Multi-model multi-source power track engineering machinery wireless reconnection control method

Abstract

The application discloses a multi-model multi-source power track engineering mechanical wireless reconnection control method, and reconnection marshalling vehicles include master control and slave control vehicles, vehicle network control systems are arranged on the master control and slave control vehicles, and the vehicle network control system includes a CCU module, an ECNN switch and a data transmission unit. The method comprises the following steps: the CCU module realizes single-machine traction network logic control, single-machine traction characteristic control, reconnection marshalling logic control, reconnection marshalling traction characteristic control and constant-speed cruise; the data transmission unit communicates with vehicle-level control units including the CCU module through the ECNN switch, communicates with each vehicle CCU module in a wireless reconnection mode, and realizes cooperative control of each vehicle network control system. The application can solve the technical problems that the existing method cannot realize reconnection marshalling function design based on multi-source power multi-model large-scale engineering and maintenance equipment, and cannot adapt to severe environments such as high-cold high-altitude low-pressure.

Description

Technical Field

[0001] This application relates to the field of track engineering machinery technology, and is applied to large-scale railway maintenance machinery, and in particular to a wireless multiple-connection control method for multi-type, multi-powered track engineering machinery. Background Technology

[0002] The Sichuan-Tibet Railway faces multiple complex constraints, including a high-altitude, frigid environment prone to natural disasters, extremely long gradients, dense tunnels, and a mixed passenger and freight transport mode. These constraints mean that existing large-scale power supply and maintenance equipment cannot meet the railway's infrastructure construction and operation needs. Current double-unit train formation relies on multiple locomotives working together to traction the entire train, which is susceptible to human error, resulting in cumbersome operation, difficult coordination, and low efficiency, severely hindering the efficient utilization of maintenance windows. Therefore, given the Sichuan-Tibet Railway's continuous long gradients, dense tunnels, and extremely long station spacing, as well as its existing infrastructure, achieving interconnected information and coordinated control of multiple locomotives in a single formation is a critical technical challenge that urgently needs to be addressed to ensure efficient, safe, and reliable operation of the trains.

[0003] Among the existing technologies, the following documents are most similar to this application: Document 1 is a Chinese invention application filed by CRRC Zhuzhou Times Electric Co., Ltd. on July 28, 2020, and published on February 1, 2022, with publication number CN113997985A. This application discloses a method for realizing automatic wireless multiple-unit formation of locomotives under intelligent driving. The method includes: a ground intelligent dispatching system acquiring the location information of the locomotives to be formed and issuing formation parameters and authorization information; the on-board control device of the intelligent driving system identifying whether the master and slave vehicles are authorized, generating formation parameters and formation parameter commands; the driver's cab display unit sending the formation parameters and formation parameter commands to the wireless multiple-unit control device; the wireless multiple-unit control device performing the formation and feeding back the formation parameter settings and formation command execution status; the on-board control device of the intelligent driving system feeding back the formation parameter settings and formation command execution status to the ground intelligent dispatching system; and the ground intelligent dispatching system determining whether the formation of the locomotives is complete, and if so, the formation is complete. This invention enables remote automatic formation by the intelligent driving ground intelligent dispatching system based on the actual physical location of the locomotives.

[0004] Document 2 is a Chinese invention application filed by CRRC Times Electric Co., Ltd. on February 27, 2014, and published on May 28, 2014, with publication number CN103826317A. This application discloses a wireless communication method for wirelessly coupled locomotives based on a radio station. Between wirelessly coupled locomotives within the same formation, an air relay mechanism is used for transmission. Specifically, when the master locomotive sends a command data frame, it is forwarded from the first connected slave locomotive to the second slave locomotive, and then from the second slave locomotive to the third slave locomotive, and so on. When a slave locomotive sends a status data response frame, it is relayed from the last slave locomotive to the master locomotive. The last slave locomotive transmits its status data to the second-to-last connected slave locomotive, the second-to-last slave locomotive sends its own status data along with that of the last slave locomotive to the third-to-last slave locomotive, the third-to-last slave locomotive sends its own status data along with that of the last slave locomotive to the fourth-to-last slave locomotive, and so on, until it is forwarded to the master locomotive. This invention has the advantages of simple principle, good security, high communication efficiency, and good wireless communication reliability.

[0005] However, references 1 and 2 address the wireless multiple-unit operation of locomotives, which uses the same power, axle load, and power mode. They are only applicable to flat terrain environments and cannot solve the technical defects of designing multiple-unit formation functions based on large-scale power supply and maintenance equipment with multiple power sources and multiple locomotive models. Furthermore, they cannot adapt to harsh environments such as high altitude, high cold, and low air pressure. Summary of the Invention

[0006] In view of this, the purpose of this application is to provide a wireless multiple-connection control method for multi-model, multi-source power rail engineering machinery, so as to solve the technical problems that existing control methods cannot realize the multiple-connection grouping function design based on multi-source power, multi-model, large-scale power supply and maintenance equipment, and cannot adapt to harsh environments such as high altitude, high cold, and low air pressure.

[0007] To achieve the aforementioned objectives, this application specifically provides a technical implementation scheme for a wireless multiple-unit control method for multi-model, multi-source powered rail engineering machinery. The multiple-unit train includes a master control vehicle and slave control vehicles, both of which are equipped with a vehicle network control system. The vehicle network control system includes a CCU module, an ECNN switch, and a data transmission unit. The method includes the following steps: The CCU module implements single-unit traction network logic control, single-unit traction characteristic control, multiple-unit train logic control, multiple-unit train traction characteristic control, and constant speed cruise. The data transmission unit communicates with vehicle-level control units, including CCU modules, through an ECNN switch, and communicates with the CCU modules of each vehicle through wireless reconnection, thereby realizing coordinated control of the network control systems of each vehicle.

[0008] Furthermore, the driver's cab of each of the commuter trains includes an I end and an II end, and the conditions for changing the end of the driver's cab include: a) Communication is normal; b) Only one driver's cab is occupied; c) The cars in the formation have applied service braking and are stationary; d) The steering handle is in the zero position, and the traction / brake handle is also in the zero position; e) No emergency stop or emergency brake button was pressed on the entire vehicle; f) The vehicle was not under emergency braking.

[0009] Furthermore, the conditions for changing the master control vehicle include: a) Communication is normal; b) The entire vehicle is in normal multiple-unit formation and there is only one master control vehicle; c) The cars in the formation have applied service braking and are stationary; d) The steering handle is in the neutral position, while the traction / brake handle is in the zero position; e) No emergency stop or emergency brake button was pressed on the entire vehicle; f) The vehicle was not under emergency braking.

[0010] Furthermore, the overall direction of the troop is defined by the steering handle in the driver's cab of the master vehicle. The master vehicle sends the handle's position percentage and direction information to the slave vehicles, which then control the troop according to the master vehicle's control information. Before the traction permission signal of the troop is met, if the master vehicle's handle is in the forward position, the troop moves forward; if the handle is in the reverse position, the troop moves backward. The direction signal of the slave vehicles is consistent with the direction signal of the master vehicle.

[0011] Furthermore, the main control handle of the train's driver is divided into two areas: traction and electric braking, with gear information distinguished by the handle's position. The master vehicle calculates the traction and braking force setpoint percentage based on the master control handle's position information. Each slave vehicle receives the traction and braking force setpoint percentage from the master vehicle and combines it with its own traction and braking force calculation to obtain the final traction and braking force setpoint.

[0012] Furthermore, the method includes a normal start-up control process, which includes the following steps: When the current speed V of the power car in the train is less than the set speed value, and the application of service braking is detected, and the actual traction force of the train exceeds a set threshold, the CCU module automatically enters the zero-speed start mode. After activation, the CCU module ignores the service braking application traction blocking condition and allows traction with brakes for a set time period. Within the set time period, if the speed is less than the set speed value and service braking is applied, entering the zero-speed start mode, the CCU module no longer blocks traction. Simultaneously, when the driver's control handle returns to the zero position and the speed is less than the set speed value, the timer is reset and restarted. When the speed exceeds the set speed value or after the set time period, the brake handle is detected in the braking zone, the CCU module exits the zero-speed start mode, the timer is reset, and traction blocking of the entire train is executed.

[0013] Furthermore, the method includes a traction braking characteristic control process, which comprises the following steps: Under normal operating conditions, the train sets perform traction and braking control according to the normal traction characteristic curve. In the event of failure of some traction motors or braking resistors, the faulty vehicle isolates the traction motors or braking resistors and feeds back the status to the master control vehicle. The train sets calculate the traction braking torque by combining the current actual operating conditions, the master control vehicle's lever level percentage, the master control vehicle's traction and braking force percentage, the vehicle's traction characteristic curve, the maximum wheel circumference power reference, and the vehicle load feedback coefficient, and control the train sets to operate normally. If the conditions for engaging hybrid air-electric braking are met, the speed of the vehicles is controlled according to the hybrid air-electric braking control strategy.

[0014] Furthermore, the method includes a load factor control process, which comprises the following steps: The main control vehicle, based on the current vehicle load status and a given target power, controls the traction loading / unloading rate to match changes in power and traction with changes in the current vehicle load. When multiple power sources exist in the entire trainset, the loading / unloading control is performed based on the power source with the lowest loading / unloading rate.

[0015] Furthermore, the traction and braking characteristic control process further includes a master control vehicle traction and braking force setting process, which includes the following steps: The CCU module of the master vehicle converts the traction force into total traction force through the driver's controller traction handle level. Taking into account the weight of the entire trainset, track gradient, speed limits, adhesion limits, and maximum motor torque limits, it calculates the total target torque. The master vehicle's CCU module forwards the percentage of the total vehicle's traction force to the slave vehicles via the data transmission unit, thus completing the traction and braking force setting for the master vehicle. Simultaneously, the master vehicle also sends the set traction and braking force to its transmission control unit. The transmission control unit converts the received traction and braking force into torque and, considering adhesion control, traction characteristic curve limits, and converter power limits, generates the wheel circumference traction and braking force of the vehicle, thereby achieving traction and braking control for the master vehicle.

[0016] Furthermore, the traction and braking characteristic control process further includes a process for setting the traction and braking force of the controlled vehicle, which includes the following steps: The slave vehicle receives the given force percentage from the master vehicle via the data transmission unit. Combining this with its own traction and braking characteristic curve, maximum wheel circumference power reference, vehicle load feedback coefficient, and traction and braking force change rate limit, it calculates the traction and braking force and sends this given traction and braking force to the traction control unit. The traction control unit converts the received traction and braking force into torque and, considering adhesion control, traction characteristic curve limits, and converter power limits, generates the vehicle's wheel circumference traction and braking force, thereby achieving traction and braking control of the slave vehicle.

[0017] Furthermore, the method includes a cruise control process, which includes the following steps: When parked, the cruise control button is activated via the display on the master vehicle, a target speed is set, and the master lever is pushed to the traction zone. Once the traction permission is met, the vehicle enters cruise control mode. When in operation, with the master lever in the traction zone, the cruise control button is activated via the display on the master vehicle, and the vehicle enters cruise control mode. The current speed is set to the target speed for constant speed mode, and can also be manually adjusted via the display. In cruise control mode, the master vehicle's CCU module calculates the traction braking force percentage in real time based on the set speed and current speed and sends it to the slave vehicles. The slave vehicles' CCU modules receive the traction braking force percentage from the master vehicle and, based on the cruise control mode signal and target speed, perform traction and braking control to achieve constant speed control. Each vehicle's CCU module converts the traction braking force percentage into target torque and sends it to the transmission control unit of each vehicle. The transmission control unit receives the target torque and sets the traction / braking force, ultimately ensuring the actual speed matches the set speed. When the cruise control button is canceled, the master lever is not in the traction zone, the air brake is applied, or other malfunctions cause the traction enable to be zero, the constant speed mode will be exited and the CCU module of the master vehicle will clear the target speed and constant speed mode signals to zero.

[0018] Furthermore, the method also includes an automatic phase-splitting process, which includes the following steps: Each trainset employs a synchronized automatic phase-crossing mode. Before crossing a phase, the lead train senses entering the phase-crossing zone, unloads its traction, and disconnects the main circuit breaker. The following train determines whether it has entered the phase-crossing zone based on the travel distance or senses it entering the zone, and automatically unloads its traction and disconnects the main circuit breaker. After crossing a phase, the lead train detects the grid voltage and automatically closes the main circuit breaker, and automatically engages traction based on the handle position. The following train senses crossing a phase, automatically raises its pantograph, detects the grid voltage, automatically closes the main circuit breaker, and automatically engages traction based on the handle position.

[0019] Furthermore, the automatic phase-splitting process further includes the following steps: Determine if a fault signal or manual disconnection command has been received. If yes, proceed directly to the manual phase transition process and exit the automatic phase transition mode; otherwise, enter the automatic phase transition mode. Does determining whether a fault signal exists require manual interruption? If so, execute the command to terminate the process using the main circuit breaker and exit the automatic phase transition process; otherwise, continue executing the automatic phase transition process. How do I determine if a warning signal has been received? Otherwise, continue waiting and determine whether a forced disconnection signal has been received. How to determine if a strong disconnection signal has been received? If yes, immediately block traction and disconnect the main circuit breaker; otherwise, proceed with the automatic control process. After receiving the warning signal, determine whether the preset distance before the forced disconnection signal has been reached? If so, the traction / braking force is unloaded to zero, the main circuit breaker is disconnected, and the phase transition preparation is completed; How to determine if the contact network voltage has returned to normal? If not, the system enters the operating condition judgment process; if yes, the main circuit breaker closes, and the set traction force is given again to restore normal traction.

[0020] Furthermore, the process for determining the operating condition when the mains voltage has not been restored includes the following steps: How to determine if it is a high-speed traction condition? Otherwise, continue to determine whether it is a traction operation condition; if so, proceed to the speed determination process. Determine if the speed is greater than the first preset value. If so, the auxiliary power supply will not be interrupted, the corresponding auxiliary machine will work normally, and the critical load will be powered. Otherwise, determine if the speed is less than the second preset value. If so, the auxiliary power supply will be interrupted; Determine if it is a traction operation condition? If so, a seamless switch will be made, and engine-powered traction operations will be used; Otherwise, the process ends.

[0021] Furthermore, the method also includes a semi-automatic phase-splitting process, which comprises the following steps: When the CCU module receives a semi-automatic phase-crossing command, it ignores signals from the on-board automatic phase-crossing device or the railcar operation control equipment until the semi-automatic phase-crossing is completed or terminated. Simultaneously, the CCU module unloads the traction / electric braking force to zero at a fixed slope and then disconnects the main circuit breaker. After passing the phase-crossing zone, the CCU module detects that the contact network voltage has returned to normal. The CCU module automatically closes the control main circuit breaker and again provides the driver's controller main handle with the currently set traction force or the set force required for the constant speed control function. If the semi-automatic phase-crossing process needs to be manually interrupted, it can be terminated by disconnecting the main circuit breaker.

[0022] By implementing the technical solution of the wireless multiple-connection control method for multi-model, multi-source powered rail engineering machinery provided in this application, the following beneficial effects are achieved: (1) The wireless multiple-connection control method for multi-model multi-source power rail engineering machinery in this application adopts a multi-source power maintenance equipment network architecture oriented to the multiple-connection needs of multi-models, and proposes a multi-model multiple-connection grouping collaborative control under the maintenance equipment operation mode, realizing the multiple grouping of traction control units and the traction and braking characteristics control of different models. (2) The wireless multiple-connection control method for multi-model and multi-source power track engineering machinery in this application has been adapted to harsh environmental conditions such as high altitude and cold, which enhances the environmental adaptability of the system. At the same time, the wireless multiple-connection communication scheme increases the flexibility of on-site operation, reduces personnel operation, and improves operation efficiency. (3) The wireless multiple-unit control method for multi-model and multi-source power rail engineering machinery in this application realizes the integrated traction control function of multiple-unit train formation, and formulates multiple-unit control function schemes such as wireless communication, multi-model and multi-source power function, end-switching management, zero-speed start, traction and braking characteristic control, constant speed cruise control, vehicle gear and direction control, phase-crossing control, air-electric interlock, fault protection and reset, data recording and analysis, emergency stop, and emergency braking, ensuring the safe and efficient operation of multiple-unit train formation vehicles; (4) The wireless multiple-connection control method for multi-model and multi-source power track engineering machinery in this application innovatively proposes a speed control strategy that combines air-electric hybrid braking strategy under abnormal working conditions of large-scale power supply maintenance equipment with multiple power sources and multiple models, which ensures effective speed control of each model of equipment and work group on long slopes and improves operating efficiency. Attached Figure Description

[0023] 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.

[0024] Figure 1 This is a system structure block diagram of a specific embodiment of the wireless multiple-connection control system for multi-model, multi-source power rail engineering machinery on which the method of this application is based; Figure 2 This is a schematic diagram of a wireless reconnection network of a specific embodiment of the wireless reconnection control system for multi-model, multi-source power rail engineering machinery on which the method of this application is based; Figure 3 This is a schematic diagram illustrating the principle of calculating the traction force for ramp start in a specific embodiment of the wireless multiple-connection control method for multi-model, multi-source power rail engineering machinery in this application. Figure 4 This is a schematic diagram of the traction characteristic curves of the wireless multiple-connection control method for multi-model, multi-source power rail engineering machinery applied in this application; Figure 5 This is a flowchart of the constant speed cruise process of a specific embodiment of the wireless multiple-connection control method for multi-model, multi-source power rail engineering machinery of this application; Figure 6 This is a flowchart of the synchronous automatic phase-crossing process of a specific embodiment of the wireless multiple-connection control method for multi-model, multi-source power rail engineering machinery of this application; Figure 7 This is a flowchart of a specific embodiment of the wireless multiple-connection control method for multi-model, multi-source powered rail engineering machinery in this application, showing the semi-automatic over-phase control process. Detailed Implementation

[0025] For the sake of clarity and reference, the technical terms, abbreviations, or acronyms used below will be recorded as follows: CCU: Short for Central Control Unit (of a vehicle); TCU: Short for Transmission Control Unit, also known as Traction and Braking Control Unit; CAN: Short for Controller Area Network; ACU: Short for Auxiliary (Converter) Control Unit; MCM: Short for main control module, which mainly realizes speed control and traction network control, runs all logic control algorithms, has bus data recording function, and has multiple peripheral communication interfaces such as RS232, CAN, Ethernet, and USB. DTE: Short for Data Transmission Unit; ECNN: Short for Train Ethernet Grouping Network Switch Node; ECN: Short for Train Ethernet Marshalling Network; PID: Short for Proportional-Integral-Derivative.

[0026] 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.

[0027] As attached Figure 1 To be continued Figure 7 As shown, a specific embodiment of the wireless multiple-connection control method for multi-model, multi-source powered rail engineering machinery of this application is given. The application will be further described below with reference to the accompanying drawings and specific embodiments.

[0028] Example 1 As attached Figure 1 As shown, an embodiment of a wireless multiple-unit control system for multi-model, multi-powered rail engineering machinery based on the method of this application is illustrated. The multiple-unit train includes a master control vehicle and slave control vehicles. The control system specifically includes: a CCU module (based on the master control module MCM), an ECNN switch, and a data transmission unit (DTE) installed on the master control vehicle and slave control vehicles. The CCU module is connected to the data transmission unit via the ECNN switch. The CCU module has the function of initial operation of the wireless train network. The data transmission unit communicates with the CCU module through the ECNN switch. The data transmission unit can realize wireless communication between the multiple-unit trains via radio communication or a 5G private network. The CCU module realizes single-unit traction network logic control, single-unit traction characteristic control, multiple-unit train logic control, multiple-unit train traction characteristic control, and constant speed cruise function. Furthermore, the IDU (Intelligent Display Unit) is also connected to the CCU module via the ECNN.

[0029] As a typical implementation method, this embodiment is based on a high-altitude and cold-weather application scenario. The wireless communication method of the wireless multiple-unit control system selects a 400MHz dedicated frequency point data radio communication. In this method, the data transmission unit (DTE) uses a wireless data radio to conduct data interaction between the multiple-unit locomotives, meeting the multiple-unit control performance requirements. The communication distance of the wireless data radio needs to meet the requirement of 300 meters. The operating frequency band of the data radio is 403MHz-423MHz, specifically using the eight nationally approved dedicated frequencies for multiple-unit locomotive operation. The limitation of this method is that the data radio operates in half-duplex mode, and the data communication period is ≥500ms. The performance indicators of the data radio transmitter are shown in Table 1 below, and the performance indicators of the data radio receiver are shown in Table 2 below.

[0030] Table 1

[0031] Table 2

[0032] Due to limitations in the data radio's receive and transmit switching mechanism, and to avoid co-channel interference, a wireless communication cycle of 500ms was chosen. (See attached image) Figure 2 As shown, the wireless multiple-unit configuration adopts a CCU module + DTE data transmission unit approach, supporting wireless multiple-unit formation and de-formation control of no less than 8 vehicles. The two wireless communication methods can be selected individually or used in combination for redundancy. The CCU module has initial operation capabilities for the wireless formation network, communicating with the CCU module via ECN to exchange control commands and status data. The DTE communicates with the CCU module via ECN, using the railway's dedicated 400MHz communication frequency band, enabling reliable communication between multiple-unit vehicles within an 800-meter range. It also reserves a 5G communication module interface for future additions as needed. The wireless multiple-unit technology adopted in Example 1 has advantages such as flexible self-organizing network, high scalability, simple deployment, and reduced personnel workload. Analysis of various vehicle types on high-altitude and plateau lines reveals that all vehicles have more than two power types, with varying weights, lengths, and traction / braking power under each power type. Specific parameters for each vehicle formation are shown in Table 3 below.

[0033] Table 3

[0034] Based on the analysis of six fixed formation modes, the power coupling forms in this embodiment can be broadly categorized into the following three types: a) Dual-engine operation (engine + battery); b) Dual-engine operation: [engine + battery] and [overhead contact wire + battery]; c) [Overhead contact wire + engine] Two or three engines coupled together.

[0035] The system addresses the study of reconnection control technologies for different power configurations under normal and abnormal operating conditions. Specific reconnection methods are described below: a) Dual-engine coupling: There are six power coupling modes: [engine + battery] hybrid + [engine + battery] hybrid, [engine + battery] hybrid + engine, [engine + battery] hybrid + battery, [engine] + [engine], [engine] + [battery] and [battery] + [battery], and it is required to have seamless switching between various power modes during operation.

[0036] b) Dual-engine coupling of [engine + battery] and [overhead contact + battery]: There are six power coupling modes: [engine] + [overhead contact], [battery] + [overhead contact], [engine + battery] hybrid + [overhead contact], [engine] + [battery], [battery] + [battery] and [engine + battery] hybrid + [battery], and seamless switching between various power modes is required during operation.

[0037] c) [Overhead Contact Line + Engine] Dual or Triple Engine Coupling: There are seven power coupling modes: [Overhead Contact Line] + [Overhead Contact Line], [Engine] + [Engine], [Overhead Contact Line] + [Engine], [Overhead Contact Line] + [Overhead Contact Line] + [Overhead Contact Line], [Engine] + [Engine] + [Engine], [Overhead Contact Line] + [Overhead Contact Line] + [Engine] and [Overhead Contact Line] + [Engine] + [Engine], and [Overhead Contact Line] + [Engine] + [Engine], and it is required that there be seamless switching between various power modes during operation.

[0038] The above six fixed formations include a total of 14 power coupling modes. The coordinated control scheme for coupling formations must not only consider the diversity of power modes, but also adapt to the axle load of each car and the different traction characteristics under different power modes.

[0039] The switching management system enables the change of the driver's cab at the train formation control end and the main control vehicle. Changing the driver's cab at the train formation control end is primarily achieved through the self-resetting switching button on the control panel of each end driver's cab. While maintaining uninterrupted power supply, switching ends is performed from the occupied end driver's cab using the switching button. Changing the main control vehicle is mainly achieved through the reconnection control soft switch on the display interface of each train formation. While keeping the reconnection formation unchanged, changing the main control vehicle via the reconnection switch will trigger initial operation, re-identifying the main control vehicle and the slave vehicles.

[0040] The driver's cab of each train set includes end I and end II. The conditions for changing ends in the driver's cab further include: a) Communication is normal; b) Only one driver's cab is occupied; c) The cars in the formation have applied service braking and are stationary; d) The steering handle is in the zero position, and the traction / brake handle is also in the zero position; e) No emergency stop or emergency brake button was pressed on the entire vehicle; f) The vehicle was not under emergency braking.

[0041] The conditions for changing the main control vehicle further include: a) Communication is normal; b) The entire vehicle is in normal multiple-unit formation and there is only one master control vehicle; c) The cars in the formation have applied service braking and are stationary; d) The steering handle is in the neutral position, while the traction / brake handle is in the zero position; e) No emergency stop or emergency brake button was pressed on the entire vehicle; f) The vehicle was not under emergency braking.

[0042] The end-changing operation in the driver's cab of a train set further includes the following steps: a) Press the automatic end-switching button on the driver-occupied end of the operating terminal, and end-switching will start immediately: the end-switching button lights on both ends will light up, and the display will show "End-switching started. The power mode conversion switch needs to be returned to 0 before the ignition key is removed." b) Turn the power mode switch to the 0 position and confirm that the pop-up message "Power mode switch must be returned to 0 before removing the ignition key" disappears. c) After the driver turns the electric key to the "0" position, insert the electric key into the other driver's cab to confirm cab occupancy. Simultaneously, the display will indicate, "Current vehicle is in catenary mode (subject to actual conditions). Please select catenary power mode after the end-changing operation." If the driver selects the same power mode as before the end-changing operation within 60 seconds, the end-changing operation is complete. The troop remains in its original state, the end-changing button light goes out, and the display indicates end-changing is complete. If the driver selects a power mode different from the one before the end-changing operation or a coupling mode within 60 seconds, the troop's power will be disconnected or it will exit the current coupling state, and a pop-up window will display "End-changing failed."

[0043] The operation of changing the main control vehicle in the reconnection process further includes the following steps: a) When the conditions for changing the master vehicle are met, the master vehicle configuration is canceled on the main interface of the master vehicle. The entire train group automatically enters the no-operation master control state, and the display automatically pops up a prompt to configure the master vehicle. b) The driver goes to the other end of the vehicle reconnection main interface and configures it as the main control vehicle, triggering the initial operation again to complete the main control vehicle configuration; c) If the end-changing conditions are not met during the end-changing process, the grouped vehicles will exit the end-changing process, and the display will indicate that the end-changing has failed.

[0044] The train formation steering control operation further includes the following steps: The overall direction of the troop is defined by the steering handle in the driver's cab of the master vehicle. The master vehicle sends the handle's position percentage and direction information to the slave vehicles, which then control the troop according to the master vehicle's control information. Before the traction permission signal of the troop is met, if the master vehicle's handle is in the forward position, the troop moves forward; if the handle is in the reverse position, the troop moves backward. The direction signal of the slave vehicles is consistent with that of the master vehicle.

[0045] The train gear control operation further includes the following steps: The main control handle of the train's driver is divided into two areas: traction and electric braking. The gear position is distinguished by the handle's level. The master vehicle calculates the traction braking force percentage based on the master control handle's level information. Each slave vehicle receives the traction braking force percentage from the master vehicle and combines it with its own traction braking force calculation (the characteristics and power of the traction braking motor, constant force torque, and adhesion-related factors; for example, if the motor's maximum power is 500kW, and the vehicle speed is 60km / h, the vehicle is in the constant power region, the traction level is 100%, and the current traction braking force is equal to the current power of 500kW divided by the current speed of 60km / h) to obtain the final traction braking force.

[0046] When the current speed V of the power car in the train is less than the set speed value (e.g., 1.5 km / h), and service braking is detected, and the actual traction force of the train exceeds the set threshold (e.g., 5 kN), the CCU module automatically enters the zero-speed start mode. After activation, the CCU module ignores the service braking traction blocking condition and allows traction with brakes for a set time period (e.g., 60 seconds). Within the set time period, if the speed is less than the set speed value (1.5 km / h) and service braking is applied, entering the zero-speed start mode, the CCU module no longer blocks traction. Simultaneously, when the driver's control handle returns to the zero position and the speed is less than the set speed value (e.g., 1.5 km / h), the timer is reset and restarted. When the speed exceeds the set speed value (e.g., 1.5 km / h) or after the set time period (e.g., 60 seconds), the brake handle is detected in the braking zone, the CCU module exits the zero-speed start mode, the timer is reset, and traction blocking of the entire train is executed.

[0047] The calculation of traction force for starting on an incline of a train is presented, taking into account the current train formation configurations for high-altitude routes. The required traction force is calculated for different train formation configurations with inclines of 30‰, 20‰, and 10‰, as detailed in the attached diagram. Figure 3 As shown.

[0048] Hill start control is a common control strategy used in various locomotives and EMUs. When starting, the main driver operates the traction handle without releasing the brakes. Once the traction system outputs power, the display indicates that the minimum traction force required for hill start is met before releasing the brakes. The program uses a speed below 1.5 km / h as the criterion for identifying the vehicle as starting, without establishing an interlock between braking and traction power. Trains in a formation precisely regulate traction power output and braking force application through traction and braking control, enabling orderly transitions between various operating states, including starting, acceleration, constant speed driving, deceleration, and stopping.

[0049] The CCU module is connected to the traction converter via the traction and braking control unit (TCU), which in turn connects to the traction motor. The braking resistor is also connected to the traction converter. The CCU is also connected to the auxiliary converter via the auxiliary converter control unit (ACU), which in turn connects to the auxiliary load. Under normal operating conditions, the train operates according to the normal traction characteristic curve (the traction characteristic curve is attached). Figure 4 As shown, the vertical axis represents the total wheel circumference traction force (kN), and the horizontal axis represents the vehicle speed (km / h). Other gears are converted to percentages for traction and braking control. In the event of partial traction motor or braking resistor failure, the faulty vehicle isolates the traction motor or braking resistor and feeds back the status to the main control vehicle. The train sets calculate the traction braking torque based on the current actual operating conditions, the main control vehicle's lever level percentage, the main control vehicle's traction and braking force percentage, the vehicle's traction characteristic curve, the maximum wheel circumference power reference, and the vehicle load feedback coefficient. This calculation controls the normal operation of the train sets. If the conditions for activating hybrid air-electric braking are met, the vehicle speed is controlled according to the hybrid air-electric braking control strategy.

[0050] The target of load increase / decrease rate control is to ensure that the traction control system can work normally during the handle switching process, and that the driving is safe and stable, and the load control of different power sources is balanced.

[0051] The load reduction / decrease rate control strategy is as follows: the main control vehicle, based on the current vehicle load status and a given target power, controls the traction loading / decrease rate (slower acceleration and decrease) to match the changes in power and traction with the current vehicle load changes. The typical load reduction / decrease time for a reference locomotive is 5-6 seconds (e.g., from 0 to maximum traction). Load reduction / decrease varies depending on the power source mode; internal combustion power is slower than electric power. When multiple power sources exist in the trainset, load reduction / decrease control is performed based on the power source with the lowest load reduction / decrease rate. Tables 4, 5, and 6 below show the load reduction / decrease rate limits for various car types on high-altitude lines based on the maximum traction and braking power of the entire vehicle and different power modes.

[0052] Table 4

[0053] Table 5

[0054] Table 6

[0055] The traction characteristic control of the train mainly includes the constant power control of the vehicle and the setting of wheel traction and braking force, which are explained in detail below: a) Power control: The CCU module performs PID calculations based on load control signals from the engine, power battery, etc., to adjust the power output of the traction system.

[0056] b) Main control vehicle traction and braking force setting: The main control vehicle calculates the total target torque and distributes it to the slave control vehicles. The entire train formation follows the target torque command issued by the main control vehicle, and all slave control vehicles completely follow this target torque. The slave control vehicles only perform closed-loop control and do not calculate torque, ensuring consistent output from all vehicles, minimum coupler force, and maximum synchronization. The specific implementation steps are as follows: The CCU module of the master vehicle converts the traction force into total traction force through the driver's controller traction handle level. Taking into account the weight of the entire trainset, track gradient, speed limits, adhesion limits, and maximum motor torque limits, it calculates the total target torque. The master vehicle's CCU module forwards the percentage of the total vehicle's traction force to the slave vehicles via the data transmission unit, thus completing the traction and braking force setting for the master vehicle. Simultaneously, the master vehicle also sends the set traction and braking force to its transmission control unit. The transmission control unit converts the received traction and braking force into torque and, considering adhesion control, traction characteristic curve limits, and converter power limits, generates the wheel circumference traction and braking force of the vehicle, thereby achieving traction and braking control for the master vehicle.

[0057] The process of applying traction and braking force to a controlled vehicle specifically includes: The slave vehicle receives the given force percentage from the master vehicle via the data transmission unit. Combining this with its own traction and braking characteristic curve, maximum wheel circumference power reference, vehicle load feedback coefficient, and traction and braking force change rate limit, it calculates the traction and braking force and sends this given traction and braking force to the traction control unit. The traction control unit converts the received traction and braking force into torque and, considering adhesion control, traction characteristic curve limits, and converter power limits, generates the vehicle's wheel circumference traction and braking force, thereby achieving traction and braking control of the slave vehicle.

[0058] Cruise control is an intelligent traction control function that allows convoyed trains to travel at a preset fixed speed, reducing driver workload and improving vehicle stability and efficiency. Once activated, the main control vehicle automatically monitors the real-time speed of the convoyed trains and compares it to the set target speed. When the speed is lower than the set value, the system automatically increases traction power to accelerate the convoyed trains. When the speed is higher than the set value, the main control vehicle automatically adjusts the braking force to decelerate the convoyed trains, ensuring that the convoyed trains always operate stably at the set speed. Under normal operating conditions, the convoyed trains possess cruise control traction and braking control capabilities across the entire route and at all speeds. Cruise control can be performed whether the convoyed trains are stopped or running. The specific control strategy is explained below: When parked, the cruise control button is activated via the display on the master vehicle, a target speed is set, and the master lever is pushed to the traction zone. Once the traction permission is met, the vehicle enters cruise control mode. When in operation, with the master lever in the traction zone, the cruise control button is activated via the display on the master vehicle, and the vehicle enters cruise control mode. The current speed is set to the target speed for constant speed mode, and can also be manually adjusted via the display. In cruise control mode, the master vehicle's CCU module calculates the traction braking force percentage in real time based on the set speed and current speed and sends it to the slave vehicles. The slave vehicles' CCU modules receive the traction braking force percentage from the master vehicle and, based on the cruise control mode signal and target speed, perform traction and braking control to achieve constant speed control. Each vehicle's CCU module converts the traction braking force percentage into target torque and sends it to the transmission control unit of each vehicle. The transmission control unit receives the target torque and sets the traction / braking force, ultimately ensuring the actual speed matches the set speed. When the cruise control button is canceled, the master lever is not in the traction zone, the air brake is applied, or other malfunctions cause the traction enable to be zero, the constant speed mode will be exited and the CCU module of the master vehicle will clear the target speed and constant speed mode signals to zero.

[0059] Under normal operating conditions, the train sets have the capability of constant speed cruise electric traction braking control at all speeds along the entire route. When the set value is greater than the speed limit, it automatically adjusts to "speed limit - threshold (e.g., 3 km / h)". When the speed limit changes, it automatically plans the acceleration and deceleration curve. The accuracy requirement for constant speed cruise control is ±3 km / h.

[0060] Currently, traction motor characteristic control all adopts direct torque mode, generating traction force around the vehicle wheels by setting the torque of the traction motor; speed is only a feedback quantity, not a setpoint. If speed is set and each vehicle in the train sets its own closed-loop control, the frequent switching between traction and braking conditions may result in some vehicles being in traction mode while others are in braking mode, causing frequent jerking. If speed is set, the power and weight of each vehicle are inconsistent, resulting in inconsistent traction motor characteristics. It is impossible to determine the torque utilization under the power limit of each vehicle, which may cause some low-power vehicles to shut down due to power overload. Therefore, in Example 1, the constant speed control specifically chooses to use the percentage of traction braking force rather than speed as the control target.

[0061] In the overhead contact line power supply mode, the train sets have automatic and semi-automatic phase crossing functions, as detailed below: Automatic phase crossing: The train can automatically control phase crossing based on the phase crossing information from GYK or the automatic phase crossing device, including approach phase crossing warning - pre-warning - forced disconnection - phase crossing - recovery of each position information, which is sent to the CCU module in real time for automatic phase crossing control; Semi-automatic phase crossing: All vehicles (including internal electric railcars) are equipped with a semi-automatic phase crossing self-reset button switch. The CCU module realizes the semi-automatic phase crossing function by collecting the button and the change of contact network voltage.

[0062] Each trainset employs a synchronized automatic phase-crossing mode. Before crossing a phase, the lead train senses entering the phase-crossing zone, unloads its traction, and disconnects the main circuit breaker. The following train determines whether it has entered the phase-crossing zone based on the travel distance or senses it entering the zone, and automatically unloads its traction and disconnects the main circuit breaker. After crossing a phase, the lead train detects the grid voltage and automatically closes the main circuit breaker, and automatically engages traction based on the handle position. The following train senses crossing a phase, automatically raises its pantograph, detects the grid voltage, automatically closes the main circuit breaker, and automatically engages traction based on the handle position.

[0063] High-altitude railway lines face multiple complex constraints, including harsh external environments such as high altitude and frigid conditions, frequent disasters, extremely long gradients, dense tunnels, and a transportation mode that combines passenger and freight transport. These constraints make existing large-scale power supply and maintenance equipment unable to meet the infrastructure construction and operation needs of high-altitude railway lines. Example 1 describes a wireless multiple-unit control system for multi-type, multi-powered track engineering machinery. This system adopts a multi-powered maintenance equipment network architecture designed for the multiple-unit operation of various types of machinery. It proposes a control technology scheme for the coordinated operation of multiple-unit trains under maintenance equipment operation modes, enabling multi-unit traction control and traction and braking characteristic control of different train models. This system is well-suited for harsh environments such as high altitude, frigid conditions, and extremely long gradients.

[0064] Example 2 An embodiment of the wireless multiple-unit control method for multi-model, multi-source powered rail engineering machinery according to this application is provided. The multiple-unit train includes a master control vehicle and slave control vehicles. Both the master and slave control vehicles are equipped with a vehicle network control system, which includes a CCU module, an ECNN switch, and a data transmission unit. The method specifically includes the following steps: The CCU module implements single-unit traction network logic control, single-unit traction characteristic control, multiple-unit train logic control, multiple-unit train traction characteristic control, and constant speed cruise control. The data transmission unit communicates with vehicle-level control units, including CCU modules, through an ECNN switch, and communicates with each vehicle's CCU module via wireless reconnection to achieve coordinated control of the network control systems of each vehicle.

[0065] The driver's cab of each train set includes end I and end II. The conditions for changing ends in the driver's cab further include: a) Communication is normal; b) Only one driver's cab is occupied; c) The cars in the formation have applied service braking and are stationary; d) The steering handle is in the zero position, and the traction / brake handle is also in the zero position; e) No emergency stop or emergency brake button was pressed on the entire vehicle; f) The vehicle was not under emergency braking.

[0066] The conditions for changing the main control vehicle further include: a) Communication is normal; b) The entire vehicle is in normal multiple-unit formation and there is only one master control vehicle; c) The cars in the formation have applied service braking and are stationary; d) The steering handle is in the neutral position, while the traction / brake handle is in the zero position; e) No emergency stop or emergency brake button was pressed on the entire vehicle; f) The vehicle was not under emergency braking.

[0067] The overall direction of the troop is defined by the steering handle in the driver's cab of the master vehicle. The master vehicle sends the handle's position percentage and direction information to the slave vehicles, which then control the troop according to the master vehicle's control information. Before the traction permission signal of the troop is met, if the master vehicle's handle is in the forward position, the troop moves forward; if the handle is in the reverse position, the troop moves backward. The direction signal of the slave vehicles is consistent with that of the master vehicle.

[0068] The main control handle of the train's driver is divided into two areas: traction and electric braking. The gear position is distinguished by the handle's position. The master vehicle calculates the traction and braking force setpoint percentage based on the master control handle's position information. Each slave vehicle receives the traction and braking force setpoint percentage from the master vehicle and combines it with its own traction and braking force calculation to obtain the final traction and braking force setpoint.

[0069] A wireless multiple-unit control method for multi-model, multi-powered rail engineering machinery, including a normal start-up control process, which further includes the following steps: When the current speed V of the power car in the train is less than the set speed value, and service braking is detected, and the actual traction force of the train exceeds the set threshold, the CCU module automatically enters the zero-speed start mode. After activation, the CCU module ignores the service braking application traction blocking condition and allows traction with brakes for a set time period. Within the set time period, if the speed is less than the set speed value and service braking is applied, entering the zero-speed start mode, the CCU module no longer blocks traction. Simultaneously, when the driver's control handle returns to the zero position and the speed is less than the set speed value, the timer is reset and restarted. When the speed exceeds the set speed value or after the set time period, the brake handle is detected in the braking zone, the CCU module exits the zero-speed start mode, the timer resets, and traction blocking is implemented for the entire train.

[0070] A wireless multiple-unit control method for multi-model, multi-powered rail engineering machinery, including a traction and braking characteristic control process, which further includes the following steps: Under normal operating conditions, the train sets perform traction and braking control according to the normal traction characteristic curve. In the event of failure of some traction motors or braking resistors, the faulty vehicle isolates the traction motors or braking resistors and feeds back the status to the master control vehicle. The train sets calculate the traction braking torque by combining the current actual operating conditions, the master control vehicle's lever level percentage, the master control vehicle's traction and braking force percentage, the vehicle's traction characteristic curve, the maximum wheel circumference power reference, and the vehicle load feedback coefficient, and control the train sets to operate normally. If the conditions for engaging hybrid air-electric braking are met, the speed of the vehicles is controlled according to the hybrid air-electric braking control strategy.

[0071] A wireless multiple-unit control method for multi-model, multi-powered rail engineering machinery, including a load increase / decrease rate control process, which further includes the following steps: The main control vehicle, based on the current vehicle load status and a given target power, controls the traction loading / unloading rate to match changes in power and traction with changes in the current vehicle load. When multiple power sources exist in the entire trainset, the loading / unloading control is performed based on the power source with the lowest loading / unloading rate.

[0072] The traction and braking characteristic control process includes the process of setting the traction and braking forces of the master vehicle, which further includes the following steps: The CCU module of the master vehicle converts the traction force into total traction force through the driver's controller traction handle level. Taking into account the weight of the entire trainset, track gradient, speed limits, adhesion limits, and maximum motor torque limits, it calculates the total target torque. The master vehicle's CCU module forwards the percentage of the total vehicle's traction force to the slave vehicles via the data transmission unit, thus completing the traction and braking force setting for the master vehicle. Simultaneously, the master vehicle also sends the set traction and braking force to its transmission control unit. The transmission control unit converts the received traction and braking force into torque and, considering adhesion control, traction characteristic curve limits, and converter power limits, generates the wheel circumference traction and braking force of the vehicle, thereby achieving traction and braking control for the master vehicle.

[0073] The traction and braking characteristic control process includes the process of setting the traction and braking force of the controlled vehicle, which further includes the following steps: The slave vehicle receives the given force percentage from the master vehicle via the data transmission unit. Combining this with its own traction and braking characteristic curve, maximum wheel circumference power reference, vehicle load feedback coefficient, and traction and braking force change rate limit, it calculates the traction and braking force and sends this given traction and braking force to the traction control unit. The traction control unit converts the received traction and braking force into torque and, considering adhesion control, traction characteristic curve limits, and converter power limits, generates the vehicle's wheel circumference traction and braking force, thereby achieving traction and braking control of the slave vehicle.

[0074] As attached Figure 5 As shown, the wireless multiple-connection control method for multi-model, multi-powered rail engineering machinery includes a constant-speed cruise control process, which further includes the following steps: When parked, the cruise control button is activated via the display on the master vehicle, a target speed is set, and the master lever is pushed to the traction zone. Once the traction permission is met, the vehicle enters cruise control mode. When in operation, with the master lever in the traction zone, the cruise control button is activated via the display on the master vehicle, and the vehicle enters cruise control mode. The current speed is set to the target speed for constant speed mode, and can also be manually adjusted via the display. In cruise control mode, the master vehicle's CCU module calculates the traction braking force percentage in real time based on the set speed and current speed and sends it to the slave vehicles. The slave vehicles' CCU modules receive the traction braking force percentage from the master vehicle and, based on the cruise control mode signal and target speed, perform traction and braking control to achieve constant speed control. Each vehicle's CCU module converts the traction braking force percentage into target torque and sends it to the transmission control unit of each vehicle. The transmission control unit receives the target torque and sets the traction / braking force, ultimately ensuring the actual speed matches the set speed. When the cruise control button is canceled, the master lever is not in the traction zone, the air brake is applied, or other malfunctions cause the traction enable to be zero, the constant speed mode will be exited and the CCU module of the master vehicle will clear the target speed and constant speed mode signals to zero.

[0075] As attached Figure 6 As shown, the wireless multiple-connection control method for multi-model, multi-source powered rail engineering machinery also includes an automatic phase-crossing process, which further includes the following steps: Each trainset employs a synchronized automatic phase-crossing mode. Before crossing a phase, the lead train senses entering the phase-crossing zone, unloads its traction, and disconnects the main circuit breaker. The following train determines whether it has entered the phase-crossing zone based on the travel distance or senses it entering the zone, and automatically unloads its traction and disconnects the main circuit breaker. After crossing a phase, the lead train detects the grid voltage and automatically closes the main circuit breaker, and automatically engages traction based on the handle position. The following train senses crossing a phase, automatically raises its pantograph, detects the grid voltage, automatically closes the main circuit breaker, and automatically engages traction based on the handle position.

[0076] The automatic phase-splitting process further includes the following steps: Determine if a fault signal or manual disconnection command has been received. If yes, proceed directly to the manual phase transition process and exit the automatic phase transition mode; otherwise, enter the automatic phase transition mode. Does determining whether a fault signal exists require manual interruption? If so, execute the command to terminate the process using the main circuit breaker and exit the automatic phase transition process; otherwise, continue executing the automatic phase transition process. Determine if a warning signal has been received. If not, continue waiting and simultaneously determine if a forced shutdown signal has been received. How to determine if a strong disconnection signal has been received? If yes, immediately block traction and disconnect the main circuit breaker; otherwise, proceed with the automatic control process. After receiving the warning signal, determine whether the preset distance (e.g., 10m) before the forced disconnection signal has been reached. If so, the traction / braking force is unloaded to zero, the main circuit breaker is disconnected, and the phase transition preparation is completed; How to determine if the contact network voltage has returned to normal? If not, the system enters the operating condition judgment process; if yes, the main circuit breaker closes, and the set traction force is given again to restore normal traction.

[0077] The process for determining the operating condition when the mains voltage has not been restored further includes the following steps: How to determine if it is a high-speed traction condition? Otherwise, continue to determine whether it is a traction operation condition; if so, proceed to the speed determination process. Determine if the speed is greater than the first preset value (e.g., 50km / h). If so, the auxiliary power supply will not be interrupted, the corresponding auxiliary machine will work normally, and the critical load will be powered. Otherwise, determine if the speed is less than the second preset value (e.g., 45 km / h). If so, the auxiliary power supply will be interrupted (load will be reduced, and traction will be prioritized). Determine if it is a traction operation condition? If so, seamless switching will be used to employ engine-powered traction operation (internal combustion auxiliary power supply mode). Otherwise, the process ends.

[0078] As attached Figure 7 As shown, the wireless multiple-connection control method for multi-model, multi-source powered rail engineering machinery also includes a semi-automatic phase-crossing process, which further includes the following steps: When the CCU module receives a semi-automatic phase-crossing command, it ignores signals from the onboard automatic phase-crossing device or the railcar operation control equipment until the semi-automatic phase-crossing is completed or terminated. Simultaneously, the CCU module unloads the traction / electric braking force to zero at a fixed slope and then disconnects the main circuit breaker. After passing the phase-crossing zone, the CCU module detects that the contact network voltage has returned to normal. The CCU module automatically closes the control main circuit breaker and again provides the driver's controller with the currently set traction force or the set force required for the constant speed control function. If the semi-automatic phase-crossing process needs to be manually interrupted, it can be terminated by disconnecting the main circuit breaker.

[0079] In non-pneumatic-electric hybrid braking mode: a) If electric braking is used first, followed by air braking, the electric braking should be disengaged when the braking pressure is greater than 50 kPa; b) If air braking is used first, followed by electric braking, electric braking is not allowed to be engaged when the braking pressure is >50kPa.

[0080] In the air-electric hybrid braking mode, braking control is performed according to the air-electric hybrid braking strategy.

[0081] During the multiple-unit formation operation, only the CCU module of the main control vehicle performs formation fault protection and reset, while other components such as TCU, ACU, and BMS (Battery Management System) perform their own fault protection and reset, and feed back the fault information to the main control vehicle. The TCU fault protection is shown in Table 7 below, and the ACU fault protection is shown in Table 8 below.

[0082] Table 7

[0083] Table 8

[0084] CCU fault protection is as follows: a) Overspeed protection Overspeed protection control for train formations: divided into early warning and unloading.

[0085] Control strategy: The main control vehicle CCU module of the grouped vehicles limits the speed, and an alarm is triggered if the speed limit is exceeded by -3km / h; the system automatically unloads if the speed limit is exceeded.

[0086] b) Communication Fault Protection Train communication fault protection control: alarm and unloading.

[0087] Control strategy: The main control vehicle CCU module of the grouped vehicles is protected against communication failures. If there is no communication with the TCU and ACU for a certain period of time, the display will alarm and disconnect some vehicles with communication failures with the whole vehicle. The information will be sent to the display to provide an alarm prompt via the network.

[0088] c) Protection against wireless communication interruption in extreme situations 1) Implement tiered handling for communication interruptions and take appropriate action. Transient communication interruption: The slave locomotive continues to operate according to the most recently received normal instructions; Short-term communication interruption unloading: flashing yellow warning within 2 seconds, unloading from the vehicle control within 3 seconds, traction / electric braking force gradually decreases to zero.

[0089] 2) The system does not affect the train braking system: According to the requirements of multiple-unit control, the train can achieve normal speed regulation through the air brake of the master control vehicle. Therefore, the system does not need to achieve synchronous control of the air brake systems of the master and slave control vehicles. Even if a long-term communication interruption occurs, the train can still stop normally through the braking system.

[0090] 3) Grouping and ungrouping protection strategy during operation: Only after all vehicle control systems are started, and under the following conditions, the grouped vehicles are stationary, the brake cylinder pressure is greater than 260 kPa, the steering handle is in the zero position, and the traction handle is in the large zero position, are the grouping and ungrouping buttons allowed to be operated on the multiple-unit interface.

[0091] 4) Wireless reconnection protection strategy during operation: During the reconnection operation, if a slave vehicle leaves the reconnection group due to a fault, the wireless reconnection network topology remains unchanged. However, the slave vehicle does not respond to the host command, the slave vehicle is unloaded, and the slave vehicle is treated as a trailer. When the slave vehicle recovers from the fault, the master vehicle operates according to the original normal group traction characteristics.

[0092] 5) Fault isolation and protection strategy: If the main control vehicle fails to power, the entire train traction will be blocked. After the train stops, the main control vehicle's power will be manually isolated, and the main control vehicle will be controlled to run in a coupled traction system according to the existing normal traction system.

[0093] Fault reset includes: automatic, automatic homing, manual homing, power-on reset, etc., detailed below: a) Automatic – Reset when the monitored parameter falls below the threshold; b) Automatic zeroing—Automatic reset can only be performed when the controller handle is in the zero position; c) Manual reset – Manual reset can only be performed when the controller handle is in the zero position (press the corresponding reset button). d) Power-on reset — Resets the power supply to the control unit, causing the control unit to re-initialize.

[0094] Data recording and analysis involves real-time collection of vehicle network data using in-vehicle acquisition software and storage of files, followed by downloading, parsing, and fault diagnosis functions using data analysis software.

[0095] The data recording function includes: recording content, recording storage definition, recording storage format, storage space management, recording time, etc., as detailed below: a) Recording content: The master controller records the multiple-unit data under the multiple-unit formation, and the slave controllers record the data of their respective vehicles.

[0096] b) Record storage definition: Files can be split and stored according to time or length, with the default being split according to file length.

[0097] c) Record storage format: file header + data record + file footer, as shown in Table 9 below.

[0098] Table 9

[0099] d) Storage Space Management: File storage is dynamically managed based on hard drive storage space. When the disk capacity reaches 85%, the software issues an alarm message. When the disk capacity reaches 90%, the oldest stored file is dynamically deleted and stored in a cyclical manner.

[0100] e) Recording time: The train can record one month's worth of operating data in real time, including analog data, digital input and output status, driver operation records, fault records, etc.

[0101] The data analysis functions include: real-time data analysis, data playback analysis, operational data analysis, and fault data analysis, detailed below: a) Real-time data analysis: Enables monitoring of dynamic changes in real-time data curves, displaying data using dynamic curves or lists to achieve statistical analysis of data trends.

[0102] b) Data playback analysis: Based on the protocol configuration parsing file, the data of interest to the user is parsed and analyzed in the form of tables and graphs to quickly locate abnormal data.

[0103] c) Operational Data Analysis: Enables time-sharing playback and analysis of operation records, including key onboard switch operations, key display control operations, and parameter modifications, to determine whether personnel operations comply with regulations. d) Fault data analysis: Based on the fault occurrence time, analyze the correlation data 5 minutes before and after the fault to quickly locate the cause of the fault.

[0104] Emergency stopping of the train sets is controlled via hard-wired or network reconnection. Pressing any emergency stop button will synchronously trigger traction unloading, emergency stopping, and emergency braking in all train sets via hard-wired or network reconnection. Emergency braking of the train sets is controlled via hard-wired or network reconnection. Pressing any emergency brake button will synchronously trigger traction unloading and emergency braking in all train sets via hard-wired or network reconnection, but will not trigger a stop.

[0105] Example 2, based on the environmental and subgrade conditions of high-altitude railways, including continuous long slopes, dense tunnels, and ultra-long station spacing, innovatively presents a technical solution for the multi-power, multi-model multiple-unit control method of large-scale power supply and maintenance equipment on high-altitude railway lines. Addressing the integrated traction requirements of multi-power, multi-model large-scale power supply and maintenance equipment multiple-unit formations, the method achieves traction and braking characteristic control of the multiple-unit formation vehicles, as well as constant speed cruise and speed-reaching control under fixed multiple-unit formations, through the coordinated control of multiple-unit multiple-unit formations. By reducing impulses between multiple-unit vehicles and optimizing power distribution, the traction and braking performance of the multiple-unit vehicles is improved, and the vehicles maintain efficient and stable operation.

[0106] 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.

[0107] 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.

[0108] 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.

[0109] 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.

[0110] 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.

[0111] By implementing the technical solution of the wireless multiple-connection control method for multi-model, multi-source powered rail engineering machinery described in the specific embodiments of this application, the following technical effects can be achieved: (1) The wireless multiple-connection control method for multi-model multi-source power rail engineering machinery described in the specific embodiments of this application adopts a multi-source power maintenance equipment network architecture oriented to the multiple-connection needs of multi-models, proposes multi-model multiple-connection grouping and collaborative control under the maintenance equipment operation mode, and realizes the multiple grouping of traction control units and the traction and braking characteristics control of different models. (2) The wireless multiple connection control method for multi-model multi-source power track engineering machinery described in the specific embodiments of this application has been adapted to harsh environmental conditions such as high altitude and cold, which enhances the environmental adaptability of the system. At the same time, the wireless multiple connection communication scheme increases the flexibility of on-site operation, reduces personnel operation, and improves operation efficiency. (3) The wireless multiple-unit control method for multi-model and multi-source power rail engineering machinery described in the specific embodiments of this application realizes the integrated traction control function of multiple-unit train formation, and formulates multiple-unit control function schemes such as wireless communication, multi-model and multi-source power function, end-switching management, zero-speed start, traction and braking characteristic control, constant speed cruise control, vehicle gear and direction control, phase-crossing control, air-electric interlocking, fault protection and reset, data recording and analysis, emergency stop, and emergency braking, so as to ensure the safe and efficient operation of multiple-unit train formation vehicles; (4) The wireless multiple-connection control method for multi-model and multi-source power track engineering machinery described in the specific embodiments of this application innovatively proposes a speed control strategy that combines air-electric hybrid braking strategy under abnormal working conditions of multi-source power and multi-model large-scale power supply maintenance equipment, which ensures effective speed control of each model of equipment and work group on long slopes and improves operating efficiency.

[0112] 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.

[0113] 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 wireless multiple-connection control method for multi-model, multi-source powered rail engineering machinery, characterized in that, The coupled train consists of a master control vehicle and slave control vehicles, each equipped with a vehicle network control system. The vehicle network control system includes a CCU module, an ECNN switch, and a data transmission unit. The method includes the following steps: The CCU module implements single-unit traction network logic control, single-unit traction characteristic control, multiple-unit train logic control, multiple-unit train traction characteristic control, and constant speed cruise. The data transmission unit communicates with vehicle-level control units, including CCU modules, through an ECNN switch, and communicates with the CCU modules of each vehicle through wireless reconnection, thereby realizing coordinated control of the network control systems of each vehicle.

2. The wireless multiple-connection control method for multi-model, multi-source power rail engineering machinery according to claim 1, characterized in that, The driver's cab of each of the commuted vehicles includes end I and end II, and the conditions for changing ends of the driver's cab include: a) Communication is normal; b) Only one driver's cab is occupied; c) The cars in the formation have applied service braking and are stationary; d) The steering handle is in the zero position, and the traction / brake handle is also in the zero position; e) No emergency stop or emergency brake button was pressed on the entire vehicle; f) The vehicle was not under emergency braking.

3. The wireless multiple-connection control method for multi-model, multi-powered rail engineering machinery according to claim 2, characterized in that, The conditions for changing the master vehicle include: a) Communication is normal; b) The entire vehicle is in normal multiple-unit formation and there is only one master control vehicle; c) The cars in the formation have applied service braking and are stationary; d) The steering handle is in the neutral position, while the traction / brake handle is in the zero position; e) No emergency stop or emergency brake button was pressed on the entire vehicle; f) The vehicle was not under emergency braking.

4. The wireless multiple-connection control method for multi-model, multi-source power rail engineering machinery according to claim 1, 2, or 3, characterized in that: The overall direction of the convoy is defined by the steering handle in the driver's cab of the master vehicle. The master vehicle sends the handle position percentage and direction information to the slave vehicle. The slave vehicle controls itself according to the control information from the master vehicle. Before the traction permission signal of the convoy is met, if the master vehicle handle is in the forward position, the convoy moves forward; if the handle is in the reverse position, the convoy moves backward. The direction signal of the slave vehicle is consistent with the direction signal of the master vehicle.

5. The wireless multiple-connection control method for multi-model, multi-source power rail engineering machinery according to claim 4, characterized in that: The main handle of the train's driver controller is divided into two areas: traction and electric braking. The gear information is distinguished by the handle position. The master vehicle calculates the traction and braking force set percentage based on the main handle position information. The slave vehicles receive the traction and braking force percentage from the master vehicle and combine it with their own traction and braking force calculation to obtain the final traction and braking force set.

6. The wireless multiple-connection control method for multi-model, multi-source power rail engineering machinery according to claim 1, 2, 3, or 5, characterized in that, The method includes a normal start-up control process, which includes the following steps: When the current speed V of the power car in the train is less than the set speed value, the application of service braking is detected, and the actual traction force of the train exceeds the set threshold, the CCU module automatically enters the zero-speed start mode. After the zero-speed start mode is activated, the CCU module ignores the traction blocking condition of the service braking application and allows traction with brakes for a set period of time. Within the set period of time, when the speed is less than the set speed value and service braking is applied, the CCU module enters the zero-speed start mode and no longer blocks traction. At the same time, when the driver's controller handle returns to the zero position and the speed is less than the set speed value, the timer is reset and the timer is restarted. When the speed is greater than the set speed value or the brake handle is detected to be in the braking zone after the set period of time, the CCU module exits the zero-speed start mode, the timer is reset, and the traction blocking of the entire train is executed.

7. The wireless multiple-connection control method for multi-model, multi-source power rail engineering machinery according to claim 6, characterized in that, The method includes a traction braking characteristic control process, which includes the following steps: Under normal operating conditions, the train sets perform traction and braking control according to the normal traction characteristic curve. In the event of failure of some traction motors or braking resistors, the faulty vehicle isolates the traction motors or braking resistors and feeds back the status to the main control vehicle. The train sets calculate the traction braking torque by combining the current actual operating conditions, the percentage of the main control vehicle's lever position, the percentage of the main control vehicle's traction and braking force, the vehicle's traction characteristic curve, the maximum wheel circumference power reference, and the vehicle's load feedback coefficient, and control the train sets to operate normally. If the conditions for activating air-electric hybrid braking are met, the train sets will perform speed control according to the air-electric hybrid braking control strategy.

8. The wireless multiple-connection control method for multi-model, multi-source power rail engineering machinery according to claim 7, characterized in that, The method includes a load factor control process, which includes the following steps: The main control vehicle combines the current vehicle load status and controls the traction loading / unloading rate according to the given target power, so that the changes in power and traction match the changes in the current vehicle load; when there are multiple power sources in the entire train, the loading / unloading control is performed according to the power source with the smallest loading / unloading rate.

9. The wireless multiple-connection control method for multi-model, multi-source power rail engineering machinery according to claim 1, 2, 3, 5, 7 or 8, characterized in that, The traction and braking characteristic control process further includes a master vehicle traction and braking force setting process, which includes the following steps: The CCU module of the master vehicle converts the traction force into total traction force through the driver's controller traction handle level. Combining the weight of the entire trainset, track gradient, speed limit, adhesion limit, and maximum motor torque limit, it calculates the total target torque. The CCU module of the master vehicle forwards the percentage of the total vehicle's traction force to the slave vehicle through the data transmission unit, thereby completing the traction and braking force setting of the master vehicle. At the same time, the master vehicle also sends the set traction and braking force to the transmission control unit of the master vehicle. The transmission control unit of the master vehicle converts the received traction and braking force into torque, and generates the wheel circumference traction and braking force of the vehicle by taking into account adhesion control, traction characteristic curve limits, and converter power limits, thereby realizing the traction and braking control of the master vehicle.

10. The wireless multiple-connection control method for multi-model, multi-source power rail engineering machinery according to claim 9, characterized in that, The traction and braking characteristic control process further includes a process for setting the traction and braking force of the controlled vehicle, which includes the following steps: The slave vehicle receives the given force percentage from the master vehicle through the data transmission unit. Combining this with the vehicle's traction and braking characteristic curve, maximum wheel circumference power reference, vehicle load feedback coefficient, and traction and braking force change rate limit, it calculates the traction and braking force and sends the given traction and braking force to the traction control unit. The traction control unit converts the received traction and braking force into torque and, taking into account adhesion control, traction characteristic curve limits, and converter power limits, generates the vehicle's wheel circumference traction force and braking force, thereby realizing the traction and braking control of the slave vehicle.

11. The wireless multiple-connection control method for multi-model, multi-source power rail engineering machinery according to claim 1, 2, 3, 5, 7, 8 or 10, characterized in that, The method includes a cruise control process, which includes the following steps: When parked, activate the cruise control button via the main vehicle's display, set the target speed, and push the master lever to the traction zone. Once traction permission is granted, the vehicle enters cruise control mode. When running, with the master lever in the traction zone, activate the cruise control button via the main vehicle's display to enter cruise control mode. The current speed is set to the target speed for constant speed mode, and can also be manually adjusted via the display. In cruise control mode, the main vehicle's CCU module calculates the traction braking force percentage in real time based on the set speed and current speed and sends it to the slave vehicle. The slave vehicle's CCU module receives... After receiving the traction braking force percentage of the main control vehicle, the system combines the cruise control mode signal and the target vehicle speed to perform traction and braking control, achieving constant speed control. The CCU module of each trainset converts the traction braking force percentage into target torque and sends it to the transmission control unit of each vehicle. The transmission control unit receives the target torque and sets the traction / braking force, ultimately ensuring that the actual speed matches the set speed. When the cruise control button is canceled, the master lever is not in the traction zone, the air brake is applied, or other malfunctions cause the traction enable to be zero, the constant speed mode is exited, and the CCU module of the main control vehicle clears the target vehicle speed and constant speed mode signal to zero.

12. The wireless multiple-connection control method for multi-model, multi-source power rail engineering machinery according to claim 11, characterized in that, The method also includes an automatic phase-splitting process, which comprises the following steps: Each trainset adopts a synchronous automatic phase-crossing mode. Before crossing a phase, when the leading train senses entering the phase-crossing zone, it unloads its traction and disconnects the main circuit breaker. The following train judges whether it has entered the phase-crossing zone based on the travel distance or senses that it has entered the phase-crossing zone, and automatically unloads its traction and disconnects the main circuit breaker. After crossing a phase, when the leading train detects the grid voltage, it automatically closes the main circuit breaker and automatically engages traction force according to the handle position. When the following train senses that it has crossed a phase, it automatically raises the pantograph, detects the grid voltage, automatically closes the main circuit breaker, and automatically engages traction force according to the handle position.

13. The wireless multiple-connection control method for multi-model, multi-source power rail engineering machinery according to claim 12, characterized in that, The automatic phase-splitting process further includes the following steps: Determine if a fault signal or manual disconnection command has been received. If yes, proceed directly to the manual phase transition process and exit the automatic phase transition mode; otherwise, enter the automatic phase transition mode. Does determining whether a fault signal exists require manual interruption? If so, execute the command to terminate the process using the main circuit breaker and exit the automatic phase transition process; otherwise, continue executing the automatic phase transition process. How do I determine if a warning signal has been received? Otherwise, continue waiting and determine whether a forced disconnection signal has been received. How to determine if a strong disconnection signal has been received? If yes, immediately block traction and disconnect the main circuit breaker; otherwise, proceed with the automatic control process. After receiving the warning signal, determine whether the preset distance before the forced disconnection signal has been reached? If so, the traction / braking force is unloaded to zero, the main circuit breaker is disconnected, and the phase transition preparation is completed; How do I determine if the overhead contact line voltage has returned to normal? If not, the system enters the operating condition judgment process; if yes, the main circuit breaker closes, and the set traction force is given again to restore normal traction.

14. The wireless multiple-connection control method for multi-model, multi-source power rail engineering machinery according to claim 13, characterized in that, The process for determining the operating condition when the mains voltage has not been restored includes the following steps: How to determine if it is a high-speed traction condition? Otherwise, continue to determine whether it is a traction operation condition; if so, proceed to the speed determination process. Determine if the speed is greater than the first preset value. If so, the auxiliary power supply will not be interrupted, the corresponding auxiliary machine will work normally, and the critical load will be powered. Otherwise, determine if the speed is less than the second preset value. If so, the auxiliary power supply will be interrupted; Determine if it is a traction operation condition? If so, a seamless switch will be made, and engine-powered traction operations will be used; Otherwise, the process ends.

15. The wireless multiple-connection control method for multi-model, multi-source power rail engineering machinery according to claims 1, 2, 3, 5, 7, 8, 10, 12, 13 or 14, characterized in that, The method also includes a semi-automatic phase-splitting process, which comprises the following steps: When the CCU module receives a semi-automatic phase-crossing command, it ignores signals from the on-board automatic phase-crossing device or the railcar operation control equipment until the semi-automatic phase-crossing is completed or terminated. At the same time, the CCU module unloads the traction / electric braking force to zero at a fixed slope and then disconnects the main circuit breaker. After passing through the phase-crossing zone, the CCU module detects that the contact network voltage has returned to normal. The CCU module automatically closes the control main circuit breaker and again provides the traction force or the set force required for the constant speed control function to the driver's main handle at the current set value. If it is necessary to manually interrupt the semi-automatic phase-crossing process, the semi-automatic phase-crossing process can be terminated by disconnecting the main circuit breaker.

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