阅读说明：本技术 一种机车及其受电弓控制方法与系统 (Locomotive and pantograph control method and system thereof ) 是由 廖洪涛 邹异民 陈哲 康明明 何小威 朱文明 王蕾 曾凡军 于 2021-10-22 设计创作，主要内容包括：本发明公开了一种机车及其受电弓控制方法与系统,在进行运输任务前,根据该运输任务可以获知机车将要行驶的运输线路以及机车的负载信息,当机车负载信息一定时,相对于平直道,机车在坡道所需的牵引力更大,因此,根据坡道信息和负载信息可以计算出在整条运输线路中机车所需发挥的最大牵引力和最大牵引功率,再根据所需发挥的最大牵引力和最大牵引功率选择动力单元的数量,由这些数量的动力单元按照一定顺序排列组成执行该运输任务的机车,最后根据动力单元的数量确定在执行运输任务时需受流的受电弓数量,控制对应数量的受电弓升起并受流,能够满足机车在整条运输线路中执行该运输任务时所需牵引力和牵引功率。(The invention discloses a locomotive and a pantograph control method and a pantograph control system thereof, before carrying out a transportation task, the transport route on which the locomotive is going to travel and the load information of the locomotive can be obtained according to the transport mission, when the locomotive load information is constant, the locomotive requires more tractive effort on the ramp than on a straight track, and therefore, the maximum traction force and the maximum traction power required to be exerted by the locomotive in the whole transportation line can be calculated according to the ramp information and the load information, the number of power units is selected according to the maximum traction force and the maximum traction power required to be exerted, the locomotives for executing the transportation task are formed by arranging the power units according to a certain sequence, finally, the number of the pantographs required to be subjected to current during the transportation task is determined according to the number of the power units, the corresponding number of the pantographs is controlled to be lifted and subjected to current, and the traction force and the traction power required by the locomotive for executing the transportation task in the whole transportation line can be met.)

1. A locomotive pantograph control method is characterized by comprising the following steps:

step 1: determining road condition information of a transportation line and load information of a locomotive according to the transportation task; the road condition information comprises ramp information;

step 2: determining the maximum traction force and the maximum traction power which are required to be exerted by the locomotive in the whole transportation line according to the road condition information and the load information;

and step 3: determining the number of power units according to the maximum traction force and the maximum traction power which need to be exerted, determining the total number of the pantographs according to the number of the power units, and further determining the number of the pantographs which need to be subjected to current;

and 4, step 4: when the transportation task is carried out, the corresponding number of the pantographs are controlled to rise according to the number of the pantographs needing to be subjected to current and the state information of each pantograph so as to meet the requirements of traction force and traction power of the whole transportation line.

2. The locomotive pantograph control method according to claim 1, wherein in the step 3, the corresponding relation between the number of the power units and the total number of the pantographs is obtained according to the power supply requirement of 3 power units and the redundant design when the pantograph fails in a single pantograph:

when the number of the power units is 1, the total number of the pantographs is 1;

when the number of power units is 2, the total number of pantographs is 2;

when the number of power units is 3, the total number of pantographs is 2;

when the number of power units is 4, the total number of pantographs is 3;

when the number of power units is 5, the total number of pantographs is 4;

when the number of power units is 6, the total number of pantographs is 4;

when the number of power units is 7, the total number of pantographs is 5;

when the number of power units is 8, the total number of pantographs is 6;

when the number of power units is 9, the total number of pantographs is 6.

3. The locomotive pantograph control method of claim 1, wherein in step 3, the number of pantographs to be current-drawn is determined according to the power supply requirement of 3 power units being satisfied by a single pantograph.

4. The locomotive pantograph control method according to any one of claims 1 to 3, wherein in the step 4, the raising of the corresponding number of pantographs is controlled by:

step 4.1: determining an operation section according to the running direction of the locomotive, wherein the operation section is the section where a driver is located;

step 4.2: acquiring position information of a pantograph selection switch, wherein the position information comprises a front pantograph position, a rear pantograph position, an automatic position and a single-machine position;

step 4.3: acquiring state information of each pantograph;

step 4.4: and controlling the corresponding pantograph to lift up according to the position information and the state information.

5. The method for controlling the pantograph of a locomotive according to claim 4, wherein when the locomotive has six locomotives, and the six locomotives from left to right are the locomotive with the A, C1, D1, D2, C2 and B, respectively, the first pantograph is disposed at the top of the A-locomotive, the second pantograph is disposed at the top of the D1-locomotive, the third pantograph is disposed at the top of the D2-locomotive, and the fourth pantograph is disposed at the top of the B-locomotive, the first pantograph and the second pantograph are redundant with each other, the third pantograph and the fourth pantograph are redundant with each other, and the raising of the pantograph is controlled by:

when the selection switch is in the front pantograph position and the operation section is A section of vehicle, controlling the first pantograph and the third pantograph to rise;

when the selection switch is in the front pantograph position and the operation section is B section vehicle, controlling the second pantograph and the fourth pantograph to rise;

when the selection switch is at the rear bow position and the operation section is A section of vehicle, controlling the second pantograph and the fourth pantograph to rise;

when the selection switch is in the rear bow position and the operation joint is B-joint vehicle, controlling the first pantograph and the third pantograph to rise;

when the selection switch is in an automatic position, the operation section is A section of the vehicle, and all the pantographs are normal, controlling the second pantograph and the fourth pantograph to rise;

when the selection switch is in an automatic position, the operation section is A section of the vehicle, and the second pantograph is in fault, controlling the first pantograph and the fourth pantograph to lift;

when the selection switch is in an automatic position, the operation section is A section of the vehicle, and the fourth pantograph is in failure, controlling the second pantograph and the third pantograph to rise;

when the selection switch is in an automatic position, the operation section is A section of the vehicle, and the second pantograph and the fourth pantograph are both in failure, controlling the first pantograph and the third pantograph to rise;

when the selection switch is in an automatic position, the operation section is a B-section vehicle, and all the pantographs are normal, controlling the first pantograph and the third pantograph to rise;

when the selection switch is in an automatic position, the operation section is a B-section vehicle, and the third pantograph is in failure, controlling the first pantograph and the fourth pantograph to lift;

when the selection switch is in an automatic position, the operation section is a B-section vehicle, and the first pantograph is in failure, controlling the second pantograph and the third pantograph to rise;

when the selection switch is in an automatic position, the operation section is a B-section vehicle, and both the first pantograph and the third pantograph are in failure, controlling the second pantograph and the fourth pantograph to lift;

when the selection switch is in the single-machine position and the operation section is the A-section vehicle or the B-section vehicle, the first pantograph, the second pantograph, the third pantograph and the fourth pantograph are controlled to rise.

6. The method for controlling pantograph of locomotive according to claim 4, wherein when the locomotive has nine cars, and the nine cars from left to right are a, C1, D1, D2, C2, D3, D4, C3 and B, respectively, the first pantograph is provided at the top of the a-section, the second pantograph is provided at the top of the D1-section, the third pantograph is provided at the top of the D2-section, the fourth pantograph is provided at the top of the D3-section, the fifth pantograph is provided at the top of the D4-section, and the sixth pantograph is provided at the top of the B-section, the first pantograph and the second pantograph are redundant with each other, the third pantograph and the fourth pantograph are redundant with each other, the fifth pantograph and the sixth pantograph are redundant with each other, and the control of the raising of the locomotive is specifically realized by:

when the selection switch is in the front pantograph position and the operation section is A section of vehicle, controlling the first pantograph, the third pantograph and the fifth pantograph to rise;

when the selection switch is in the front pantograph position and the operation joint is B-joint vehicle, controlling the second pantograph, the fourth pantograph and the sixth pantograph to rise;

when the selection switch is in the rear bow position and the operation section is A section of vehicle, controlling the second pantograph, the fourth pantograph and the sixth pantograph to rise;

when the selection switch is in the rear bow position and the operation joint is B section vehicle, controlling the first pantograph, the third pantograph and the fifth pantograph to rise;

when the selection switch is in an automatic position, the operation section is A section of the vehicle, and all the pantographs are normal, controlling the second pantograph, the fourth pantograph and the sixth pantograph to rise;

when the selection switch is in an automatic position, the operation section is A section of the vehicle, and a fault pantograph exists, when one fault pantograph exists in two redundant pantographs, the other non-fault pantograph is controlled to lift, and when the fault pantograph does not exist in the two redundant pantographs, the corresponding pantograph is controlled to lift according to a normal condition;

when the selection switch is in an automatic position, the operation section is a B-section vehicle, and all the pantographs are normal, controlling the first pantograph, the third pantograph and the fifth pantograph to rise;

when the selection switch is in an automatic position, the operation node is a B-node vehicle, and a fault pantograph exists, when one fault pantograph exists in two redundant pantographs, the other non-fault pantograph is controlled to lift, and when the fault pantograph does not exist in the two redundant pantographs, the corresponding pantograph is controlled to lift according to a normal condition;

when the selection switch is in the single-plane position and the operation section is the A-section vehicle or the B-section vehicle, the first pantograph, the second pantograph, the third pantograph, the fourth pantograph, the fifth pantograph and the sixth pantograph are controlled to rise.

7. A locomotive pantograph control system is characterized in that before a transportation task is carried out, road condition information of a transportation line and load information of a locomotive are determined according to the transportation task, wherein the road condition information comprises ramp information; determining the maximum traction force and the maximum traction power which are required to be exerted by the locomotive in the whole transportation line according to the road condition information and the load information; determining the number of power units according to the maximum traction force and the maximum traction power which need to be exerted, determining the total number of the pantographs according to the number of the power units, and further determining the number of the pantographs which need to be subjected to current; in carrying out a transportation task, the control system comprises:

the state feedback unit is used for acquiring the state information of each pantograph;

and the control unit is used for controlling the corresponding number of the pantographs to rise according to the number of the pantographs which need to be subjected to current and the state information of each pantograph so as to meet the requirements of traction force and traction power of the whole conveying line.

8. The locomotive pantograph control system of claim 7, wherein the control unit is specifically configured to:

determining an operation section according to the running direction of the locomotive, wherein the operation section is the section where a driver is located;

acquiring position information of a pantograph selection switch, wherein the position information comprises a front pantograph position, a rear pantograph position, an automatic position and a single-machine position;

acquiring state information of each pantograph;

and controlling the corresponding pantograph to lift up according to the position information and the state information.

9. A locomotive comprising the locomotive pantograph control system of claim 7 or 8.

Technical Field

The invention belongs to the field of locomotive current collection control, and particularly relates to a locomotive and a pantograph control method and system thereof.

Background

At present, a single electric locomotive uses one pantograph current collector, when heavy-load freight is carried out, multiple locomotives are connected in parallel (namely, the multiple locomotives) jointly draw goods, each locomotive also uses one pantograph current collector, and the single locomotive (namely, the single locomotive) does not have the case of simultaneously using two pantograph current collectors. The double locomotive refers to a train drawn by two or more locomotives, when the train is the double locomotive, the locomotive where the occupied cab is located is the master control locomotive, and the other locomotives are slave control locomotives. For example, patent document No. CN102935810B entitled system and method for controlling pantograph of an articulated locomotive discloses that pantograph selection modes of the articulated locomotive include a first pantograph mode, a second pantograph mode, an automatic mode and a double-pantograph mode, in which only one pantograph current is received in each of the first pantograph mode, the second pantograph mode and the automatic mode, and in the double-pantograph mode, two pantograph currents are received, but only one pantograph current is received for a single machine.

Along with the improvement of the traction capacity of the locomotive, the power requirement is correspondingly improved, and the single machine cannot meet the power requirement of the whole locomotive by adopting a pantograph current collection. For example, a 24-axle electric locomotive is designed to carry ten thousand tons of freight on a single machine and can be lifted on a 12% slope (a 12% slope is a slope 1000 meters long, and the horizontal drop between the starting point and the ending point is 12 meters). For this reason, the maximum power of the 24-axle electric locomotive is designed to be 28800kW, and the maximum starting traction is designed to be 2280 kN. Under the condition of 25kV pantograph networks in China, the current of a pantograph reaches 1152A, the current exceeds the rated current upper limit (1000A) of a single pantograph, and the requirement that a 24-shaft locomotive singly pulls ten thousand tons of loads can be met only by adopting two or more pantographs to receive current simultaneously. In addition, the 24-axle electric locomotive can be divided into 6 (B0-B0) power units, the number of the power units can be reduced according to actual needs, and at the moment, a locomotive control system can automatically identify the number of the power units and automatically select a target pantograph according to an identification result.

Disclosure of Invention

The invention aims to provide a locomotive and a pantograph control method and system thereof, and aims to solve the problem that a single pantograph of a high-power locomotive cannot meet the power requirement of the whole locomotive.

The invention solves the technical problems through the following technical scheme: a locomotive pantograph control method comprises the following steps:

step 1: determining road condition information of a transportation line and load information of a locomotive according to the transportation task; the road condition information comprises ramp information;

step 2: determining the maximum traction force and the maximum traction power which are required to be exerted by the locomotive in the whole transportation line according to the road condition information and the load information;

and step 3: determining the number of power units according to the maximum traction force and the maximum traction power which need to be exerted, determining the total number of the pantographs according to the number of the power units, and further determining the number of the pantographs which need to be subjected to current;

and 4, step 4: when the transportation task is carried out, the corresponding number of the pantographs are controlled to rise according to the number of the pantographs needing to be subjected to current and the state information of each pantograph so as to meet the requirements of traction force and traction power of the whole transportation line.

Before carrying out a transportation task, a transportation route on which a locomotive is going to run and load information of the locomotive can be obtained according to the transportation task, when the load information of the locomotive is fixed, the traction force required by the locomotive on a ramp is larger relative to a straight road, therefore, road condition information mainly refers to ramp information, the maximum traction force and the maximum traction power required to be exerted by the locomotive in the whole transportation route, namely the traction force and the traction power required to be exerted by the locomotive on the maximum ramp (safety margin is required to be considered at the same time), the number of power units is selected according to the maximum traction force and the maximum traction power required to be exerted, the locomotives carrying out the transportation task are formed by arranging the number of power units according to a certain sequence, and finally, the number of pantograph required to be flowed when carrying out the transportation task is determined according to the number of the power units, the control method can meet the traction power requirement of the locomotive in the whole transportation line.

Further, in step 3, according to the power supply requirement of 3 power units and the redundancy design when a single pantograph fails, the corresponding relationship between the number of power units and the total number of pantographs is obtained:

when the number of the power units is 1, the total number of the pantographs is 1;

when the number of power units is 2, the total number of pantographs is 2;

when the number of power units is 3, the total number of pantographs is 2;

when the number of power units is 4, the total number of pantographs is 3;

when the number of power units is 5, the total number of pantographs is 4;

when the number of power units is 6, the total number of pantographs is 4;

when the number of power units is 7, the total number of pantographs is 5;

when the number of power units is 8, the total number of pantographs is 6;

when the number of power units is 9, the total number of pantographs is 6.

Further, in step 3, the number of pantograph to be current-supplied is determined according to the requirement that a single pantograph meets the power supply requirements of 3 power units.

Further, in step 4, the specific implementation process of controlling the lifting of the corresponding number of pantographs includes:

step 4.1: determining an operation section according to the running direction of the locomotive, wherein the operation section is the section where a driver is located;

step 4.2: acquiring position information of a pantograph selection switch, wherein the position information comprises a front pantograph position, a rear pantograph position, an automatic position and a single-machine position;

step 4.3: acquiring state information of each pantograph;

step 4.4: and controlling the corresponding pantograph to lift up according to the position information and the state information.

Further, when the locomotive has six sections, and the six sections from left to right are respectively a section a, a section C1, a section D1, a section D2, a section C2 and a section B, a first pantograph is arranged at the top of the section a, a second pantograph is arranged at the top of the section D1, a third pantograph is arranged at the top of the section D2, and a fourth pantograph is arranged at the top of the section B, the first pantograph and the second pantograph are redundant with each other, the third pantograph and the fourth pantograph are redundant with each other, and the specific implementation process of controlling the pantograph to rise is as follows:

when the selection switch is in the front pantograph position and the operation section is A section of vehicle, controlling the first pantograph and the third pantograph to rise;

when the selection switch is in the front pantograph position and the operation section is B section vehicle, controlling the second pantograph and the fourth pantograph to rise;

when the selection switch is at the rear bow position and the operation section is A section of vehicle, controlling the second pantograph and the fourth pantograph to rise;

when the selection switch is in the rear bow position and the operation joint is B-joint vehicle, controlling the first pantograph and the third pantograph to rise;

when the selection switch is in an automatic position, the operation section is A section of the vehicle, and all the pantographs are normal, controlling the second pantograph and the fourth pantograph to rise;

when the selection switch is in an automatic position, the operation section is A section of the vehicle, and the second pantograph is in fault, controlling the first pantograph and the fourth pantograph to lift;

when the selection switch is in an automatic position, the operation section is A section of the vehicle, and the fourth pantograph is in failure, controlling the second pantograph and the third pantograph to rise;

when the selection switch is in an automatic position, the operation section is A section of the vehicle, and the second pantograph and the fourth pantograph are both in failure, controlling the first pantograph and the third pantograph to rise;

when the selection switch is in an automatic position, the operation section is a B-section vehicle, and all the pantographs are normal, controlling the first pantograph and the third pantograph to rise;

when the selection switch is in an automatic position, the operation section is a B-section vehicle, and the third pantograph is in failure, controlling the first pantograph and the fourth pantograph to lift;

when the selection switch is in an automatic position, the operation section is a B-section vehicle, and the first pantograph is in failure, controlling the second pantograph and the third pantograph to rise;

when the selection switch is in an automatic position, the operation section is a B-section vehicle, and both the first pantograph and the third pantograph are in failure, controlling the second pantograph and the fourth pantograph to lift;

when the selection switch is in the single-machine position and the operation section is the A-section vehicle or the B-section vehicle, the first pantograph, the second pantograph, the third pantograph and the fourth pantograph are controlled to rise.

Further, when the locomotive has nine sections, and the nine sections from left to right are respectively a section a, C1, D1, D2, C2, D3, D4, C3 and B, the first pantograph is arranged at the top of the section a, the second pantograph is arranged at the top of the section D1, the third pantograph is arranged at the top of the section D2, the fourth pantograph is arranged at the top of the section D3, the fifth pantograph is arranged at the top of the section D4, and the sixth pantograph is arranged at the top of the section B, the first pantograph and the second pantograph are redundant with each other, the third pantograph and the fourth pantograph are redundant with each other, the fifth pantograph and the sixth pantograph are redundant with each other, and the specific implementation process for controlling the pantograph to rise is as follows:

when the selection switch is in the front pantograph position and the operation section is A section of vehicle, controlling the first pantograph, the third pantograph and the fifth pantograph to rise;

when the selection switch is in the front pantograph position and the operation joint is B-joint vehicle, controlling the second pantograph, the fourth pantograph and the sixth pantograph to rise;

when the selection switch is in the rear bow position and the operation section is A section of vehicle, controlling the second pantograph, the fourth pantograph and the sixth pantograph to rise;

when the selection switch is in the rear bow position and the operation joint is B section vehicle, controlling the first pantograph, the third pantograph and the fifth pantograph to rise;

when the selection switch is in an automatic position, the operation section is A section of the vehicle, and all the pantographs are normal, controlling the second pantograph, the fourth pantograph and the sixth pantograph to rise;

when the selection switch is in an automatic position, the operation section is A section of the vehicle, and a fault pantograph exists, when one fault pantograph exists in two redundant pantographs, the other non-fault pantograph is controlled to lift, and when the fault pantograph does not exist in the two redundant pantographs, the corresponding pantograph is controlled to lift according to a normal condition;

when the selection switch is in an automatic position, the operation section is a B-section vehicle, and all the pantographs are normal, controlling the first pantograph, the third pantograph and the fifth pantograph to rise;

when the selection switch is in an automatic position, the operation node is a B-node vehicle, and a fault pantograph exists, when one fault pantograph exists in two redundant pantographs, the other non-fault pantograph is controlled to lift, and when the fault pantograph does not exist in the two redundant pantographs, the corresponding pantograph is controlled to lift according to a normal condition;

when the selection switch is in the single-plane position and the operation section is the A-section vehicle or the B-section vehicle, the first pantograph, the second pantograph, the third pantograph, the fourth pantograph, the fifth pantograph and the sixth pantograph are controlled to rise.

The invention also provides a locomotive pantograph control system, which determines road condition information of a transportation line and load information of a locomotive according to the transportation task before the transportation task is carried out, wherein the road condition information comprises ramp information; determining the maximum traction force and the maximum traction power which are required to be exerted by the locomotive in the whole transportation line according to the road condition information and the load information; determining the number of power units according to the maximum traction force and the maximum traction power which need to be exerted, determining the total number of the pantographs according to the number of the power units, and further determining the number of the pantographs which need to be subjected to current; in carrying out a transportation task, the control system comprises:

the state feedback unit is used for acquiring the state information of each pantograph;

and the control unit is used for controlling the corresponding number of the pantographs to rise according to the number of the pantographs which need to be subjected to current and the state information of each pantograph so as to meet the requirements of traction force and traction power of the whole conveying line.

Further, the control unit is specifically configured to:

determining an operation section according to the running direction of the locomotive, wherein the operation section is the section where a driver is located;

acquiring position information of a pantograph selection switch, wherein the position information comprises a front pantograph position, a rear pantograph position, an automatic position and a single-machine position;

acquiring state information of each pantograph;

and controlling the corresponding pantograph to lift up according to the position information and the state information.

The invention also provides a locomotive comprising the locomotive pantograph control system.

Advantageous effects

Compared with the prior art, the invention has the advantages that:

before carrying out a transportation task, a transportation line to be driven by the locomotive and load information of the locomotive can be obtained according to the transportation task, when the load information of the locomotive is certain, traction force required by the locomotive on a ramp is larger compared with a straight road, therefore, road condition information mainly refers to ramp information, the maximum traction force and the maximum traction power required to be exerted by the locomotive in the whole transportation line can be calculated according to the ramp information and the load information, namely the traction force and the traction power required to be exerted by the locomotive on the maximum ramp, the number of power units is selected according to the maximum traction force and the maximum traction power required to be exerted, the locomotive for carrying out the transportation task is formed by arranging the number of power units according to a certain sequence, and finally the number of pantograph required to be flowed when carrying out the transportation task is determined according to the number of the power units, controlling the corresponding number of pantographs to rise and receive current, so that the traction force and the traction power required by the locomotive to execute the transportation task in the whole transportation line can be met;

the invention can flexibly realize locomotive marshalling according to transportation tasks, can meet the traction power requirement of the locomotive in the whole transportation line, can avoid the reduction of the traction force and the traction power of the locomotive caused by the fault of one or two pantographs, and ensures the traction power requirement of the locomotive when the pantograph has the fault.

Drawings

In order to more clearly illustrate the technical solution of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only one embodiment of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on the drawings without creative efforts.

FIG. 1 is a flow chart of a locomotive pantograph control method in an embodiment of the present invention;

FIG. 2 is a schematic diagram of the operation of 6-section vehicles corresponding to 4 pantographs and controlling two pantographs to rise simultaneously according to the embodiment of the present invention;

FIG. 3 is a block diagram of a control system in an embodiment of the invention;

fig. 4 is a schematic working diagram of 9-node vehicle corresponding to 6 pantographs and controlling three pantographs to rise simultaneously in the embodiment of the invention.

The pantograph comprises a pantograph body, a pantograph cover, a pantograph body, a pantograph cover, a pantograph body, a first pantograph body, a second pantograph body, a third pantograph body, a 4, a pantograph body, a fifth pantograph body, a 6, a sixth pantograph body, a fourth pantograph body, a fifth pantograph body and a sixth pantograph body.

Detailed Description

The technical solutions in the present invention are clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

The technical solution of the present application will be described in detail below with specific examples. The following several specific embodiments may be combined with each other, and details of the same or similar concepts or processes may not be repeated in some embodiments.

As shown in fig. 1, the method for controlling a locomotive pantograph provided in this embodiment includes the following steps:

step 1: determining road condition information of a transportation line and load information of a locomotive according to the transportation task; the road condition information includes ramp information.

When scheduling a transportation task, a dispatcher specifies the transportation route and the load information, that is, before the locomotive performs the transportation task, the dispatcher can obtain the load information of the locomotive and the route to be traveled. Flexible marshalling of locomotives based on load information and haul routes enables the locomotives to meet various requirements for performing haul tasks, such as tractive effort and tractive power requirements.

Step 2: and determining the maximum traction force and the maximum traction power required to be exerted by the locomotive in the whole transport line according to the road condition information and the load information.

For example, 6 power units may draw a load of 12000 tons on a 12% ramp. If the amount of the pulled goods is increased by 2000 tons, a power unit needs to be added; or the load weight is unchanged but the line condition changes, e.g. the maximum ramp becomes 20%, the number of power units is determined by a traction calculation. TB/T1407.1-2018 train traction calculation part 1: the locomotive traction type train specifies relevant parameters and requirements of locomotive traction calculation, and according to the standard, under the condition of determining a slope and a load, the required traction force and traction power can be calculated at least to meet the condition that the locomotive can normally start on the slope under the condition of carrying the load. Normal departure refers to whether the locomotive can be started from a parked state on a grade.

If the traction force and the traction power required to be exerted by the locomotive can be normally started on the maximum slope of the whole transportation line, the locomotive can be normally started on the whole transportation line, so that the embodiment calculates at least the required traction force and the required traction power of the locomotive on the maximum slope of the whole transportation line according to the standard, and the reserved safety margin is added, so that the maximum traction force and the maximum traction power required to be exerted by the locomotive in the whole transportation line can be obtained. In this embodiment, the safety margin is 10% to 20%, preferably 20%, of the calculated value, which is the tractive effort and tractive power required by the locomotive on the largest slope of the entire transportation route at least.

And step 3: the number of the power units is determined according to the maximum traction force and the maximum traction power which need to be exerted, the total number of the pantographs is determined according to the number of the power units, and then the number of the pantographs which need to be subjected to current is determined.

The maximum traction force and the maximum traction power required to be exerted are used as the basis for selecting the number of the power units, and the total traction force and the total traction power of the selected number of the power units are respectively larger than the maximum traction force and the maximum traction power required to be exerted.

In this embodiment, a pantograph can satisfy the power supply demand of 3 power pack, has other pantographs to replace when considering the pantograph trouble simultaneously, and power pack quantity and pantograph total number corresponding relation are shown as table 1:

TABLE 1 corresponding relationship between the number of power units and the total number of pantographs

And the power supply requirements of 3 power units can be met according to a single pantograph, so that the quantity of the pantographs needing current collection can be obtained. For example, 6 power units, the number of pantograph to be current-carrying is 2; 9 power units, the number of the pantograph needing to be subjected to current is 3; 1 ~ 3 power unit, the pantograph quantity that needs to receive current is 1, 4 ~ 6 power unit, and the pantograph quantity that needs to receive current is 2, 7 ~ 9 power unit, and the pantograph quantity that needs to receive current is 3, so on.

And 4, step 4: when the transportation task is carried out, the corresponding number of the pantographs are controlled to rise according to the number of the pantographs needing to be subjected to current and the state information of each pantograph so as to meet the requirements of traction force and traction power of the whole transportation line.

In this embodiment, the specific implementation process of controlling the lifting of the corresponding number of pantographs is as follows:

step 4.1: determining an operation section according to the running direction of the locomotive, wherein the operation section is the section where a driver is located;

step 4.2: acquiring position information of a pantograph selection switch, wherein the position information comprises a front pantograph position, a rear pantograph position, an automatic position and a single-machine position;

step 4.3: acquiring state information of each pantograph;

step 4.4: and controlling the corresponding pantograph to lift according to the position information and the state information.

As shown in fig. 2, the 24-axle locomotive is composed of 6 (B0-B0) power units, and the six cars from left to right are a car, C1 car, D1 car, D2 car, C2 car and B car. According to table 1, if the total number of the pantographs corresponding to 6 power units is 4, a first pantograph 1 is arranged on the roof of the section a, a second pantograph 2 is arranged on the roof of the section D1, a third pantograph 3 is arranged on the roof of the section D2, and a fourth pantograph 4 is arranged on the roof of the section B, the first pantograph 1 and the second pantograph 2 are redundant with each other, the third pantograph 3 and the fourth pantograph 4 are redundant with each other, and when a transportation task is performed, the 2 pantographs need to be controlled to be lifted and to be subjected to current, and the specific implementation process is as follows:

when the selection switch is in the front bow position and the operation section is A section vehicle, the first pantograph 1 and the third pantograph 3 are controlled to rise.

When the selection switch is in the front bow position and the operation section is B section vehicle, the second pantograph 2 and the fourth pantograph 4 are controlled to rise.

When the selection switch is in the rear bow position and the operation section is A section vehicle, the second pantograph 2 and the fourth pantograph 4 are controlled to rise.

When the selection switch is in the rear bow position and the operation joint is B joint vehicle, the first pantograph 1 and the third pantograph 3 are controlled to rise.

When the selection switch is in the automatic position, the operation section is A section of the vehicle, and all the pantographs are normal, the second pantograph 2 and the fourth pantograph 4 are controlled to rise.

When the selection switch is in an automatic position, the operation section is A section of the vehicle, and the second pantograph 2 fails, the first pantograph 1 and the fourth pantograph 4 are controlled to lift.

When the selection switch is in an automatic position, the operation section is A section of the vehicle, and the fourth pantograph 4 fails, the second pantograph 2 and the third pantograph 3 are controlled to lift. The failure of the fourth pantograph 4 is understood as the abnormality of the pantograph of the B-section vehicle, and when the pantograph of the B-section vehicle (the fourth pantograph 4) in operation falls due to the failure protection, the control unit gives a pantograph-lifting instruction again through the key-pulling switch, and controls the second pantograph 2 and the third pantograph 3 to automatically lift up, as shown in fig. 3. The command sent by the control unit and the state information of each pantograph are transmitted through the MVB, and the control system sets the level of the command or the state information as the highest transmission level, so that the asynchronism caused by information transmission delay is reduced, and the second pantograph 2 and the third pantograph 3 synchronously operate.

When the selection switch is in an automatic position, the operation section is A section of the vehicle, and both the second pantograph 2 and the fourth pantograph 4 have faults, the first pantograph 1 and the third pantograph 3 are controlled to lift.

When the selection switch is in an automatic position, the operation section is a B-section vehicle, and all the pantographs are normal, the first pantograph 1 and the third pantograph 3 are controlled to rise.

When the selection switch is in an automatic position, the operation section is a B-section vehicle, and the third pantograph 3 fails, the first pantograph 1 and the fourth pantograph 4 are controlled to lift.

When the selection switch is in an automatic position, the operation section is a B-section vehicle, and the first pantograph 1 fails, the second pantograph 2 and the third pantograph 3 are controlled to lift.

When the selection switch is in an automatic position, the operation section is a B-section vehicle, and both the first pantograph 1 and the third pantograph 3 have faults, the second pantograph 2 and the fourth pantograph 4 are controlled to lift.

When the selection switch is in the single-plane position and the operation section is the A-section vehicle or the B-section vehicle, the first pantograph 1, the second pantograph 2, the third pantograph 3 and the fourth pantograph 4 are controlled to lift.

When the selection switch is in the front bow position or the rear bow position, that is, the front bow or the rear bow is designated, the other pantograph is excluded from the candidate list and does not participate in the current collection operation, and even if a designated pantograph fails, the other pantograph cannot be replaced. Only when the pantograph is in an automatic position, all the pantographs are added into the candidate list, and when a certain pantograph fails, the corresponding redundant pantograph is controlled to lift, so that the influence on normal transportation work when the pantograph fails is reduced. The single-locomotive position is mainly used for testing whether each pantograph can work normally, generally cannot be used in the running process of a locomotive, and when all the pantographs rise simultaneously, the pantograph fault detection device can detect the pantograph fault.

As shown in fig. 4, in a locomotive composed of 9 power units, and from left to right nine cars are a, C1, D1, D2, C2, D3, D4, C3 and B, respectively, and according to table 1, the total number of pantographs corresponding to 9 power units is 6, a first pantograph 1 is provided at the top of the a, a second pantograph 2 is provided at the top of the D1, a third pantograph 3 is provided at the top of the D2, a fourth pantograph 4 is provided at the top of the D3, a fifth pantograph 5 is provided at the top of the D4, and a sixth pantograph 6 is provided at the top of the B, when the first pantograph 1 and the second pantograph 2 are redundant with each other, the third pantograph 3 and the fourth pantograph 4 are redundant with each other, the fifth pantograph 5 and the sixth pantograph 6 are redundant with each other, when the pantograph 3 is transported and the current is controlled to lift up, the specific implementation process is as follows:

when the selection switch is in the front bow position and the operation section is A section of the vehicle, the first pantograph 1, the third pantograph 3 and the fifth pantograph 5 are controlled to rise.

When the selection switch is in the front bow position and the operation section is B section vehicle, the second pantograph 2, the fourth pantograph 4 and the sixth pantograph 6 are controlled to rise.

When the selection switch is in the rear bow position and the operation section is A section vehicle, the second pantograph 2, the fourth pantograph 4 and the sixth pantograph 6 are controlled to rise.

When the selection switch is in the rear bow position and the operating node is B-node vehicle, the first pantograph 1, the third pantograph 3 and the fifth pantograph 5 are controlled to rise.

When the selection switch is in the automatic position, the operation section is A section of the vehicle, and all the pantographs are normal, the second pantograph 2, the fourth pantograph 4 and the sixth pantograph 6 are controlled to rise.

When the selection switch is in an automatic position, the operation section is A section of the vehicle, and a fault pantograph exists, when one fault pantograph exists in two redundant pantographs, the other non-fault pantograph is controlled to lift, and when the fault pantograph does not exist in the two redundant pantographs, the corresponding pantograph is controlled to lift according to a normal condition. For example, when there is one failed pantograph and the second pantograph 2 is the failed pantograph, the first pantograph 1 and the second pantograph 2 are redundant with each other, the first pantograph 1 is controlled to ascend, and the fourth pantograph 4 and the sixth pantograph 6 are controlled to ascend as normal if there is no failed pantograph in the other two pairs of redundant pantographs; for example, when there is one failed pantograph and the fourth pantograph 4 is a failed pantograph, the third pantograph 3 and the fourth pantograph 4 are redundant with each other, and the third pantograph 3 is controlled to ascend, and when there is no failed pantograph in the other two pairs of redundant pantographs, the second pantograph 2 and the sixth pantograph 6 are controlled to ascend as normal; for example, when there is one failed pantograph and the sixth pantograph 6 is a failed pantograph, the fifth pantograph 5 and the sixth pantograph 6 are redundant with each other, and the fifth pantograph 5 is controlled to be raised, and when there is no failed pantograph in the other two pairs of mutually redundant pantographs, the second pantograph 2 and the fourth pantograph 4 are controlled to be raised as normal. For example, when there are two faulty pantographs and the second pantograph 2 and the fourth pantograph 4 are both faulty pantographs, the first pantograph 1 and the second pantograph 2 are redundant with each other, the third pantograph 3 and the fourth pantograph 4 are redundant with each other, the first pantograph 1 and the third pantograph 3 are controlled to be raised, and the sixth pantograph 6 is controlled to be raised as normal if there is no faulty pantograph in the other pair of redundant pantographs; for example, when there are two faulty pantographs and the fourth pantograph 4 and the sixth pantograph 6 are both faulty pantographs, the third pantograph 3 and the fourth pantograph 4 are redundant to each other, the fifth pantograph 5 and the sixth pantograph 6 are redundant to each other, the third pantograph 3 and the fifth pantograph 5 are controlled to be raised, and when there is no faulty pantograph in the other pair of redundant pantographs, the second pantograph 2 is controlled to be raised as normal. For example, when there are three faulty pantographs and the second pantograph 2, the fourth pantograph 4 and the sixth pantograph 6 are all faulty pantographs, the first pantograph 1 and the second pantograph 2 are redundant with each other, the third pantograph 3 and the fourth pantograph 4 are redundant with each other, and the fifth pantograph 5 and the sixth pantograph 6 are redundant with each other, the first pantograph 1, the third pantograph 3 and the fifth pantograph 5 are controlled to be raised.

When the selection switch is in an automatic position, the operation node is a B-node vehicle, and all the pantographs are normal, the first pantograph 1, the third pantograph 3 and the fifth pantograph 5 are controlled to rise.

When the selection switch is in an automatic position, the operation node is a B-node vehicle, and a fault pantograph exists, when one fault pantograph exists in two redundant pantographs, the other non-fault pantograph is controlled to lift, and when the fault pantograph does not exist in the two redundant pantographs, the corresponding pantograph is controlled to lift according to a normal condition. For example, when there is one failed pantograph and the first pantograph 1 is the failed pantograph, the first pantograph 1 and the second pantograph 2 are redundant with each other, the second pantograph 2 is controlled to ascend, and the third pantograph 3 and the fifth pantograph 5 are controlled to ascend as normal if there is no failed pantograph in the other two pairs of redundant pantographs; for example, when there is one failed pantograph and the third pantograph 3 is the failed pantograph, the third pantograph 3 and the fourth pantograph 4 are redundant with each other, the fourth pantograph 4 is controlled to ascend, and the first pantograph 1 and the fifth pantograph 5 are controlled to ascend as normal if there is no failed pantograph in the other two pairs of redundant pantographs; for example, when there is one failed pantograph and the fifth pantograph 5 is the failed pantograph, the fifth pantograph 5 and the sixth pantograph 6 are redundant with each other, and the sixth pantograph 6 is controlled to ascend, and when there is no failed pantograph in the other two pairs of mutually redundant pantographs, the first pantograph 1 and the third pantograph 3 are controlled to ascend as normal. For example, when two failed pantographs exist and the first pantograph 1 and the third pantograph 3 are both failed pantographs, the first pantograph 1 and the second pantograph 2 are redundant with each other, the third pantograph 3 and the fourth pantograph 4 are redundant with each other, the second pantograph 2 and the fourth pantograph 4 are controlled to rise, and the fifth pantograph 5 is controlled to rise as normal if no failed pantograph exists in the other pair of redundant pantographs; for example, when there are two faulty pantographs and the third pantograph 3 and the fifth pantograph 5 are both faulty pantographs, the third pantograph 3 and the fourth pantograph 4 are redundant to each other, the fifth pantograph 5 and the sixth pantograph 6 are redundant to each other, the fourth pantograph 4 and the sixth pantograph 6 are controlled to be raised, and when there is no faulty pantograph in the other pair of redundant pantographs, the first pantograph 1 is controlled to be raised as normal. For example, when there are three failed pantographs and the first pantograph 1, the third pantograph 3 and the fifth pantograph 5 are all failed pantographs, the first pantograph 1 and the second pantograph 2 are redundant with each other, the third pantograph 3 and the fourth pantograph 4 are redundant with each other, and the fifth pantograph 5 and the sixth pantograph 6 are redundant with each other, the second pantograph 2, the fourth pantograph 4 and the sixth pantograph 6 are controlled to be raised.

When the selection switch is in the single-locomotive position and the operation section is the A-section vehicle or the B-section vehicle, the first pantograph 1, the second pantograph 2, the third pantograph 3, the fourth pantograph 4, the fifth pantograph 5 and the sixth pantograph 6 are controlled to rise.

When the corresponding quantity of the pantographs are controlled to rise, the pantograph with faults can be automatically avoided, locomotive current collection redundancy is realized, and synchronous operation among the pantographs is realized.

The embodiment also provides a locomotive pantograph control system, which determines road condition information of a transportation line and load information of a locomotive according to a transportation task before the transportation task is carried out, wherein the road condition information comprises ramp information; determining the maximum traction force and the maximum traction power which the locomotive needs to exert in the whole transportation line according to the road condition information and the load information (see TB/T1407.1-2018 part 1 of train traction calculation: locomotive traction train); the number of the power units is determined according to the maximum traction force and the maximum traction power required to be exerted, the total number of the pantographs is determined according to the number of the power units (shown in the table 1), and then the number of the pantographs required to be subjected to current is determined. In carrying out a transportation task, as shown in fig. 2, the control system includes:

and the state feedback unit is used for acquiring the state information of each pantograph and feeding back the state information to the control unit, such as the pantograph lifting position/pantograph lowering position/fault/normal position.

And the control unit is used for controlling the corresponding number of the pantographs to rise according to the number of the pantographs which need to be subjected to current and the state information of each pantograph so as to meet the requirements of traction force and traction power of the whole conveying line.

The control unit is specifically configured to: determining an operation section according to the running direction of the locomotive, wherein the operation section is the section where a driver is located; acquiring position information of a pantograph selection switch, wherein the position information comprises a front pantograph position, a rear pantograph position, an automatic position and a single-machine position; acquiring state information of each pantograph; and controlling the corresponding pantograph to lift up according to the position information and the state information. The selection switch is used for selecting the position information; the actuating mechanisms are used for respectively controlling the corresponding pantographs to lift; and the toggle switch is used for giving a pantograph lifting instruction again after the protective pantograph lowering of the fault pantograph.

The above disclosure is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of changes or modifications within the technical scope of the present invention, and shall be covered by the scope of the present invention.