CN101830231A - Idling slide protective control method of locomotive - Google Patents
Idling slide protective control method of locomotive Download PDFInfo
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- CN101830231A CN101830231A CN 201010160186 CN201010160186A CN101830231A CN 101830231 A CN101830231 A CN 101830231A CN 201010160186 CN201010160186 CN 201010160186 CN 201010160186 A CN201010160186 A CN 201010160186A CN 101830231 A CN101830231 A CN 101830231A
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Abstract
The invention relates to an idling slide protective control method of a locomotive. The method comprises the following steps of: detecting the acceleration d omega/dt of a locomotive wheel pair in real time, when the acceleration exceeds a protective threshold, i.e. domega/dt is more than ag, starting to unload a moment, and continuously searching the peak value of the acceleration, i.e. when d<2>omega/dt<2>=0 in the unloading process, searching the peak value; and instantly stopping to unload the moment when the peak value is searched, wherein the change rate of a motor torque dT/dt is 0, the adhesion of a locomotive wheel track recovers again and the change rate of the adhesive force of the locomotive wheel track dF/dt is more than 0. The invention can overcome the over-deepness unloading problem very well in the prior art, the problem cause the locomotive tractive effort loss to be great, affects the adhesion utilization of the locomotive and causes the front and back impacts of the locomotive.
Description
Technical field
The present invention relates to a kind of locomotive adhesion control method of calculating, especially a kind of idling slide protective control method that relates to rolling stock is realized the optimal control of locomotive wheel spin slide protective.
Background technology
The tractive force of locomotive results from the adhesion of wheel track, and the elasticity of wheel load, wheel track material and the moment of torsion that applies on wheel have constituted the three elements that produce tractive effort at wheel rim.As shown in Figure 1, under the effect of wheel loading P, wheel track contact portion generation elastic deformation forms oval contact zone.When wheel rolled forward under the effect of drive torque T, elastic deformation took place in the wheel track material near the contact zone, thereby produced tangential force F on contact surface.Tangential force F is a tractive effort at wheel rim, and it advances wheel rolling.
When locomotive advanced under binding force drives, the speed of advance v of wheel always was lower than the circumferential velocity R ω of wheel.This is because under the effect of T, and running surface of wheeltrack produces due to backward the elastic deformation.This phenomenon is called creep, and the degree of creep size is represented with the creep rate, is defined as:
Wherein, v
SlipBe creep speed.
Generally speaking, along with the quickening of the tangential motion speed (creep speed) of the relative car body of wheel, the tractive force that can effectively apply also will increase.But after speed of relative movement surpasses certain value, the tractive force that can transmit will no longer increase but constantly reduce.Relation between the tangential motion speed of this tractive force that can transmit and the relative car body of wheel is called adhesiveness.As shown in Figure 2, provided the adhesiveness curve between wheel track under dry and moist two kinds of different rail level states.Adhesion (Adhesion): wheel track is in contact with one another a kind of physical condition or the physical phenomenon that is in engagement and transfer function power under certain pressure.Idle running (Roll): wheel takes place significantly to slide with respect to rail during locomotive traction.Slide (Slip): wheel takes place significantly to slide with respect to rail during locomotive brake.Adhesion utilizes: the utilization of available adhesion between wheel track in the real-world operation.Among the figure, adhesion factor μ is defined as the tractive force that vertically transmits along locomotive, the ratio of the tangential displacing force F on the contact surface and normal force Q between wheel/rail in other words, promptly
Can find from Fig. 2,, under various road conditions, all have corresponding adhesion factor maxim μ though the adhesiveness curve under the different road conditions is different
Max, note adhesion factor maxim μ
MaxThe creep speed at place is v
SOPT, claim (v
SOPT, μ
Max) be best sticky point, as the A among Fig. 2, B point.Obviously, the road conditions difference, corresponding best sticky point is also different, and has only when adhesion factor and get maxim μ
MaxThe time, the tractive force F that can transmit just can reach maxim.Fig. 2 also shows, at locomotive traction/glancing impact, the adhesion operation point of locomotive can only be in the stable region that is positioned at the highest sticky point left side, in case the adhesion operation point is in the unstable region on the highest sticky point the right, idle running then will occur or slide, the tractive force/braking force of the low locomotive of this moment as unhappy prompt drop is transferred to the stable region on the left side, the deterioration rapidly of then dallying/slide with the operation point of will adhere, cause the right scratch of wheel, seriously damage traffic safety and wheel track life-span.
The wheel rail adhesion characteristic is being subjected to influence of various factors, comprises the vibration of external environmental condition, wheel track apparent condition, wheel rail system etc.Strict says that wheel rail adhesion is a scope.Usually given locomotive adhesion curve has the meaning of statistics, is the application characteristic curve that guarantees enough high success rates under the normal condition.Test explanation, in variation, just because the stability of general locomotive drive system is very high, instantaneous adhesion variation can not exert an influence to total system the transient state adhesion factor, thereby imperceptible all the time in the locomotive operation.
Because the condition of locomotive operation is ever-changing, in the traction, along with the raising of driver control handle or the deterioration of rail level condition, idle running is difficult to avoid, and is illustrated in figure 3 as the both of these case bye of getting off and transmits the mechanism of giving birth to.
A is the operation point under the reasonable conditions among the figure, i.e. the intersection point of traction electric machine drive performance and wheel track sliding properties.When improve suddenly or wheel track surface condition when worsening suddenly (as greasy dirt etc.) driver control handle position, the operation point forwards B to by A, because the driving wheel drive torque is greater than the moment that can transmit between wheel track, the energy of redundance (power that is dash area representative is poor) will make wheel quicken to rotate (consider that the train quality that locomotive drew is very big, the train speed of advancing can think approximate constant in this course).Drive torque changes with faster rotating wheel according to the motor-driven characteristic in the idle running, if then there is a new equilibrium point C in the slope that descends with this characteristic of raising of speed greater than the wheel track sliding properties.Be in big sliding mode between wheel track, both lost tractive force, can cause the violent abrasion of wheel track again and might cause rim lax because of heating, this be unallowed.When traction handle reduces, make C get back to the adhesioin zone, or the improvement of wheel track contact conditions, the adhesion curve is improved, when getting back to the adhesioin zone with the intersection point of motor-driven characteristic, wheel will be rebuild adhesion.
Locomotive has various drive characteristic, as the hyperbola tractive characteristic of constant flow starting and the constant voltage starting characteristic and the diesel locomotive of electric locomotive; Also adopt different connecting mode (as series connection and in parallel) and excitation mode (as series excitation, it encourages, compound excitation) etc. in the traction motor work, thereby have different torque-speed characteristics, cause different idle running phenomenons.Be illustrated in figure 4 as constant current under the motor parallel condition drive (as with two wheels to being a driver element, and two wheels are when dallying simultaneously), the wheel pair idling characteristic when encourage motor series excitation or it, this moment terminal voltage remain unchanged.A is the series machine situation, and b is that constant current drives situation, and c encourages the motor situation for it.
As seen from the figure, under the condition that constant current drives, the generation along with idle running makes wheel increasing to acceleration/accel, may cause " driving " accident at last, and this is breakneck.
When adopting series machine, a new equilibrium point C is arranged after the idle running, but sliding velocity at this moment is higher, tractive force descends more, needs traction handle is dropped to lower position for rebuilding adhesion.
When adopting it to encourage motor, can reach harder torque and rotary speed property, promptly characteristic curve is steeper, and the sliding velocity at new intersection point C place is lower, and loss of traction is less, than being easier to rebuild adhesion.
The locomotive that has adopts the series connected mode of motor, and during idle running, free gear strengthens the counter potential of motor, causes series connected with it motor terminal voltage to reduce, and causes the power of two motors to be redistributed, and will further worsen the operating mode of free gear to motor.
This shows that electric drive system has very big influence to taking turns right no load characteristics,, require to adopt more sensitive failure-free idle running fender guard for the electric drive system of no load characteristics difference.
What the anti-idle running skid control system at initial stage used is relay or transistor component basically, mostly utilizes the difference between current of idle running branch road and the branch road that do not dally in parallel, or the voltage difference of dally motor and the series connected motor that do not dally, as the detection signal of protection system.Such protection system not only volume is big, and precision is low, and is subjected to the motor characteristic differentia influence bigger.In addition, by the rotary speed property decision of traction motor, when low speed had identical speed discrepancy with high speed, the electric current difference during low speed was bigger; Because the magnetic flux of electrical motor is big during low speed, thus low speed when at a high speed having identical speed discrepancy, the voltage difference during low speed is bigger.So, this idle running protection system of utilizing difference between current or voltage difference as detection signal, train is when low cruise, and its protection ratio is sensitive; And when high-speed cruising, sensitivity is relatively poor.
The anti-idle running of modern train skid control system can make train use under the condition of contiguous maximum adhesion factor, is promptly preventing to give full play to tractive force under the prerequisite of cohesion failure.Its design focal point should be placed on that train starting quickens and abominable rail level, weather condition under adhesion utilize.
Newer anti-idle running skid control system has adopted a large amount of decisions circuit and integrated operational amplifier circuit.Directly utilize each wheel between speed discrepancy and wheel signal source that self signal voltages such as acceleration/accel are dallied/slide as discriminating.Such protection system not only volume has reduced, increased functionality, and also the precision of signal source also greatly improves.But, because system itself do not have memory function, be an electronic simulation system, so its precision and sensitivity are all also not good enough.
In recent years, some country successfully develops the anti-idle running skid control system with microprocessor control again, this system can be with higher precision and speed process information exactly, as long as being controlled a reference value, design-calculated imports microcomputer memory in advance, microprocessor will be brought into play its controllable function conscientiously, and each takes turns target to adhesive performance to realize individual processing and control.
The straight locomotive of present domestic friendship mainly adopts the combination correction method to prevent the anti-skidding control of idle running, the adhesion control system is judged its idle running degree by the linear acceleration dv/dt of the linear differential Δ v between each driving wheel and each driving wheel in the combination correction method, the driving wheel tractive force dawn surpasses sticking value, when idle running or idle running trend acquire a certain degree, the then quick and degree of depth is cut down the driving wheel driving torque, making idle running obtain strong inhibition; After entering the recovery district of adhering again, recover tractive force again rapidly; When going back up to the 85%-90% of the preceding torque of idle running, again with slow rate increase, so that seek next adhesion limit point, with surmounting the adhesion maxim so in short-term, the straightforward procedure that does not allow idle running develop again makes wheel track often be used in high adhesioin zone.And the loss of traction that each correction reduction causes all should reduce as far as possible.Because the correction type system requires strictness to the setting of boundary condition, therefore might influence the tractive property performance of locomotive, even influence the normal operation of locomotive in the parameter of not carrying out setting up on the lot of experiments basis.
The detailed process of combination correction method is: at first wheel acceleration is judged that represent that the idling slide phenomenon is more serious when acceleration/accel surpasses certain threshold value, then fast deep is cut down the driving wheel driving torque; If wheel acceleration surpasses threshold value, then creep speed is judged, when creep speed surpasses threshold value, driving torque is carried out by a relatively large margin adjustment; Otherwise, be judged to be normal operation conditions.Combination correction method control block diagram (comprising two bogie trucks, totally four wheel shafts) as shown in Figure 5.
The combination correction method is not complicated especially on algorithm, but its speed of response is fast, and risk is low, is a kind of failure-free control method, therefore is widely used in the adhesion control system of domestic and international train.Adopt modern intelligence control method to seek the optimization of adhering in the external motor train unit system, but still adopt of basis and the reserve of combination correction method, to guarantee train driving safety as adhesion control.
A kind of the most approaching prior art has at present provided the specific implementation step and the flow process of combination correction method, is summarized as follows herein.
The initial given torque T of system
e(choosing 5000N*m in the literary composition) at first judged acceleration/accel, if acceleration/accel surpasses threshold value 10.0m/s
2, be judged to be the idle running runaway condition, control with the acceleration/accel standard law: earlier driving torque is reduced to 75% and lasting 0.45s of original torque in 50ms, in 50ms, torque is dropped to 50%T more afterwards
eAnd maintenance 0.95s; Then at the 0.5s internal torque by 50%T
eBe raised to 75%T
eAnd keep 0.5s, in ensuing 1.5s, torque is raised to initial value again.Judge the size of primary acceleration this moment again, surpass threshold value and then be judged to be the idle running runaway condition again, repeat above operation; Being no more than threshold determination is normal operation conditions, continues to provide initial moment T
e
If acceleration/accel does not surpass threshold value, then the creep rate is judged.The creep rate is judged to be normal operation less than threshold value 0.01, and initial moment is provided; Otherwise, be judged to be the situation of skidding, adopt creep rate extremum method: earlier torque is reduced in 50ms original torque 0.75% and continue 0.45s, again in the time of 50ms with torque drop to 50%T
eAnd keep 0.45s, make again torque in ensuing 0.5s by 50%T
eBe upgraded to 75%T
eThen the creep rate is judged once more,, made torque remain on 75%T if less than threshold value then think normal
e1s returns to 90%T with moment then in ensuing 1s
e, make torque in 1s, return to initial value then; Otherwise then be judged to be the situation of skidding again, repeat aforesaid operations.Again the creep rate is judged during above EO, then be judged to be normal operation conditions, initial moment is provided, otherwise then continue to repeat creep rate extremum method less than threshold value.
Its control method flow process as shown in Figure 6.
But prior art combination correction method exists following defective:
The one,, in the combination correction method, regardless of the degree that dallies/slide, the unloading strategy of moment all is changeless, do not consider the wheel rail adhesion state in the uninstall process, this often causes two kinds of consequences: the one, and the unloading degree of depth is not enough, dallies/slides fully and suppressed; The 2nd, the unloading degree of depth is excessive, causes locomotive tractive effort loss.
The 2nd,, in the combination correction method, have only when acceleration/accel or creep rate during less than preset threshold system just can stop unloading, this will cause unloading the excessive consequence of the degree of depth, not only make locomotive tractive effort loss excessive, influence the adhesion utilization of locomotive, and impact before and after causing locomotive.
Summary of the invention
The invention provides a kind of idling slide protective control method of locomotive; it is excessive that this invention can overcome the unloading degree of depth that prior art exists well; not only make locomotive tractive effort loss excessive, influence the adhesion utilization of locomotive, and cause the technical matters of impacting before and after the locomotive.This invention proposes a kind of new idling slide protective control method of locomotive, significantly reduces the discharged degree of depth of moment when locomotive wheel is inhibited to idling slide.
The invention provides a kind of specific embodiment of idling slide protective control method of locomotive, may further comprise the steps:
The machines wheel is to acceleration/accel in real time
When acceleration/accel surpasses the protection threshold value, promptly exist
The time begin to unload moment, and in uninstall process the continuous peak value of search acceleration/accel, promptly exist
The time reach peak value, when searching peak value, stop to unload moment, motor torque rate of change immediately
Locomotive wheel recovers again to adhesion, and locomotive wheel is to the binding force rate of change
Wherein, ω is the right cireular frequency of locomotive wheel, and t is the time, a
gBe acceleration/accel protection threshold values, T is that motor puts on the right torque of locomotive wheel.
As the further embodiment of the present invention, detecting the acceleration/accel signal differential
Process before and after further comprising the steps of:
Detecting the acceleration/accel signal differential
Before, promptly acceleration/accel reaches before the peak value, the acceleration/accel signal differential
Locomotive wheel is advanced the speed to rotation acceleration and is diminished gradually;
Detecting the acceleration/accel signal differential
Afterwards, promptly acceleration/accel reaches after the peak value, the acceleration/accel signal differential
Locomotive wheel diminishes gradually to rotation acceleration.
As the further embodiment of the present invention, idling slide protective control method of locomotive comprises that locomotive wheel to the output torque uninstall process, may further comprise the steps:
S01, according to formula a=(v
k-v
K-1)/T
sThe acceleration/accel that the computing machine wheel is right, wherein, T
sBe the sampling period;
S02, judge locomotive wheel to acceleration/accel a whether greater than setting acceleration/accel protection threshold values a
gIf, a＜a
g, then finish; If a 〉=a
g, then change step S03 over to;
S03, enter idle running protection unloading step, unloading is exactly to reduce motor output torque, according to formula Δ T=k * (a-a
g) calculate each cycle and want discharged output torque amount, according to formula T
k=T
K-1-Δ T calculating K motor output torque amount constantly, wherein, Δ T is the output torque discharging quantity, k is the unloading coefficient, a be the locomotive wheel of current detection to acceleration/accel, a
gBe acceleration/accel protection threshold values, T
kBe K motor output torque amount constantly, T
K-1Be K-1 motor output torque amount constantly;
S04, enter acceleration peak value and detect step, sense acceleration peak value;
If S05 detects acceleration peak value, then control torque unloading if do not detect acceleration peak value, is then returned step S03.
As the further embodiment of the present invention, locomotive wheel comprises the output torque unloading step and may further comprise the steps the search procedure of acceleration peak value:
S11, enter idle running protection unloading after, with the accekeration a of current period
0Be made as acceleration peak value a
Max, and with the peak value searching counter O reset, following one-period will enter step S12;
S12, comparison current period accekeration a
kWith a
MaxSize, if a
k＜=a
Max, the peak value searching counting machine is added 1, enter step S13; If a
k＞a
Max, then make a
Max=a
k, and with the peak value searching counter O reset, following one-period will enter step S12;
If the value of S13, inspection peak value searching counting machine more than or equal to n, enters step S14; Otherwise following one-period will enter step S12;
S14, with current period as acceleration peak value point, a
MaxBe detected acceleration peak value.
As the further embodiment of the present invention, acceleration peak value detects hysteresis cycle n and is traditionally arranged to be 2～5.
As the further embodiment of the present invention, after searching acceleration peak value,, withdraw from locomotive wheel to the idling slide protective master mode with regard to the unloading of control torque, the control of the locomotive tractive effort enters wheel immediately mode phases is regulated in adhesion.
By the described idling slide protective control method of locomotive of application embodiment of the present invention,
(1) algorithm principle is clear, easy to understand; Performing step is simple, and calculated amount is little, is convenient to Digital Implementation and through engineering approaches and uses.
(2) reduce the moment unloading degree of depth in the idle running/slide protective process greatly, thereby the loss and the locomotive that reduce tractive force impact.
(3) stop discharged the best time and acceleration magnitude and have nothing to do, be fit to idling slide protective in various degree.
Description of drawings
In order to be illustrated more clearly in the embodiment of the invention or technical scheme of the prior art, to do to introduce simply to the accompanying drawing of required use in embodiment or the description of the Prior Art below, apparently, accompanying drawing in describing below only is some embodiments of the present invention, for those of ordinary skills, under the prerequisite of not paying creative work, can also obtain other accompanying drawing according to these accompanying drawings.
Fig. 1 produces for the background technology locomotive tractive effort and stressing conditions is analyzed scheme drawing;
Fig. 2 is the adhesiveness curve of background technology locomotive under different rail level states;
Fig. 3 is that background technology locomotive wheel pair idling forms the mechanism schematic diagram;
Fig. 4 is the wheel pair idling characteristic of background technology locomotive under the different driving characteristic;
Fig. 5 is a background technology combination correction method control principle block diagram;
Fig. 6 is a background technology combination correction method program flow diagram;
Fig. 7 is that locomotive changes scheme drawing at idle running protection process motor torque and wheel acceleration;
Fig. 8 is the locomotive wheel pair idling protection mode chart of prior art combination correction method;
Fig. 9 the present invention is based on best unloading to stop idle running/slide protective algorithm scheme drawing constantly;
Figure 10 is the locomotive wheel acceleration peak value search scheme drawing of idling slide protective control method of locomotive of the present invention;
Figure 11 is idling slide protective control method of locomotive idle running protection system optimizing control diagram of circuit of the present invention;
Figure 12 is the locomotive wheel pair idling protection mode chart of idling slide protective control method of locomotive of the present invention.
The specific embodiment
Below in conjunction with the accompanying drawing in the embodiment of the invention, the technical scheme in the embodiment of the invention is clearly and completely described, obviously, described embodiment only is a part of embodiment of the present invention, rather than whole embodiment.Based on the embodiment among the present invention, those of ordinary skills belong to the scope of protection of the invention not making the every other embodiment that is obtained under the creative work prerequisite.
A kind of typical embodiment is that the idling slide protective control method of locomotive technical scheme that the present invention proposes is applied to the instantiation that the adhesion of HXD1C type AC transmission electric power locomotive utilizes control system.Specifically tell about embodiments of the present invention below in conjunction with theory calculating.
Can get the electromechanical movement equation by single wheel movement model shown in Figure 1:
Wherein, F is the locomotive tractive effort, and R is a radius of wheel, J
nBe the rotor inertia of converting wheel, ω is a vehicle wheel rotational speed, and T is a motor torque.
By preceding surface analysis as can be known, the tractive force limit that can transmit between wheel track depends on the maxim of current adhesion factor, promptly
F
max＝μ
maxQ (4)
When locomotive normally quickened, motor torque increased, and creep speed also constantly increases, but because the operation point of adhering at this moment is positioned at the stable region on the highest sticky point left side, v
Slip＜v
SOPT, F＜F
Max, so wheel can not dally.After the adhesion operation point peaked, the tractive force that transmits between wheel track also reached maxim, i.e. F=F
MaxIf continuing this moment increases motor torque, will make driving wheel drive torque T greater than the maximum torque F that can transmit between wheel track
MaxR, by the electromechanical movement equation as can be known wheel will speed up rotation, and the train speed of advancing is approximate constant in this course, this causes creep speed sharply to increase, move to the unstable region on the highest sticky point the right rapidly the adhesion operation point, thus the generation that has destroyed the tacky state of wheel track and caused dallying.Therefore, want to suppress idle running, recover wheel rail adhesion, must reduce the driving wheel drive torque rapidly is motor torque T, to reduce creep speed, makes the adhesion operation point get back to the stable region from the range of instability.As seen, occur to the repressed whole process wheel acceleration from idle running
Be one and change highstrung signal, its change procedure as shown in Figure 7.
As seen from Figure 7, when idle running took place, acceleration/accel sharply increased, and transfered from one department to another the protection threshold value a that unites and set when it surpasses air defense
gThe time, system's begin to dally protection unloading promptly reduces motor torque T, because locomotive transmission system is an inertial element, has the regular hour to postpone, and acceleration/accel can not reduce immediately but continue increase, but it advances the speed and will diminish gradually, i.e. the acceleration/accel differential
And
Constantly reduce; If keep unloading this moment always, then a peak value a will appear in wheel acceleration
Max, promptly
Acceleration/accel will reduce gradually then, promptly
Finally turn a wheel by quickening to become deceleration until becoming negative value.
In sum, can sum up, the Changing Pattern of acceleration/accel is in the idle running protection process:
The Changing Pattern of relevant acceleration differential is:
Because in the anti-skidding capable control algorithm of traditional anti-idle running, the unloading of moment just stops when acceleration/accel or creep rate are lower than preset threshold, the unloading duration is longer, more serious idle running/when sliding is taking place, drive torque before and after often causing dallying/sliding alters a great deal, and this not only causes the massive losses of tractive force, reduces adhesion utilization, impact before and after also can causing locomotive, bring adverse effect for the life-span and the ride quality of machine driven system; Simultaneously, because losing suddenly of load causes that the major loop middle dc voltage sharply rises, and will cause a series of problems such as direct current overvoltage.The moment of cause the reason of the problems referred to above to be to stop to unload action, withdrawing from idle running protection is selected not good; definite saying so stops the discharged moment and lags behind, and therefore, address this problem; at first must establish one and stop discharged the best time, be to find out this best time then.
1. stop to unload the establishment of the best time
Adhesiveness curve under the analysis chart 2 different rail level states, when idle running took place, wheel rail adhesion was destroyed, and the adhesion operation point is in the unstable region on the highest sticky point the right and moves right, and the creep rate increases, and binding force reduces, promptly
Idle running is suppressed, and when adhesion recovered again, the adhesion operation point was moved to the left and is in the most at last the stable region on the highest sticky point left side, and the creep rate reduces, and binding force increases, promptly
Therefore occur to adhesion from idle running and recover again, the change procedure of adhesive tractive effort is
Obviously, in this process,
Be transformation point, it shows that the adhesion operation point has stopped moving right, is about to be moved to the left, and prepares to begin to recover adhesion.Through transformation point
After, because
Adhesion begins to recover.Because
After have
Adhesion begins to recover, so from
Rise constantly and needn't continue unloading.Therefore,
Be to stop discharged the best time.
2. stop to unload the derivation of the best time
The analysis showed that of last joint, in the process of idle running protection, if
After have
So
It is discharged the best time of control torque.In actual applications, because adhesive tractive effort F is difficult to detect, therefore can not directly determine this best time must find simple method by tractive force.
The front points out that to the analysis of control protection process in idle running protection process, the wheel acceleration Changing Pattern is:
And can get by formula (3) electromechanical movement equation
If obviously at acceleration peak value point place, promptly
Stop unloading, no longer change owing to motor torque T so, so have:
Reach according to formula (8) this moment
Must have
And after having crossed acceleration peak value point, because
Have by formula (8), formula (10)
If just stop unloading like this at acceleration peak value point place, because
In time, have
After have
Therefore
The place when promptly wheel acceleration reaches peak point, is discharged the best time of control torque: it is not only feasible that stop unloading this moment, and best.
Based on above-mentioned analysis; technical solution of the present invention proposes following idle running/slide protective controlling schemes: detect wheel acceleration in real time; when acceleration/accel surpasses the protection threshold value, begin unloading, and in uninstall process, constantly search for the peak value of acceleration/accel, when searching peak value, stop unloading immediately.This scheme as shown in Figure 8, for ease of relatively, the moment variations situation of traditional offload scheme of having drawn simultaneously among the figure.
Among the figure, the solid line on top is represented the offload scheme that this patent proposes, and dotted line is represented traditional offload scheme.As seen from Figure 8, the equal (t when acceleration/accel surpasses the protection threshold value of two kinds of scheme moment
a) begin to unload; But (t when new departure reaches peak value at acceleration/accel
b) just stopping unloading, the fall of moment is Δ T
2=T
0-T
2And traditional scheme (t when acceleration/accel is lower than the protection threshold value
c) just stopping unloading, the fall of moment is Δ T
1=T
0-T
1Obviously, Δ T
2Less than 50% Δ T
1, idle running/slide protective scheme that visible this patent proposes is reducing loss of traction, is improving adhesion and bigger preceence is arranged aspect utilizing.
As shown in figure 10, locomotive wheel specifically comprises the discharged process of output torque:
S01, according to formula a=(v
k-v
K-1)/T
sThe acceleration/accel that the computing machine wheel is right, wherein, T
sBe the sampling period;
S02, judge locomotive wheel to acceleration/accel a whether greater than setting acceleration/accel protection threshold values a
gIf, a＜a
g, then finish; If a 〉=a
g, then change step S03 over to;
S03, enter idle running protection unloading step, unloading is exactly to reduce motor output torque, according to formula Δ T=k * (a-a
g) calculate each cycle and want discharged output torque amount, according to formula T
k=T
K-1-Δ T calculating K motor output torque amount constantly, wherein, Δ T is the output torque discharging quantity, k is the unloading coefficient, a be the locomotive wheel of current detection to acceleration/accel, a
gBe acceleration/accel protection threshold values, T
kBe K motor output torque amount constantly, T
K-1Be K-1 motor output torque amount constantly;
S04, enter acceleration peak value and detect step, sense acceleration peak value;
If S05 detects acceleration peak value, then control torque unloading if do not detect acceleration peak value, is then returned step S03.
The step that acceleration peak value detects comprises:
For the control algorithm that this patent proposes, key is accurately to detect the moment that wheel acceleration reaches peak value.Because acceleration/accel signal differential noise is not suitable as control signal more greatly, so impassabitity
Come the sense acceleration peak value.Based on anti-idle running skid control system is the periodic sampling control system, and this patent adopts following steps to come the sense acceleration peak point.
Step S11: after entering idle running protection unloading, with the accekeration a of current period
0Be made as acceleration peak value a
Max, and with the peak value searching counter O reset, following one-period will enter step S12.
Step S12: compare current period accekeration a
kWith a
MaxSize, if a
k＜=a
Max, the peak value searching counting machine is added 1, enter step S13; If a
k＞a
Max, then make a
Max=a
k, and with the peak value searching counter O reset, following one-period will enter step S12;
Step S13: check the value of peak value searching counting machine, if, enter step S14 more than or equal to n (constant of setting in the program); Otherwise following one-period will enter step S12;
Step S14: with current period as acceleration peak value point, a
MaxBe detected acceleration peak value.
The acceleration peak value search procedure as shown in Figure 9.
Among the figure, t
0, t
k..., be sampling instant; t
pBe the moment that peak value occurs, t
P+nFor system detects moment of peak value, a
pBe detected acceleration peak value.As seen from Figure 9, though system detects n cycle of moment hysteresis that the moment of peak value occurs than peak value, as a kind of preferred implementation, the value that acceleration peak value detects hysteresis cycle n is generally 2～5, but because the anti-idle running skid control system control cycle of microprocessor control is very short, so the loss of traction that hysteresis herein causes is very little; In addition because the existence of this hysteresis, can guarantee that the moment unloading stops after
Thereby increased the reliability of control.
For verifying the preceence of the idling slide protective control method of locomotive that this patent proposes, it has been applied to the adhesion of HXD1C AC transmission electric power locomotive has utilized in the control system, Figure 11 is the idle running protection waveform of collection in worksite.In order to compare, Figure 12 has provided the waveform that adopts traditional scheme.Idling slide protective control method of locomotive described in the invention also can be suitable for and transplant the idling slide protective control in other rail traffic vehicles.
Figure 11, Figure 12 show that clearly the two idle running degree is suitable, and in whole idle running protection process, the moment fall that adopts new departure be it serves to show the preceence that it is huge less than 50% of traditional scheme.
The above only is a preferred implementation of the present invention; should be pointed out that for those skilled in the art, under the prerequisite that does not break away from the principle of the invention; can also make some improvements and modifications, these improvements and modifications also should be considered as protection scope of the present invention.
Claims (6)
1. an idling slide protective control method of locomotive is characterized in that, may further comprise the steps:
The machines wheel is to acceleration/accel in real time
When acceleration/accel surpasses the protection threshold value, promptly exist
The time begin to unload moment, and in uninstall process the continuous peak value of search acceleration/accel, promptly exist
The time reach peak value, when searching peak value, stop to unload moment, motor torque rate of change immediately
Locomotive wheel recovers again to adhesion, and locomotive wheel is to the binding force rate of change
Wherein, ω is the right cireular frequency of locomotive wheel, and t is the time, a
gBe acceleration/accel protection threshold values, T is that motor puts on the right torque of locomotive wheel.
2. a kind of idling slide protective control method of locomotive according to claim 1 is characterized in that, may further comprise the steps:
Detecting the acceleration/accel signal differential
Before, promptly acceleration/accel reaches before the peak value, the acceleration/accel signal differential
Locomotive wheel is advanced the speed to rotation acceleration and is diminished gradually;
Detecting the acceleration/accel signal differential
Afterwards, promptly acceleration/accel reaches after the peak value, the acceleration/accel signal differential
Locomotive wheel diminishes gradually to rotation acceleration.
3. a kind of idling slide protective control method of locomotive according to claim 2 is characterized in that, may further comprise the steps:
S01, according to formula A=(v
k-v
K-1)/T
sThe acceleration/accel that the computing machine wheel is right, wherein, T
sBe the sampling period;
S02, judge locomotive wheel to acceleration/accel a whether greater than setting acceleration/accel protection threshold values a
gIf, a＜a
g, then finish; If A 〉=a
g, then change step S03 over to;
S03, enter idle running protection unloading step, unloading is exactly to reduce motor output torque, according to formula Δ T=k * (a-a
g) calculate each cycle and want discharged output torque amount, according to formula T
k=T
K-1-Δ T calculating K motor output torque amount constantly, wherein, Δ T is the output torque discharging quantity, k is the unloading coefficient, a be the locomotive wheel of current detection to acceleration/accel, a
gBe acceleration/accel protection threshold values, T
kBe K motor output torque amount constantly, T
K-1Be K-1 motor output torque amount constantly;
S04, enter acceleration peak value and detect step, sense acceleration peak value;
If S05 detects acceleration peak value, then control torque unloading if do not detect acceleration peak value, is then returned step S03.
4. according to claim 1 or 2 or 3 described a kind of idling slide protective control method of locomotive, it is characterized in that the search procedure of described acceleration peak value may further comprise the steps:
S11, enter idle running protection unloading after, with the accekeration a of current period
0Be made as acceleration peak value a
Max, and with the peak value searching counter O reset, following one-period will enter step S12;
S12, comparison current period accekeration a
kWith a
MaxSize, if a
k≤ a
Max, the peak value searching counting machine is added 1, enter step S13; If a
k＞a
Max, then make a
Max=a
k, and with the peak value searching counter O reset, following one-period will enter step S12;
If the value of S13, inspection peak value searching counting machine more than or equal to n, enters step S14; Otherwise following one-period will enter step S12;
S14, with current period as acceleration peak value point, a
MaxBe detected acceleration peak value.
5. a kind of idling slide protective control method of locomotive according to claim 4 is characterized in that, it is 2～5 that described acceleration peak value detects hysteresis cycle n.
6. a kind of idling slide protective control method of locomotive according to claim 5; it is characterized in that; with regard to the unloading of control torque, withdraw from locomotive wheel to the idling slide protective master mode after searching acceleration peak value, the control of the locomotive tractive effort enters wheel immediately mode phases is regulated in adhesion.
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