step-by-step double sleeper tamping vehicle, which includes a tamping vehicle main body part. The overall vehicle design adopts a two-section vehicle body structure, with the front part being the tamping vehicle main body part and the rear part being a material trailer part. The beneficial effects of the invention compared to the prior art are: the overall vehicle design adopts a two-section vehicle body structure, achieving functional expansion of the tamping vehicle, especially with a ballast bed cleaning device arranged in the material trailer part, which can clean the stone ballast left behind after tamping the sleepers, rails, fasteners, and track sides. However, this application focuses on the overall vehicle structure, working devices, etc., and the step-by-step walking still uses the existing hydraulic walking and control system.

[0005] Document 2 is a Chinese patent application, CN117385678A, filed by Zhuzhou Times Electronics Technology Co., Ltd. on November 10, 2023, and published on January 12, 2024. The invention discloses a turnout automatic tamping control system and a turnout tamping vehicle. The system includes: an automatic tamping control device, a sleeper identification unit, and an image recognition unit. The automatic tamping control device obtains sleeper spacing information through the sleeper identification unit and identifies the position of the sleeper in combination with the mileage information output by the measuring wheel. The automatic tamping control device obtains foreign matter information in the turnout starting point and tamping area through the image recognition unit. The automatic tamping control device provides the tamping device's tamping operation down tamping position and automatic tamping control signal for the turnout tamping vehicle's electrical system based on the sleeper's position and the foreign matter information in the turnout starting point and tamping area, to realize the automatic tamping operation of the turnout tamping vehicle. This application can solve the technical problem of the turnout tamping vehicle's automatic tamping operation in the turnout area. However, this application uses image recognition technology to position the vehicle and adjust the tamping position, and does not directly control the working walking.

[0006] Document 3 is a Chinese invention application with the publication number CN111114562A, which was applied by CNR Changchun Railway Vehicles Co., Ltd. on December 30, 2019 and published on May 08, 2020. The invention discloses a locomotive vehicle and a weighted parameter adhesion control method thereof. The adhesion control method obtains a traction motor torque given value and a weighted adhesion control reference value according to the running state of the locomotive, generates a traction motor torque given control value, calculates a weighted adhesion control feedback value, calculates the weighted adhesion control reference value and the weighted adhesion control feedback value in a weighted adhesion control PI closed loop controller to obtain a weighted adhesion control value, controls the traction motor torque according to the smaller one of the weighted adhesion control value and the traction motor torque given control value, and filters the traction motor torque given value according to m*G(S) from T0 time until the traction motor torque given control value recovers to a% of the maximum value of the traction motor torque, and then filters the traction motor torque given value according to G(S) / n. The invention can maximize the adhesion of the locomotive vehicle, effectively prevent traction idling or braking sliding, and make the locomotive vehicle exert the maximum traction force or braking force under the current track surface state. However, the application only relates to the adhesion control of the locomotive vehicle, and the parameter category and value size are quite different from those of the present application. SUMMARY

[0007] Therefore, the purpose of the present application is to provide an electric drive network control system, a track engineering vehicle and a double-heading marshalling, to solve the technical problems of low multiplicity, complex operation, large maintenance workload, safety hazards and low adaptability of the existing control system.

[0008] In order to achieve the above-mentioned purpose, the present application specifically provides a technical implementation scheme of an electric drive network control system, which is based on a permanent magnet electric traction drive system and includes two ETBN switches connected to each other and redundant on a track engineering vehicle, the ETBN switch being used for train-level network data transmission and transmission of control instructions; and two or more ECNN switches connected to the ETBN switch, the ECNN switches being connected in a ring-shaped Ethernet network for vehicle-level network data transmission and transmission of control instructions.

[0009] Further, the system further includes an intelligent display unit, a central control unit, a traction control unit, an auxiliary converter control unit and a plurality of centralized control modules arranged on the track engineering vehicle and connected to the ECNN switch. The centralized control module is a general module that realizes special control functions through programming, including a train control unit and a brake auxiliary control unit. The network control system further includes an expansion IO module, a brake control unit, an engine control unit and an excitation control unit connected to the centralized control module.

[0010] Further, the intelligent display unit, the central control unit, the traction control unit, the auxiliary converter control unit and the centralized control module are connected to two ECNN switches through double Ethernet cables respectively.

[0011] Further, the train-level network adopts two ETBN switches to realize train-level reconnection communication, automatic marshalling and data interaction through double Ethernet, and the interaction data includes but is not limited to the power source input / cutoff state, power source key parameters, traction / braking torque size, power source input / cutoff instruction, reconnection control related operation IO signal state, running speed, driving fault information, air compressor state, braking system parameters, important component state parameters and driving safety interlocking.

[0012] Further, when the vehicle is running at high speed, the central control unit receives the constant speed cruise button signal and performs constant speed cruise control with the current vehicle speed as the target vehicle speed. During the running process, the central control unit compares the actual vehicle speed with the target vehicle speed in real time, and adjusts the traction / braking torque given value according to the speed difference, and the traction control unit adjusts the output torque of the traction motor according to the traction / braking torque given value of the central control unit to realize the acceleration / deceleration of the vehicle, and finally makes the actual vehicle speed consistent with the target vehicle speed.

[0013] Further, the traction control unit performs torque closed-loop control according to the difference between the traction / braking torque given value and the actual torque, and the central control unit performs upper-level speed closed-loop control according to the difference between the target vehicle speed and the actual vehicle speed, and generates the traction / braking torque given value.

[0014] Further, the network control system includes a speed PI controller, which is based on the central control unit, and the difference between the target vehicle speed and the actual vehicle speed is calculated by the speed PI controller after PI adjustment to obtain the traction / braking torque given value.

[0015] Further, the network control system includes a torque PI controller, which is based on the traction control unit, and the difference between the traction / braking torque given value and the actual torque is calculated by the torque PI controller after PI adjustment, and the traction inverter unit modulates the output target voltage / frequency control signal to the traction inverter unit according to the calculation result, and controls the torque and speed of the traction motor through the traction inverter unit.

[0016] Further, the speed PI controller calculates the torque output value, i.e. the traction / braking torque given value, according to the following formula:

[0017] In the formula, - torque output value, - the previous phase torque output value, - the current phase torque change amount, - the first proportional gain, - the first integral gain, - the current phase speed error value, - the previous phase speed error value, - the accumulated speed error.

[0018] Further, the torque PI controller calculates the target voltage / frequency output value according to the following formula:

[0019] wherein, - the target voltage / frequency output value, - the previous phase target voltage / frequency output value, - the current phase target voltage / frequency change amount, - the second proportional gain, - the current phase torque error value, - the previous phase torque error value.

[0020] Further, the network control system further comprises a driver controller and an electric air brake. The brake auxiliary control unit is configured to receive marshalling vehicle information, calculate electric brake speed control value, execute air-electric hybrid brake control logic, issue air-electric hybrid brake instruction, and receive electric air brake signal. The brake control unit is configured to receive air-electric hybrid brake instruction, brake valve position signal and brake cylinder pressure value feedback. The central control unit transmits electric brake force request to the traction control unit according to the electric brake level of the driver controller and the vehicle speed. The traction control unit controls the traction inverter module and the traction motor to put the vehicle into corresponding electric brake force according to the electric brake force request. When the traction control unit detects that the traction inverter module, the traction motor and the brake resistor have failed, the failed part is cut off for protection, the vehicle electric brake force is reduced proportionally, and the traction control unit feeds back the actual electric brake force to the central control unit in real time for state display and data recording. When the brake auxiliary control unit detects that the driver controller is pulled to the maximum electric brake level, but the vehicle speed is still rising to the set threshold, and the brake control unit meets the conditions, air-electric hybrid braking is triggered, air brake instruction is output to the brake control unit, and the air brake instruction is transmitted to the central control unit for data recording and state display. The brake control unit controls the relevant electromagnetic valves of the electric air brake according to the air brake instruction to control the marshalling vehicle to implement air brake according to the set train pipe pressure reduction amount, and at this time the electric brake maintains the maximum according to the level of the driver controller. The brake control unit collects the relevant air pressure of the electric air brake in real time and feeds back to the brake auxiliary control unit for judging whether the air-electric hybrid braking is effective and performing fault protection.

[0021] Further, the network control system further comprises a stick control module, the stick control module comprising a reference speed / acceleration calculation unit, an acceleration calculation unit, a creep speed protection unit, an acceleration protection unit and a torque adjustment unit. The stick control module judges and controls the idling / slip condition by detecting the acceleration and the creep speed. The acceleration is used to represent the short-time speed change of the wheel set, when the idling / slip occurs, the acceleration increases rapidly, at this time, the idling / slip of the wheel set is judged by detecting the acceleration of the wheel set. The creep speed is used to represent the cumulative speed change of the wheel set in a period of time, when the creep speed reaches a certain value, it means that the idling / slip has occurred. The reference speed / acceleration calculation unit calculates the reference speed and the reference acceleration of the vehicle by comprehensively considering the speeds of all wheel sets. The creep speed protection unit compares the speed of each wheel set with the reference speed and accumulates the speed change deviation in a period of time, when the creep speed protection threshold is reached, the stick protection is triggered, and the torque adjustment unit adjusts the output torque to avoid serious idling or slip. The acceleration calculation unit calculates the acceleration of each wheel set according to the speed change of each wheel set, and the acceleration protection unit compares the acceleration of each wheel set with the reference acceleration, when the difference between the acceleration of each wheel set and the reference acceleration reaches a certain threshold value, it is judged that the idling / slip occurs, and the torque adjustment unit adjusts the output torque to avoid serious idling or slip.

[0022] Further, the network control system comprises a distance comparator, the distance comparator is based on the driving control unit and judges according to the target running distance and the running distance feedback value, when the running distance feedback value reaches the target running distance, the traction is converted to braking and the given electric braking torque value is output according to the preset braking torque.

[0023] Further, the driving control unit estimates the braking distance S 制 when the running distance feedback value S = target running distance S 目 , the driving control unit estimates the braking distance S 制 , the driving control unit sends the electric braking instruction and the electric braking torque given value to the traction control unit. The traction control unit performs closed-loop PI control on the output torque of the traction motor according to the electric braking torque given value, to ensure that the output torque is consistent with the given torque, so as to reduce the deviation between the actual braking distance and the estimated braking distance.

[0024] The application further specifically provides a technical implementation scheme of a track engineering vehicle, the track engineering vehicle comprising: the electric drive network control system as described above.

[0025] The application further specifically provides a technical implementation scheme of track engineering vehicle re-connection marshalling, the track engineering vehicle re-connection marshalling comprising: two or more track engineering vehicles re-connection marshalled as described above.

[0026] Further, the re-connection marshalling form of the track engineering vehicle is turnout tamping vehicle + turnout tamping vehicle + stabilizing vehicle.

[0027] Further, during the operation of the re-connection marshalling train, the ETBN switch is used for train-level network data transmission and control instruction transmission. The control instruction of the master control vehicle is transmitted to the slave control vehicle through the ETBN switch, the slave control vehicle executes the instruction and feeds back the state to the master control vehicle.

[0028] By implementing the technical scheme of the electric transmission network control system, the track engineering vehicle and the re-connection marshalling provided by the application, the following beneficial effects are achieved: (1) The electric transmission network control system, the track engineering vehicle and the re-connection marshalling provided by the application adopt high-low speed integrated permanent magnet electric traction technology, and the same set of traction transmission system can meet the requirements of high-speed operation and high-precision low-speed large-torque operation, the highest train speed can reach 120 km / h in high-speed operation, and the high-precision low-speed large-torque speed range is 0.3-16 km / h; (2) The electric transmission network control system, the track engineering vehicle and the re-connection marshalling provided by the application adopt electric braking technology, which effectively avoids the technical problems of serious brake shoe wear and serious safety hazards in long and steep downhill slopes through tread braking for deceleration and parking, and realizes energy recovery, reduces brake shoe wear and improves safety through electric braking; (3) The electric transmission network control system, the track engineering vehicle and the re-connection marshalling provided by the application adopt contact network + internal combustion generator set dual power source, the electric transmission system can meet the operation in high-altitude and cold environments under the working environment of-40℃-50℃ and an altitude of 5100m, does not need to run at reduced power when the contact network supplies power, the dual power sources guarantee each other, and the availability is further improved; (4) The electric transmission network control system, the track engineering vehicle and the re-connection marshalling provided by the application apply information control technology, the electric transmission system adopts microcomputer communication control, all state information, alarm information, parameter settings and the like can be viewed and operated on the display of the control console, and data recording is provided for fault troubleshooting; (5) The electric transmission network control system, the track engineering vehicle and the re-connection marshalling provided by the application have intelligent functions such as re-connection control, constant speed cruise, air-electric hybrid braking, adhesion control and constant distance running, and have rich expansion functions to facilitate rapid iteration and upgrading of the system. BRIEF DESCRIPTION OF DRAWINGS

[0029] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed to be used in the following embodiment or prior art description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and for those skilled in the art, other embodiments can also be obtained from these drawings without creative labor.

[0030] Figure 1 is an electrical topology diagram of a specific embodiment of a step-by-step electric transmission system based on which the control system of the present application controls the turnout tamping vehicle; Figure 2 is a system structure block diagram of a specific embodiment of the electric transmission network control system of the present application; Figure 3 is a structure composition block diagram of a constant speed cruise module in a specific embodiment of the electric transmission network control system of the present application; Figure 4 is a structure composition block diagram of an empty electric hybrid brake module in a specific embodiment of the electric transmission network control system of the present application; Figure 5 is a structure composition block diagram of an adhesion control module in a specific embodiment of the electric transmission network control system of the present application; Figure 6 is a structure composition block diagram of a constant distance running module in a specific embodiment of the electric transmission network control system of the present application.

[0031] In the figure: 1 - central control unit, 2 - traction control unit, 3 - operator, 4 - (empty electric hybrid) brake auxiliary control unit, 5 - brake control unit, 6 - electric air brake, 7 - speed control closed loop, 8 - torque control closed loop, 9 - running 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 DESCRIPTION

[0032] For the sake of citation and clarity, the technical terms, abbreviations or acronyms used in the following will be described as follows: BCU: Brake Control Unit, the abbreviation of brake control unit; BMS: Battery Management System, the abbreviation of battery management system; TCU: Traction Control Unit, the abbreviation of traction control unit; VCU: Vehicle Control Unit, the abbreviation of vehicle control unit, driving control unit; VVVF: Variable Voltage and Variable Frequency, change voltage and change frequency; ETBN: the abbreviation of Ethernet Train Backbone Network node; ECNN: the abbreviation of Ethernet Vehicle Network node; IDU: the abbreviation of intelligent display unit; ACU: the abbreviation of auxiliary current control unit; BACU: the abbreviation of brake auxiliary control unit; CCU: the abbreviation of central control unit; MCM: the abbreviation of master control module; ICM: the abbreviation of centralized control module; IO module: the abbreviation of general input and output module; CAN: Control Area Network, the abbreviation of control area network; PI control: Proportional-Integral Control, the abbreviation of proportional integral control; GYK: the abbreviation of track car operation control equipment; ECU: Engine Control Unit, the abbreviation of engine control unit; EXU: the abbreviation of excitation control unit; CANFD: the upgrade protocol of traditional CAN bus, mainly solves the problem of bandwidth limitation and data transmission efficiency.

[0033] In order to make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme in the embodiments of the present application will be described clearly and completely in combination with the drawings of the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor belong to the scope of protection of the present application.

[0034] As shown in the accompanying Figure 1 to the accompanying Figure 6 The specific embodiments of the electric transmission network control system, track engineering vehicle and double-heading marshalling of the present application are given, and the present application will be further described in combination with the drawings and specific embodiments.

[0035] Embodiment 1 As shown in the accompanying Figure 1As shown, an embodiment of a step-by-step electric transmission system of a turnout tamping vehicle based on which the control system of the present application is based, is particularly suitable for operation in high-altitude areas, and specifically comprises a traction converter, an auxiliary inverter module, a traction motor 12, auxiliary loads, and a network control system. The traction converter comprises a four-quadrant rectifier and a traction inverter module 11. The four-quadrant rectifier rectifies single-phase alternating current from the overhead line or three-phase alternating current from the internal combustion generator set into intermediate direct current, to supply power to the traction inverter module 11 and the auxiliary inverter module. The traction inverter module 11 supplies power to the traction motor 12, which further adopts a permanent magnet traction motor. The auxiliary inverter module supplies power to the auxiliary loads.

[0036] The turnout tamping vehicle further adopts a dual power source of the overhead line and the internal combustion generator set. The electric transmission system further comprises a pantograph, a network-side cabinet, a traction transformer, and a power conversion box. The 25kV power supply from the overhead line enters the four-quadrant rectifier in sequence via the pantograph, the network-side cabinet, and the traction transformer. The power supply from the internal combustion generator set is directly connected to the four-quadrant rectifier, and the switching of the power supply from the overhead line and the internal combustion generator set is realized through interlocking control of the contactors in the power conversion box and the traction converter.

[0037] The electric transmission system further comprises a brake chopper module and a brake resistor. When electric braking, the traction motor 12 operates in a power generation state, converting the kinetic energy of the vehicle into electrical energy to achieve deceleration of the vehicle 16. The traction converter rectifies the electrical energy fed back by the traction motor 12 and supplies power to the remaining devices via the intermediate direct current loop, or charges the power battery. When the feedback electrical energy cannot be completely consumed, resulting in an increase in the intermediate voltage, the brake chopper module is turned on and the brake resistor is consumed.

[0038] Under the running condition, the traction converter outputs a VVVF voltage with adjustable voltage and frequency via the traction inverter module 11 to drive the traction motor 12 to rotate, realizing high-speed running, according to the vehicle traction and braking characteristic curve. Under the working condition, the traction converter outputs a maximum traction / braking torque set value according to the working running start-stop instruction, realizing low-speed large-torque traction and braking rapid response, and improving the working efficiency. The traction motor 12 further adopts a permanent magnet traction motor, which has the advantages of high efficiency, high energy efficiency, high power factor, high power density, low noise, and less maintenance, and its low-speed large torque is particularly suitable for the step-by-step large acceleration / deceleration running requirement of the tamping vehicle. The components of the electric transmission system are selected according to the environment of -40℃~50℃; the electrical clearance and creepage distance are designed according to the standard of an altitude of 5100m.

[0039] As shown in FIG. 1, the electric transmission system of the turnout tamping vehicle comprises a traction converter, an auxiliary inverter module, a traction motor 12, auxiliary loads, and a network control system. Figure 2As shown, an embodiment of the electric transmission network control system of the application is based on a permanent magnet electric traction transmission system, specifically comprising: two ETBN switches arranged on the vehicle and connected to each other and redundant, the ETBN switch being used for train-level network data transmission and transmission of control instructions; and two or more ECNN switches connected to the ETBN switch, the ECNN switches being connected by a ring-shaped Ethernet network for vehicle-level network data transmission and transmission of control instructions. During train operation, the control instructions of the master control vehicle are transmitted to the slave control vehicle (for example, the marshalling vehicle 1 is the master control vehicle and the marshalling vehicle 2 is the slave control vehicle) through the ETBN switch, the slave control vehicle executes the instructions and feeds back the status to the master control vehicle. The double-ETBN switch hot redundancy design is provided, the data transmission is timely and reliable, and has the advantages of high real-time performance and strong safety, and has an irreplaceable role in safe operation of the train.

[0040] The ECNN switch is responsible for vehicle-level data transmission and transmission of control instructions. All network control units (including IDU, CCU, TCU, ACU, VCU, etc.) are connected to the two ECNN switches through double Ethernet cables. The ECNN switches are connected by a ring-shaped Ethernet network to improve reliability. In addition, the centralized control module (ICM) has a rich communication expansion interface, supports CANFD communication of a general IO expansion module, CAN2.0B communication of a brake control unit (BCU) 5, an engine control unit (ECU), and an excitation control unit (EXU), etc.

[0041] Among them, the unit modules of the traction converter, the traction motor 12 and the brake resistor are controlled by the traction control unit (TCU) 2. The unit modules of the auxiliary inverter module are controlled by the auxiliary converter control unit (ACU). The pantograph, the network side cabinet and the power conversion box are controlled by the train control unit (VCU) 9. The train control unit (VCU) 9 communicates with the central control unit (CCU) 1, the traction control unit (TCU) 2, the auxiliary converter control unit (ACU), the brake control unit (BCU) 5 and the brake auxiliary control unit (BACU) 4 to obtain data and transmit control instructions. The train control unit (VCU) 9 is specifically borne by the ICM (centralized control module). The central control unit (CCU) 1 is specifically borne by the MCM (master control module), and communicates with other ICMs, IO modules and intelligent display units (IDUs) to form a network system.

[0042] 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 vehicle display via Ethernet; the electric drive network control 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 drive network control system is also equipped with a data logging module, which can record all network communication data to facilitate event and fault analysis.

[0043] The electric drive 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.

[0044] 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.

[0045] 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.

[0046] 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.

[0047] The network control system includes a speed PI controller 10, which is based on the central control unit 1, and the difference between the target vehicle speed and the actual vehicle speed is PI adjusted by the speed PI controller 10 to obtain a traction / braking torque given value.

[0048] The speed PI controller 10 further calculates a torque output value, i.e., the traction / braking torque given value, according to the following formula:

[0049] In the formula, - the torque output value, - the previous-stage torque output value, - the current-stage torque change amount, - the first proportional gain, - the first integral gain, - the current-stage speed error value, - the previous-stage speed error value, - the cumulative speed error.

[0050] The network control system includes a torque PI controller 15, which is based on the traction control unit 2, and the difference between the traction / braking torque given value and the actual torque is PI adjusted by the torque PI controller 15 to obtain a target voltage / frequency output value, which is modulated by the traction inverter unit 11 according to the calculation result to output a target voltage / frequency control signal to the traction inverter unit 11, so as to control the torque and speed of the traction motor 12 through the traction inverter unit 11.

[0051] The torque PI controller 15 further calculates the target voltage / frequency output value according to the following formula:

[0052] In the formula, - the target voltage / frequency output value, - the previous-stage target voltage / frequency output value, - the current-stage target voltage / frequency change amount, - the second proportional gain, - the current-stage torque error value, - the previous-stage torque error value.

[0053] The network control system further includes a driver controller 3 and an electric air brake 6. When the electric brake cannot meet the speed control requirement, the brake auxiliary control unit 4 (ICM is a general control module, and different functions are realized by programming, and the specific implementation is shown in the following table) is used to control the air brake 6 to assist the electric brake to meet the speed control requirement. Figure 2The 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.

[0054] 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.

[0055] The network control system also includes an adhesion control module, the basic framework of which is shown in the attached figure. Figure 5As shown, the idle / slip condition is mainly determined by detecting acceleration and creep speed, and control is performed based on the determination. The adhesion control module detects the indicators of wheelset 13 idle / slip, mainly 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 the idle / slip condition by detecting acceleration and creep speed and performs control. Acceleration is used to represent the short-time speed change of the wheelset, and when idle / slip occurs, the acceleration increases rapidly. At this time, the wheelset idle / slip is determined by detecting the wheelset acceleration. Creep speed is used to represent the cumulative speed change of the wheelset over a period of time, and when the creep speed reaches a certain value, it indicates that idle / slip has occurred. The reference speed / acceleration calculation unit 17 integrates all wheelset speeds to calculate the vehicle 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, the adhesion protection is triggered, and the torque adjustment unit 21 adjusts the output torque to avoid serious idle or slip. The acceleration calculation unit 18 calculates the acceleration of each wheelset according to the speed change of each wheelset, and 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 value, it is determined that idle / slip occurs, and the torque adjustment unit 21 adjusts the output torque to avoid serious idle or slip.

[0056] The fixed-distance running distance = the traction distance + the braking distance, wherein the traction distance can be detected in real time by the turnout tamping vehicle running measurement wheel pulse signal. Therefore, the key to fixed-distance running is to predict the braking distance, so as to determine the traction target distance, and the running distance control is performed by the vehicle control unit (VCU) 9, and the control block diagram is shown in FIG. 8. Figure 6 The network control system includes a distance comparator 14, which is based on the vehicle control unit 9 and judges according to the target running distance and the running distance feedback value. When the running distance feedback value reaches the target running distance, the traction is converted to braking, and the given electric braking torque value is output according to the preset braking torque. The vehicle control unit 9 estimates the braking distance S 制 when the running distance feedback value S = target running distance S 目 - estimate the braking distance S 制When the vehicle is running in the electric braking mode, the vehicle control unit 9 sends the electric braking instruction and the electric braking torque set value 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 set value, so as to ensure that the output torque is consistent with the given torque, thereby reducing the deviation between the actual braking distance and the estimated braking distance and improving the precision of the constant-distance running control. During the commissioning process, the braking instruction delay, the hydraulic braking distance experience data and the like can also be considered to optimize and correct the braking distance calculation formula, so as to further reduce the constant-distance control deviation.

[0057] Embodiment 2 An embodiment of the track engineering vehicle of the present application, specifically comprising: the electric drive network control system as described in Embodiment 1.

[0058] Embodiment 3 An embodiment of the track engineering vehicle (vehicle) re-connection marshalling, specifically comprising: two or more track engineering vehicles (vehicles) as described in Embodiment 2 are re-connected and marshalled, and the vehicle re-connection marshalling forms a train. Further, the re-connection marshalling form of the track engineering vehicle (vehicle) is turnout tamping vehicle + turnout tamping vehicle + stabilizing vehicle.

[0059] During the running of the re-connection marshalled train, the ETBN switch is used for the transmission of train-level network data and control instructions. The ETBN switch is responsible for the transmission of train-level data and control instructions.

[0060] The control functions after the marshalling vehicle re-connection are as follows: a) marshalling mode working condition definition; b) marshalling initialization; c) end change management; d) marshalling vehicle direction control; e) marshalling vehicle gear control; f) zero-speed starting control (including normal starting and slope starting control); g) traction and braking characteristic control (load rate control, different power mode traction and braking conversion control, different power mode torque control, manual traction and braking characteristic control, etc.); h) through neutral section control; i) air and electric interlocking braking control; j) air and electric hybrid braking control; k) emergency braking; l) emergency shutdown; m) fault protection and reset; n) fault diagnosis; o) data recording.

[0061] Embodiment 4 An embodiment of the step-by-step electric transmission control method for the switch tamping vehicle of the application based on the system described in embodiment 1, which simultaneously meets the requirements of high-speed operation and high-precision low-speed large-torque operation based on the high-low speed integrated permanent magnet electric traction transmission system, specifically includes the following steps: When the vehicle is running at high speed, the current vehicle speed is taken as the target vehicle speed for constant speed cruise control after receiving the constant speed cruise button signal. During running, the actual vehicle speed is compared with the target vehicle speed in real time, and the traction / braking torque given value is adjusted according to the speed difference, the output torque of the traction motor 12 is adjusted according to the traction / braking torque given value, the acceleration / deceleration of the vehicle is realized, and finally the actual vehicle speed is consistent with the target vehicle speed. The traction / braking torque given value is generated by the upper speed closed loop control according to the difference between the target vehicle speed and the actual vehicle speed, and then the torque closed loop control is performed according to the difference between the traction / braking torque given value and the actual torque to adjust the output torque of the traction motor 12.

[0062] The difference between the target vehicle speed and the actual vehicle speed is calculated by the speed PI regulation to obtain the traction / braking torque given value. According to the calculation result, the target voltage / frequency control signal is modulated and output to the traction inverter unit 11 after the difference between the traction / braking torque given value and the actual torque is calculated by the torque PI regulation, and the torque and speed of the traction motor 12 are controlled by the traction inverter unit 11. According to the target running distance and the running distance feedback value, when the running distance feedback value reaches the target running distance, the traction is converted to braking and the given electric braking torque value is output according to the preset braking torque.

[0063] The torque output value, i.e. the traction / braking torque given value, is further calculated by the speed PI control process according to the following formula:

[0064] In the formula, Torque output value, Previous stage torque output value, Torque change amount of this stage, First proportional gain, First integral gain, Speed error value of this stage, Previous stage speed error value, Cumulative speed error.

[0065] The target voltage / frequency output value is further calculated by the torque PI control process according to the following formula:

[0066] In the formula, Target voltage / frequency output value, Previous stage target voltage / frequency output value, - target voltage / frequency change amount of this phase, - second proportional gain, - torque error value of this phase, - torque error value of the previous phase.

[0067] The step-by-step electric transmission control method for turnout tamping vehicles also includes an air-electric hybrid braking control process, which further includes the following steps: According to the electric braking level of the controller 3 and the vehicle speed, 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 the traction motor 12 to put the vehicle into the corresponding electric braking force according to the electric braking force request. When the traction control unit 2 detects that the traction inverter module 11, the traction motor 12 and the brake resistor have failed, the faulty part is cut off for protection, and the vehicle 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 state display and data recording. When the brake auxiliary control unit 4 detects that the controller 3 is pulled to the maximum electric braking level, but the vehicle speed is still rising to the set threshold, and the brake control unit 5 meets the conditions, the air-electric hybrid braking is triggered, and the air brake command is output to the brake control unit 5. At the same time, the air brake command is transmitted to the central control unit 1 for data recording and state display. The brake control unit 5 controls the relevant electromagnetic valves of the electric air brake 6 according to the air brake command to control the air brake of the marshalling vehicle according to the set train pipe pressure reduction amount, and at this time the electric brake maintains the maximum according to the level of the controller 3. The brake control unit 5 collects the relevant air pressure of the electric air brake 6 in real time and feeds back to the brake auxiliary control unit 4 for judging whether the air-electric hybrid braking is effective and for fault protection.

[0068] The electric transmission network control method also includes a sticking 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.

[0069] The step-by-step electric drive control method for turnout tamping machines 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.

[0070] 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.

[0071] 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.

[0072] It should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.

[0073] In addition, the terms "first", "second" are only for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more of the features. In the description of the present application, the meaning of "multiple", "several" is two or more, unless otherwise explicitly specified.

[0074] It should be understood that the structures, proportions, sizes and the like shown in the drawings of the present application are only used to cooperate with the content disclosed in the description, to be understood and read by those skilled in the art, and do not have technical significance, and any modification of the structure, change of the proportion relationship or adjustment of the size, without affecting the effect and purpose that can be achieved by the present application, should still fall within the scope of the technical content disclosed by the present application.

[0075] By implementing the electric drive network control system, track engineering vehicle and double-connection marshalling described in the embodiments of the present application, the following technical effects can be achieved: (1) The electric drive network control system, track engineering vehicle and double-connection marshalling described in the embodiments of the present application adopt high-low speed integrated permanent magnet electric traction technology and static hydraulic pressure operation running, compared with the engine + gearbox high speed running of the existing vehicle type, the same set of traction transmission system can meet the high speed running and high precision low speed large torque operation demand, the highest vehicle speed can reach 120km / h in high speed running, and the high precision low speed large torque speed range is 0.3-16km / h; (2) The electric drive network control system, track engineering vehicle and double-connection marshalling described in the embodiments of the present application preferentially adopt electric braking technology, effectively avoid the technical problems of serious brake shoe wear and serious safety hazard in long and large slope downhill by using tread braking to slow down and stop, and realize energy recovery, maximum reduction of brake shoe wear and improvement of long and large slope downhill braking safety through electric braking; (3) The electric transmission network control system, track engineering vehicle and double-connection marshalling described in the embodiments of the application adopt a contact network + internal combustion generator set dual power source, avoiding the technical problems of existing large machines needing to reduce power in high-cold highland environments, and adding a preheating system. The electric transmission system can meet the operation of the high-cold highland environment under the working environment of-40℃-50℃ and an altitude of 5100m, and does not need to reduce power when the contact network supplies power. The dual power source safeguards each other, further improving the availability, and the system has more reliability and safety under the extremely complex conditions of high-cold oxygen deficiency, super-long steep slopes and dense tunnel groups. (4) The electric transmission network control system, track engineering vehicle and double-connection marshalling described in the embodiments of the application apply informationization control technology, the electric transmission system adopts microcomputer communication control, all state information, alarm information, parameter setting and the like can be viewed and operated on the display of the control console, and data recording is provided to facilitate fault troubleshooting. Informationization improves human-computer interaction and facilitates event and fault analysis. (5) The electric transmission network control system, track engineering vehicle and double-connection marshalling described in the embodiments of the application have intelligent functions such as double-connection control, constant speed cruise, air-electric hybrid braking, adhesion control and fixed-distance walking, have rich expansion functions to facilitate the rapid iteration and upgrading of the system, provide more added value for users, and improve the product competitiveness.

[0076] The embodiments in the specification are described in a progressive manner, and each embodiment focuses on the difference from other embodiments. The same or similar parts between the embodiments can be referred to each other.

[0077] The above is only a preferred embodiment of the application, and does not limit the application in any form. Although the above has disclosed the preferred embodiment of the application, it is not intended to limit the application. Any person skilled in the art can make many possible changes and modifications to the technical solutions of the application, or modify equivalent embodiments without departing from the spirit and technical solutions of the application. Therefore, any simple modification, equivalent replacement, equivalent change and modification of the above embodiments according to the technical essence of the application, all still belong to the protection scope of the technical solutions of the application.

Claims

1. An electric drive network control system, characterized in that, The permanent magnet electric traction drive system includes: two interconnected and redundant ETBN switches installed on a track engineering vehicle, the ETBN switches being 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 being connected via a ring Ethernet connection for vehicle-level network data transmission and control command transmission.

2. The electric drive network control system according to claim 1, characterized in that: It 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, which are installed on the rail engineering vehicle and connected to the ECNN switch; the centralized control module is a general-purpose module that implements special control functions through programming, including a vehicle control unit and a brake assist control unit (4); the network control system also includes an extended IO module, a brake control unit (5), an engine control unit, and an excitation control unit connected to the centralized control module.

3. The electric drive network control system according to claim 2, characterized in that: The intelligent display unit, central control unit, traction control unit, auxiliary converter control unit, and centralized control module are all connected to two ECNN switches via dual Ethernet cables.

4. The electric drive network control system according to claim 2 or 3, characterized in that: 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.

5. The electric drive network control system according to claim 4, characterized in that: 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 vehicle speed for cruise control. During the journey, the central control unit (1) compares the actual vehicle speed with the target vehicle speed in real time and adjusts the traction / braking torque setpoint according to 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 achieve vehicle acceleration / deceleration, and finally makes the actual vehicle speed consistent with the target vehicle speed.

6. The electric drive network control system according to claim 5, characterized in that: The traction control unit (2) performs torque closed-loop control based on the difference between the traction / braking torque setpoint and the actual torque, and 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.

7. The electric drive network control system according to claim 6, characterized in that: The network control system includes a speed PI controller (10), which 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.

8. The electric drive network control system according to claim 7, characterized in that: 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 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).

9. The electric drive network control system according to claim 8, characterized in that, The speed PI controller (10) 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.

10. The electric drive network control system according to claim 9, characterized in that, The torque PI controller (15) 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.

11. The electric drive network control system according to claim 2, 3, 5, 6, 7, 8, 9 or 10, characterized in that: The network control system also includes a driver controller (3) and an electro-pneumatic brake (6); the brake assist control unit (4) is used for receiving vehicle grouping information, calculating electric brake speed control value, executing air-electric hybrid braking control logic, issuing air-electric hybrid braking commands, and receiving electro-pneumatic brake signals; the brake control unit (5) is used for receiving air-electric hybrid braking commands, receiving brake position signals, and feedback of brake cylinder pressure values; the central control unit (1) transmits the electric braking force request to the traction control unit (2) according to the electric braking level and vehicle speed of the driver controller (3); the traction control unit (2) controls the traction inverter module (11) and traction motor (12) to engage the corresponding electric braking force according to the electric braking force request; when the traction control unit (2) detects a fault in the traction inverter module (11), traction motor (12), and braking resistor, it cuts off the faulty part for protection, and the vehicle's electric braking force is reduced proportionally. The 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 the set threshold, and the brake position of the brake control unit (5) meets the conditions, it triggers the air-electric hybrid braking and outputs the air braking command 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 assist control unit (4) to determine whether the air-electric hybrid braking is effective and to perform fault protection.

12. The electric drive network control system according to claim 11, characterized in that: The network control system also includes an adhesion control module, which 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 the wheel spin / slippage situation and controls it by detecting acceleration and creep speed. Acceleration is used to characterize the short-term speed change of the wheelset. When wheel spin / slippage occurs, the acceleration increases rapidly. At this time, the wheel spin / slippage is determined by detecting the wheel set acceleration. Creep speed is used to characterize 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) The vehicle reference speed and reference acceleration are calculated by combining the speeds of all wheelsets. 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. The torque adjustment unit (21) adjusts the output torque to avoid serious 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. The torque adjustment unit (21) adjusts the output torque to avoid serious slippage or coasting.

13. The electric drive network control system according to claim 2, 3, 5, 6, 7, 8, 9, 10 or 12, characterized in that: 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.

14. The electric drive network control system according to claim 13, characterized in that: 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 that 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 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.

15. A rail engineering vehicle, characterized in that, include: The electric drive network control system as described in any one of claims 1 to 14.

16. A type of multiple-unit trainset for rail engineering vehicles, characterized in that, include: Two or more rail engineering vehicles as described in claim 15 are coupled together.

17. The multiple-unit trainset of track engineering vehicles according to claim 16, characterized in that: The track engineering vehicles are configured in a series of multiple units consisting of a turnout tamping car, a turnout tamping car, and a stabilizing car.

18. The multiple-unit trainset of rail engineering vehicles according to claim 16 or 17, characterized in that: During the operation of the coupled train, the ETBN switch is used for train-level network data transmission and control command transmission; the control commands of the master control car are transmitted to the slave control car through the ETBN switch, and the slave control car executes the commands and feeds back the status to the master control car.

Images