CN101830231B - Idling slide protective control method of locomotive - Google Patents
Idling slide protective control method of locomotive Download PDFInfo
- Publication number
- CN101830231B CN101830231B CN 201010160186 CN201010160186A CN101830231B CN 101830231 B CN101830231 B CN 101830231B CN 201010160186 CN201010160186 CN 201010160186 CN 201010160186 A CN201010160186 A CN 201010160186A CN 101830231 B CN101830231 B CN 101830231B
- Authority
- CN
- China
- Prior art keywords
- acceleration
- peak value
- locomotive
- wheel
- torque
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Landscapes
- Electric Propulsion And Braking For Vehicles (AREA)
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 computational methods, especially a kind of idling slide protective control method for being related to rolling stock realizes locomotive wheel spin slide protective optimal control.
Background technology
The tractive force of locomotive results from the adhesion of wheel track, and wheel weight, the elasticity of wheel rail material and the moment of torsion applied on wheel constitute the three elements for producing tractive effort at wheel rim.As shown in figure 1, in wheel loading
In the presence of, elastic deformation occurs for Wheel Rail Contact part, forms elliptical-shaped contact area.When wheel is in driving moment
In the presence of rolls forward when, elastic deformation occurs near contact zone for wheel rail material, so as to produce tangential force on the contact surface
.Tangential force
That is tractive effort at wheel rim, it makes wheel rolling advance.
When locomotive advances under adhesion strength driving, the pace of wheel
Always it is less than the peripheral speed of wheel
.This be due to
In the presence of, running surface of wheeltrack is produced caused by elastic deformation backward.This phenomenon is referred to as creep, and the degree of creep size is represented with creep rate, is defined as：
（1）
Wherein,
For creep speed.
In general, the tangential motion speed with wheel with respect to car body（Creep speed）Quickening, the tractive force that can effectively apply also will increase.But after speed of related movement exceedes certain value, the tractive force that can be transmitted will no longer increase but constantly reduce.This tractive force that can be transmitted and wheel are with respect to the relation referred to as adhesiveness between the tangential motion speed of car body.As shown in Fig. 2 giving the adhesiveness curve dried between wheel track under moist two kinds of different rail level states.Adhesion（Adhesion）:Wheel track contacts with each other in a kind of physical state or physical phenomenon for engaging simultaneously transmitting forces under a certain pressure.Idle running（Roll）:Relative to rail obvious slide occurs for wheel during locomotive traction.Slide（Slip）:Relative to rail obvious slide occurs for wheel during locomotive brake.Adhesion utility:The utilization adhered can be used in actual motion between wheel track.In figure, adhesion coefficientThe tractive force longitudinally transmitted along locomotive is defined as, in other words the tangential locomotivity between wheel rail on contact surfaceWith normal force
The ratio between, i.e.,
From Fig. 2 it can be found that, although the adhesiveness curve under different road conditions is different, but all there is under various road conditions corresponding adhesion coefficient maximum, remember adhesion coefficient maximum
The creep speed at place is
, claim (
,) it is optimal sticky point, A, B point in such as Fig. 2.Obviously, road conditions are different, and corresponding optimal sticky point is also different, and only when adhesion coefficient takes maximum
When, the tractive force that can be transmitted
It can be only achieved maximum.Fig. 2 is also indicated that, in locomotive traction/braking, the adhesion operating point of locomotive can only be in the stable region positioned at the highest sticky point left side, once the unstable region that operating point of adhering is on the right of highest sticky point, it then will appear from dallying or sliding, now such as tractive force/brake force of the low locomotive of unhappy prompt drop is so that operating point of adhering to be transferred to the stable region on the left side, then dallying/sliding to deteriorate rapidly, cause wheel to scratch, seriously damage traffic safety and wheel track life-span.
Wheel rail adhesion characteristic is influenceed by many factors, including external environmental condition, wheel track surface state, the vibration of wheel rail system etc..Strictly, wheel rail adhesion is a scope.Generally given locomotive adhesion curve has the meaning of statistics, is the application characteristic curve for ensureing enough high success rates under a normal condition.Transient state adhesion coefficient is all the time in change in experiment explanation, locomotive operation, only because the stability of general locomotive drive system is very high, instantaneous adhesion change will not produce influence to whole system, thus imperceptible.
Because the condition of locomotive operation is ever-changing, in traction, with the raising or the deterioration of rail level condition of driver control handle, idle running is difficult to avoid, and is illustrated in figure 3 both of these case and gets off the raw mechanism of bye forwarding.
A is the operating point under normal condition, i.e. traction electric machine drive characteristic and the intersection point of wheel track sliding properties in figure.When driver control handle position is improved suddenly or wheel track surface condition deteriorates suddenly（Such as greasy dirt）, operating point goes to B by A, because driving wheel driving moment is more than the torque that can be transmitted between wheel track, the energy of redundance（The power that i.e. dash area is represented is poor）Wheel will be made to accelerate rotation（Consider that the train weight that locomotive is drawn is very big, the speed that train is advanced in this course is believed that approximate constant）.Driving moment changes according to motor drive characteristic with faster rotating wheel in idle running, if being more than wheel track sliding properties with the slope for improving characteristic decline of speed, in the presence of a new equalization point C.Big sliding mode is between wheel track, tractive force is both have lost, the violent abrasion of wheel track can be caused again and the rim caused by heating is possible to relaxing, this does not allow.When traction handle reduction, C is returned to adhesioin zone, or Wheel Rail Contact improvement of terms, improve adhesion curve, when returning to adhesioin zone with the intersection point of motor drive characteristic, wheel, which will be rebuild, adheres.
Locomotive has a variety of drive characteristics, the constant flow starting and constant pressure starting characteristic and the hyperbola pulling figure of diesel locomotive of such as electric locomotive；Different connecting modes is also used in traction motor work（Such as series connection and parallel connection）And excitation mode（As series excitation, it encourage, compound excitation）Deng so as to different torque-speed characteristics, cause different idle running phenomenons.It is illustrated in figure 4 the constant current driving under the conditions of motor parallel（Such as with two wheels to for a driver element, and two wheels pair are when dallying simultaneously）, motor series excitation or its wheel pair idling characteristic when encouraging, now terminal voltage keep constant.A is series machine situation, and b is that constant current drives situation, and c encourages motor conditions for it.
As seen from the figure, under conditions of constant current driving, with the generation of idle running, make wheel increasing to acceleration, may finally cause " driving " accident, this is breakneck.
During using series machine, there is a new equalization point C after idle running, but sliding speed at this moment is higher, and tractive force decline is more, and traction handle need to be dropped to relatively low position to rebuild adhesion.
It when encouraging motor using it, can reach that harder torque and rotary speed property, i.e. characteristic curve are steeper, the sliding speed at new intersection point C is relatively low, and loss of traction is less, be easier to rebuild adhesion.
Some locomotives are by the way of motor series connection, during idle running, and free pulley is increased to the back-emf of motor, is caused motor terminal voltage connected in series to reduce, is caused the power of two motors to be redistributed, by the further operating mode for deteriorating free pulley to motor.
As can be seen here, electric drive system to take turns to no load characteristics have a great impact, for no load characteristics difference electric drive system, it is desirable to use more sensitive reliable idle running protection device.
Substantially relay or transistor component that the slide system antiskid system at initial stage is used, mostly using difference between current of the branch road with the branch road that do not dally in parallel that dally, or idle running motor and the voltage difference for the motor that do not dally connected, it is used as the detection signal of protection system.Not only volume is big for such protection system, and precision is low, and larger by motor characteristic differentia influence.In addition, being determined by the rotary speed property of traction motor, when low speed with having identical speed discrepancy at a high speed, current differential during low speed is larger;Because the magnetic flux of motor is big during low speed, thus low speed with there is identical speed discrepancy at a high speed when, voltage difference during low speed is larger.So, this by the use of difference between current or voltage difference as the idle running protection system of detection signal, train is in low cruise, and its protection is sensitiveer;And in high-speed cruising, sensitivity is poor.
Modern train slide system antiskid system can be such that train is used under conditions of neighbouring maximum adhesion coefficient, i.e., on the premise of cohesion failure is prevented, give full play to tractive force.Its design focal point should be placed on the adhesion utility under train starting acceleration and severe rail level, weather condition.
Newer slide system antiskid system, employs substantial amounts of logic circuit and integrated operational amplifier circuit.The signal source that directly signal voltages such as the acceleration of itself are dallied/slided as discriminating by the use of each speed discrepancy taken turns between and wheel.Not only volume is reduced such protection system, function enhancing, and the precision of signal source is also greatly improved.But, it is an electronic simulation system because system is in itself without memory function, therefore its accuracy and sensitivity is not all also good enough.
In recent years, some country's slide system antiskid systems that successfully development is controlled with microprocessor again, the system can be with higher accuracy and speed processing information exactly, as long as the control a reference value of design is pre-entered into microcomputer memory, microprocessor will play its control function conscientiously, realize the target for individually handling and controlling each wheel to adhesive performance.
Country's AC-DC locomotive mainly carries out slide system anti-sliding control using combination correction method at present, control system of being adhered in combination correction method judges its idle running degree by the linear differential △ v and the linear acceleration dv/dt of each driving wheel between each driving wheel, driving wheel tractive force is once more than sticking value, when idle running or idle running trend reach to a certain degree, then quick and depth cuts down driving wheel driving torque, idle running is obtained strong suppression；Into after recovery district of adhering again, and recover tractive force rapidly;When going back up to 85% -90% of torque before idle running, then increased with slow speed, to find next adhesion limit point, with so surmounting adhesion maximum in short-term, and the straightforward procedure for not allowing idle running to develop, wheel track is often used in high adhesioin zone.And correct every time and cut down the loss of traction that causes and should all reduce as far as possible.It is possible to influence the hauling ability of locomotive to play because correction type system is stricter to the sets requirement of boundary condition, therefore in the parameter for not carrying out setting up on the basis of lot of experiments, or even influences the normal operation of locomotive.
The detailed process of combination correction method is:Wheel acceleration is judged first, idling slide phenomenon is represented when acceleration exceedes certain threshold value than more serious, then fast deep cuts down driving wheel driving torque；If wheel acceleration is not above threshold value, creep speed is judged, when creep speed exceedes threshold value, adjustment by a relatively large margin is carried out to driving torque;Conversely, being determined as normal operational condition.Combination correction method control block diagram as shown in Figure 5（Comprising two bogies, totally four wheel shafts）.
Combination correction method is not algorithmically especially complex, but its reaction speed is fast, and risk is low, is a kind of reliable control method, therefore be widely used in the adhesion control system of domestic and international train.Seek adhesion using modern intelligent control method in external EMUs system to optimize, but the still basis using combination correction method as adhesion control and standby, to ensure train driving safety.
What a kind of presently the most close prior art gave combination correction method implements step and flow, is summarized as follows herein.
System initially gives a torque Te（5000N*m is chosen in text）, acceleration is judged first, if acceleration exceedes threshold value 10.0m/s2, it is determined as the runaway condition that dallies, is controlled with acceleration standard law：Driving torque is first reduced to the 75% of original torque in 50ms and continues 0.45s, torque is dropped into 50%T in 50ms again afterwardseAnd keep 0.95s；Then in 0.5s internal torques by 50%TeIt is raised to 75%TeAnd 0.5s is kept, then torque is raised to initial value in ensuing 1.5s.The size of primary acceleration is now judged again, the runaway condition that dallies then is determined as again more than threshold value, repeats to operate above；It is normal operational condition no more than threshold determination, continues to provide initial moment Te。
If acceleration is not above threshold value, creep rate is judged.Creep rate is less than threshold value 0.01, is determined as that there is provided initial moment for normal operation；Conversely, being determined as skid condition, using creep rate extremum method：Torque is first reduced to the 0.75% of original torque in 50ms and continues 0.45s, then 50%T is down in torque within 50ms timeeAnd 0.45s is kept, then make torque in ensuing 0.5s by 50%TeIt is upgraded to 75%Te.Then creep rate is judged again, then thinks normal if less than threshold value, torque is maintained at 75% Te1s, then recovers torque to 90% T in ensuing 1se, torque is recovered in 1s to initial value;Otherwise then it is determined as skid condition again, repeats aforesaid operations.Creep rate is judged again at the end of operating above, is then determined as normal operational condition less than threshold value there is provided initial moment, otherwise then continues to repeat creep rate extremum method.
Its control method flow is as shown in Figure 6.
But prior art combination correction method has following defect：
One is, in combination correction method, regardless of the degree for dallying/sliding, and the unloading strategy of torque is all changeless, does not account for the wheel rail adhesion state in uninstall process, and this often results in two kinds of consequences：One is that unloading depth is inadequate, and dallying/sliding is not completely suppressed；Two be that unloading depth is excessive, causes the hauling capacity of a locomotive to lose.
Two are, in combination correction method, and only when acceleration or creep rate are less than the threshold value of setting, system can just stop unloading, this will cause to unload the excessive consequence of depth, not only make hauling capacity of a locomotive loss excessive, influence the adhesion utility of locomotive, and cause impact before and after locomotive.
The content of the invention
The present invention provides a kind of idling slide protective control method of locomotive; the unloading depth that the invention can overcome prior art to exist well is excessive; not only make hauling capacity of a locomotive loss excessive, influence the adhesion utility of locomotive, and cause the technical problem of impact before and after locomotive.The invention proposes a kind of new idling slide protective control method of locomotive, significantly reduces the depth of torque unloading while train wheel idling slide is inhibited.
The present invention provides a kind of embodiment of idling slide protective control method of locomotive, comprises the following steps：
Train wheel acceleration is detected in real time
, when acceleration exceedes rotection thresholds, that is, exist
When start unload torque, and in uninstall process constantly search acceleration peak value, that is, exist
When reach peak value, when searching peak value immediately stop unload torque, motor torque rate of change
, train wheel is adhered to be recovered again, train wheel adhesion strength rate of change
；
Wherein,
For the angular speed of train wheel,For the time,
For acceleration rotection thresholds,
The torque of train wheel is put on for motor.
As further embodiment of the present invention, acceleration differential signal is being detected
Process before and after it is further comprising the steps of：
Detecting acceleration differential signal
Before, i.e., before acceleration reaches peak value, acceleration differential signal, train wheel rotation acceleration, which is advanced the speed, to be tapered into；
Detecting acceleration differential signal
Afterwards, i.e., after acceleration reaches peak value, acceleration differential signal
, train wheel rotation acceleration tapers into.
As further embodiment of the present invention, idling slide protective control method of locomotive includes train wheel output torque uninstall process, comprised the following steps：
S01, according to formulaThe acceleration of train wheel is calculated, wherein,
For the wheel angular velocity at k moment,
For the wheel angular velocity at k-1 moment, TsFor the sampling period；
S02, judge train wheel acceleration a whether be more than setting acceleration rotection thresholds
If, a<ag, then terminate；If a >=aG,Then it is transferred to step S03；
S03, into idle running protect unloading step, unloading is exactly to reduce motor output torque, according to formula Δ T=k × (a-ag) each cycle output torque amount to be unloaded is calculated, according to formula Tk=Tk-1- Δ T calculates the motor output torque amount at K moment, wherein, Δ T is output torque discharging quantity, and k is off-loading coefficient, and a is the train wheel acceleration of current detection, agFor acceleration rotection thresholds, TkFor the motor output torque amount at K moment, Tk-1For the motor output torque amount at K-1 moment；
S04, into acceleration peak value detecting step, detect acceleration peak value；
If S05, detecting acceleration peak value, control torque unloading, if being not detected by acceleration peak value, return to step S03.
As further embodiment of the present invention, train wheel output torque unloading step includes the search procedure of acceleration peak value, comprises the following steps：
S11, into idle running protection unloading after, by the acceleration magnitude of current periodIt is set to acceleration peak value, and by peak value searching counter O reset, next cycle enters step S12；
S12, compare current period acceleration magnitudeWithSize, if
, peak value searching counter is added 1, into step S13；If
, then make
, and by peak value searching counter O reset, next cycle enters step S12；
S13, the value for checking peak value searching counter, detect hysteresis cycle n, into step S14 if greater than equal to acceleration peak value；Otherwise, next cycle enters step S12；
S14, using current period as acceleration peak value point,
For the acceleration peak value detected.
As further embodiment of the present invention, acceleration peak value detection hysteresis cycle n is traditionally arranged to be 2 ~ 5.
As further embodiment of the present invention, with regard to the unloading of control torque after acceleration peak value is searched, train wheel idling slide protective control model is exited, the control of the hauling capacity of a locomotive enters wheel to the adhesion shaping modes stage immediately.
By the idling slide protective control method of locomotive described by application embodiment of the present invention,
（1）Algorithm principle is clear, it is easy to understand；Realize that step is simple, amount of calculation is small, be easy to Digital Implementation and engineering to apply.
（2）Torque unloading depth during idle running/slide protective is greatly reduced, so as to reduce the loss and locomotive impact of tractive force.
（3）The best time for stopping unloading is unrelated with acceleration magnitude, is adapted to different degrees of idling slide protective.
Brief description of the drawings
In order to illustrate more clearly about the embodiment of the present invention or technical scheme of the prior art, the accompanying drawing to be used needed for embodiment or description of the prior art will be briefly described below, apparently, drawings in the following description are only some embodiments of the present invention, for those of ordinary skill in the art, on the premise of not paying creative work, other accompanying drawings can also be obtained according to these accompanying drawings.
Fig. 1 is that the background technology hauling capacity of a locomotive is produced and stressing conditions analysis schematic diagram；
Fig. 2 is adhesiveness curve of the background technology locomotive under different rail level states；
Fig. 3 is background technology train wheel idle running formation mechenism schematic diagram；
Fig. 4 is wheel pair idling characteristic of the background technology locomotive under different driving characteristic；
Fig. 5 is background technology combination correction method control principle block diagram；
Fig. 6 is background technology combination correction method program flow diagram；
Fig. 7 is locomotive in idle running protection process motor torque and wheel acceleration change schematic diagram；
Fig. 8 protects oscillogram for the train wheel idle running of prior art combination correction method；
Fig. 9 is idle running/slide protective algorithm schematic diagram of the present invention based on the optimal unloading stop timing；
Figure 10 searches for schematic diagram for the locomotive wheel acceleration peak value of idling slide protective control method of locomotive of the present invention；
Figure 11 is idling slide protective control method of locomotive of the present invention idle running protection system optimizing control flow chart；
Figure 12 protects oscillogram for the train wheel idle running of idling slide protective control method of locomotive of the present invention.
Embodiment
Below in conjunction with the accompanying drawing in the embodiment of the present invention, the technical scheme in the embodiment of the present invention is clearly and completely described, it is clear that described embodiment is only a part of embodiment of the present invention, rather than whole embodiments.Based on the embodiment in the present invention, the every other embodiment that those of ordinary skill in the art are obtained under the premise of creative work is not made belongs to the scope of protection of the invention.
A kind of typical embodiment is the instantiation that idling slide protective control method of locomotive technical scheme proposed by the present invention is applied to HXD1C type AC transmission electric power locomotive adhesion utility control systems.Embodiments of the present invention are specifically told about below in conjunction with theoretical calculation.
Single wheel movement model as shown in Figure 1 can obtain electromechanical movement equation：
Wherein,
It is the hauling capacity of a locomotive,It is radius of wheel,
It is rotary inertia of the conversion to wheel,It is vehicle wheel rotational speed,
It is motor torque.
From above analyzing, the maximum drawbar pull that can be transmitted between wheel track depends on the maximum of current adhesion coefficient, i.e.,
（4）
When locomotive normally accelerates, motor torque increase, creep speed also constantly increases, but because operating point of now adhering is located at the stable region on the highest sticky point left side,
,
, therefore wheel will not dally.After operating point of adhering peaks, the tractive force transmitted between wheel track also reaches maximum, i.e.,
If now continuing to increase motor torque, driving wheel driving moment will be caused
More than the maximum moment that can be transmitted between wheel trackUnderstand that wheel will accelerate to rotate by electromechanical movement equation, and the speed that train is advanced in this course is approximately constant, this causes creep speed increased dramatically, operating point adhere rapidly to the unstable region movement on the right of highest sticky point, so as to destroy the tacky state of wheel track and cause the generation of idle running.Therefore, want to suppress idle running, recover wheel rail adhesion, it is necessary to which the rapid driving wheel driving moment that reduces is motor torque
, to reduce creep speed, adhesion operating point is returned to stable region from range of instability.It can be seen that, occur from idle running to during the entire process of being suppressed, wheel acceleration
It is the very sensitive signal of a change, its change procedure is as shown in Figure 7.
As seen from Figure 7, when idle running occurs, acceleration increased dramatically, when it exceedes the rotection thresholds of slide system default
When, system, which proceeds by idle running protection unloading, reduces motor torque
, because locomotive transmission system is an inertial element, have regular hour delay, acceleration will not immediately reduce and be to continue with increase, but it is advanced the speed and will tapered into, i.e. acceleration differential
And
Constantly reduce；If being now always maintained at unloading, wheel acceleration will appear from a peak value
, i.e.,
；Then acceleration will be gradually reduced, i.e.,, it is changed into slowing down from acceleration until being changed into negative value and finally turning a wheel.
In summary, it can be concluded that the changing rule of acceleration is during idle running protection：
The changing rule of acceleration differential is accordingly：
Due to sliding control algolithm traditional slide system is anti-, the unloading of torque when acceleration or creep rate are less than the threshold value set until just stop, the uninstall action duration is longer, when occurring more serious idle running/slide, often lead to the driving moment before and after dallying/sliding to change very greatly, this not only causes the massive losses of tractive force, reduces adhesion utility, impact before and after locomotive can also be caused, adverse effect is brought to the life-span of machine driven system and ride quality；Simultaneously as losing suddenly for load causes major loop middle dc voltage to steeply rise, a series of problem such as DC over-voltage will be caused.The reason for causing above mentioned problem is to stop uninstall action, to exit and select not good at the time of idle running is protected; it is delayed at the time of being specifically off unloading, therefore, to solve this problem; one must be established first and stops the best time of unloading, followed by finds out this best time.
1. stop the establishment of unloading the best time
Adhesiveness curve under the different rail level states of analysis chart 2, when idle running occurs, wheel rail adhesion is destroyed, and adhesion operating point is in the unstable region on the right of highest sticky point and moved right, and creep rate increase, adhesion strength reduces, i.e.,
Idle running is suppressed, when adhesion recovers again, and adhesion operating point is moved to the left and is most in the stable region on the highest sticky point left side at last, and creep rate reduces, adhesion strength increase, i.e.,
Therefore occur to adhesion to recover again from idle running, the change procedure of adhesion tractive force is
Obviously, in this process,
It is critical point, it shows that adhesion operating point has stopped moving right, and will be moved to the left, and preparation starts to recover adhesion.By critical point
Afterwards, due to
, adhere and start to recover.Due to
After have, adhere and start to recover, so from
Unloading need not be continued from moment.Therefore,
It is off the best time of unloading.
2. stop the derivation of unloading the best time
The analysis shows of upper section, during protection of dallying, if
After have, then
It is off the best time of torque unloading.In actual applications, due to adhesion tractive forceFIt is difficult to detect, therefore this best time can not be directly determined by tractive force, it is necessary to finds method simple and easy to apply.
Above to controlling the analysis of protection process it has already been indicated that during idle running protection, wheel acceleration changing rule is：
And by formula（3）Electromechanical movement equation can be obtained
If obviously at acceleration peak value point, i.e.,
Stop unloading, then due to motor torqueTNo longer change, therefore have：
Now according to formula（8）And
、
, must have
And after acceleration peak value point has been crossed, due to
, by formula（8）, formula（10）Have
So stop if at acceleration peak value point unloading, due to
Shi You
,
After have
, therefore
Place, i.e., when wheel acceleration reaches peak point, be off the best time of torque unloading：Now stop unloading not only feasible, and most preferably.
Based on above-mentioned analysis, technical solution of the present invention proposes following idle running/slide protective control program：Detection wheel acceleration, starts unloading, and the constantly peak value of search acceleration in uninstall process when acceleration exceedes rotection thresholds, stops unloading immediately when searching peak value in real time.The program is as shown in figure 8, for ease of comparing, depict the moment variations situation of traditional unloading scheme simultaneously in figure.
In figure, the solid line on top represents the unloading scheme that this patent is proposed, dotted line represents traditional unloading scheme.As seen from Figure 8, two schemes torque is when acceleration exceedes rotection thresholds（ta）Start unloading；But new departure is when acceleration reaches peak value（tb）Just stop unloading, the fall of torque is △ T2=T0-T2；And traditional scheme is when acceleration is less than rotection thresholds（tc）Just stop unloading, the fall of torque is △ T1=T0-T1；Obviously, △ T2Less than 50% △ T1, it is seen that idle running/slide protective scheme that this patent is proposed has larger superiority in terms of reducing loss of traction, improving adhesion utility.
As shown in Figure 10, the process of train wheel output torque unloading is specifically included：
S01, according to formula
,
For the wheel angular velocity at k moment,
For the wheel angular velocity at k-1 moment, the acceleration of train wheel is calculated, wherein, TsFor the sampling period；
S02, judge train wheel acceleration a whether be more than setting acceleration rotection thresholds
If, a<ag, then terminate；If a >=aG,Then it is transferred to step S03；
S03, into idle running protect unloading step, unloading is exactly to reduce motor output torque, according to formula Δ T=k × (a-ag) each cycle output torque amount to be unloaded is calculated, according to formula Tk=Tk-1- Δ T calculates the motor output torque amount at K moment, wherein, Δ T is output torque discharging quantity, and k is off-loading coefficient, and a is the train wheel acceleration of current detection, agFor acceleration rotection thresholds, TkFor the motor output torque amount at K moment, Tk-1For the motor output torque amount at K-1 moment；
S04, into acceleration peak value detecting step, detect acceleration peak value；
If S05, detecting acceleration peak value, control torque unloading, if being not detected by acceleration peak value, return to step S03.
The step of acceleration peak value is detected includes：
The control algolithm proposed for this patent, at the time of key is that accurate detection wheel acceleration reaches peak value.Control signal is not suitable as because acceleration differential signal noise is larger, therefore can not be passed through
To detect acceleration peak value.It is periodic sampling control system based on slide system antiskid system, this patent detects acceleration peak value point using following steps.
Step S11：Into after idle running protection unloading, by the acceleration magnitude of current period
It is set to acceleration peak value, and by peak value searching counter O reset, next cycle enters step S12.
Step S12：Compare current period acceleration magnitude
With
Size, if
, peak value searching counter is added 1, into step S13；If
, then make, and by peak value searching counter O reset, next cycle enters step S12；
Step S13：The value of peak value searching counter is checked, if greater than equal to n（The constant set in program）, into step S14；Otherwise, next cycle enters step S12；
Step S14：Using current period as acceleration peak value point,
For the acceleration peak value detected.
Acceleration peak value search procedure is as shown in Figure 9.
In figure, t0, tk..., it is sampling instant；tpAt the time of appearance for peak value, tp+nAt the time of for system detectio to peak value, apFor the acceleration peak value detected.As seen from Figure 9, although delayed n cycle at the time of appearance at the time of system detectio is to peak value than peak value, it is used as a kind of preferably embodiment, acceleration peak value detection hysteresis cycle n value is generally 2 ~ 5, but because the slide system antiskid system controlling cycle that microprocessor is controlled is very short, so the delayed loss of traction very little caused herein；Further, since this delayed presence, it can be ensured that after torque unloading stops
, so as to add the reliability of control.
The superiority of the idling slide protective control method of locomotive proposed for checking this patent, it has been applied in HXD1C AC transmission electric power locomotive adhesion utility control systems, and Figure 11 protects waveform for the idle running of collection in worksite.In order to be contrasted, Figure 12 gives the waveform using traditional scheme.Idling slide protective control method of locomotive described in the invention can also be applicable and transplant the idling slide protective control in other rail traffic vehicles.
Figure 11, Figure 12 clearly show that the two idle running degree quite, during whole idle running protection, using the torque fall of new departure less than the 50% of traditional scheme, reflects its huge superiority.
The above is only the preferred embodiment of the present invention; it should be pointed out that for those skilled in the art, under the premise without departing from the principles of the invention; some improvements and modifications can also be made, these improvements and modifications also should be regarded as protection scope of the present invention.
Claims (6)
1. a kind of idling slide protective control method of locomotive, it is characterised in that comprise the following steps：
Train wheel acceleration is detected in real time
, when acceleration exceedes rotection thresholds, that is, existWhen start unload torque, and in uninstall process constantly search acceleration peak value, that is, exist
When reach peak value, when searching peak value immediately stop unload torque, motor torque rate of change
, train wheel is adhered to be recovered again, train wheel adhesion strength rate of change
；
Wherein,
For the angular speed of train wheel,
For the time,
For acceleration rotection thresholds,
The torque of train wheel is put on for motor.
2. a kind of idling slide protective control method of locomotive according to claim 1, it is characterised in that comprise the following steps：
Detecting acceleration differential signal
Before, i.e., before acceleration reaches peak value, acceleration differential signal
, train wheel rotation acceleration, which is advanced the speed, to be tapered into；
Detecting acceleration differential signal
Afterwards, i.e., after acceleration reaches peak value, acceleration differential signal
, train wheel rotation acceleration tapers into.
3. a kind of idling slide protective control method of locomotive according to claim 2, it is characterised in that comprise the following steps：
S01, according to formula
The acceleration of train wheel is calculated, wherein,
For the wheel angular velocity at k moment,
For the wheel angular velocity at k-1 moment, TsFor the sampling period；
S02, judge train wheel acceleration a whether be more than setting acceleration rotection thresholds
If, a<ag, then terminate；If a >=aG,Then it is transferred to step S03；
S03, into idle running protect unloading step, unloading is exactly to reduce motor output torque, according to formula Δ T=k × (a-ag) each cycle output torque amount to be unloaded is calculated, according to formula Tk=Tk-1- Δ T calculates the motor output torque amount at K moment, wherein, Δ T is output torque discharging quantity, and k is off-loading coefficient, and a is the train wheel acceleration of current detection, agFor acceleration rotection thresholds, TkFor the motor output torque amount at K moment, Tk-1For the motor output torque amount at K-1 moment；
S04, into acceleration peak value detecting step, detect acceleration peak value；
If S05, detecting acceleration peak value, control torque unloading, if being not detected by acceleration peak value, return to step S03.
4. a kind of idling slide protective control method of locomotive according to claim 3, it is characterised in that the search procedure of the acceleration peak value comprises the following steps：
S11, into idle running protection unloading after, by the acceleration magnitude of current period
It is set to acceleration peak value, and by peak value searching counter O reset, next cycle enters step S12；
S12, compare current period acceleration magnitudeWithSize, if
, peak value searching counter is added 1, into step S13；If
, then make
, and by peak value searching counter O reset, next cycle enters step S12；
S13, the value for checking peak value searching counter, detect hysteresis cycle n, into step S14 if greater than equal to acceleration peak value；Otherwise, next cycle enters step S12；
S14, using current period as acceleration peak value point,
For the acceleration peak value detected.
5. a kind of idling slide protective control method of locomotive according to claim 4, it is characterised in that described acceleration peak value detection hysteresis cycle n is 2 ~ 5.
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 after acceleration peak value is searched, train wheel idling slide protective control model is exited, the control of the hauling capacity of a locomotive enters wheel to the adhesion shaping modes stage immediately.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 201010160186 CN101830231B (en) | 2010-04-30 | 2010-04-30 | Idling slide protective control method of locomotive |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 201010160186 CN101830231B (en) | 2010-04-30 | 2010-04-30 | Idling slide protective control method of locomotive |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101830231A CN101830231A (en) | 2010-09-15 |
| CN101830231B true CN101830231B (en) | 2012-12-12 |
Family
ID=42714490
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN 201010160186 Active CN101830231B (en) | 2010-04-30 | 2010-04-30 | Idling slide protective control method of locomotive |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN101830231B (en) |
Families Citing this family (23)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102054098B (en) * | 2010-12-15 | 2012-08-15 | 株洲南车时代电气股份有限公司 | Method for simulating slip and slide state of locomotive |
| CN102050122B (en) * | 2010-12-16 | 2012-09-05 | 中国北车集团大连机车车辆有限公司 | Anti-slip control method of locomotive |
| CN103057552B (en) * | 2012-12-13 | 2015-03-11 | 中国铁路总公司 | Sanding control method of engine |
| CN103231714B (en) * | 2013-04-22 | 2015-07-01 | 西南交通大学 | Traction motor on-line monitoring-based electric locomotive idling slippage identification method |
| CN104709295B (en) * | 2013-12-17 | 2017-09-19 | 中车大连电力牵引研发中心有限公司 | Rail vehicle slides control method |
| CN103818391B (en) * | 2014-02-27 | 2015-01-14 | 株洲南车时代电气股份有限公司 | Rapid adhesion control method used for motor train unit |
| CN103895529B (en) * | 2014-04-10 | 2015-11-11 | 南车株洲电力机车研究所有限公司 | A kind of railcar and motor torque restoration methods, system and application system thereof |
| CN104035325B (en) * | 2014-05-23 | 2016-07-27 | 南车株洲电力机车研究所有限公司 | A kind of anti-slide protective Threshold of slide system |
| CN104029688B (en) * | 2014-05-30 | 2016-09-28 | 南车株洲电力机车研究所有限公司 | A kind of wheel pair idling detection method |
| CN104442841B (en) * | 2014-11-03 | 2017-01-18 | 南车株洲电力机车研究所有限公司 | Adhesion control method and system for stably outputting vehicle traction |
| CN106114287B (en) * | 2016-08-27 | 2018-03-06 | 上海交通大学 | A kind of electric automobile antiskid control system and control method |
| CN108407825B (en) * | 2018-03-22 | 2023-08-22 | 宝鸡中车时代工程机械有限公司 | Anti-idle rotation and anti-skid control system for railway engineering vehicle |
| CN108860178A (en) * | 2018-07-12 | 2018-11-23 | 中车株洲电力机车有限公司 | A kind of control method of low-floor tramcar, system and low-floor tramcar |
| CN108791324B (en) * | 2018-07-16 | 2023-06-20 | 湖南工业大学 | Heavy-duty locomotive traction total amount consistency system and control distribution method |
| CN110895631B (en) * | 2018-09-13 | 2023-08-01 | 株洲中车时代电气股份有限公司 | Identification method and system for wheel-rail adhesion characteristics |
| CN112287450B (en) * | 2019-07-09 | 2022-11-08 | 中车株洲电力机车研究所有限公司 | Train transmission control unit characteristic curve evaluation method, device, system and medium |
| CN110450794B (en) * | 2019-08-26 | 2020-06-23 | 西南交通大学 | Optimal adhesion control method based on optimal creep speed searching and tracking |
| CN110979028B (en) * | 2019-12-31 | 2021-05-07 | 厦门金龙联合汽车工业有限公司 | Control method for acceleration limitation of pure electric bus |
| CN113859307B (en) * | 2020-06-30 | 2023-03-14 | 比亚迪股份有限公司 | Vehicle running state detection method and device and vehicle |
| CN111994129B (en) * | 2020-08-19 | 2022-06-28 | 交控科技股份有限公司 | Antiskid control method and system for wheel-rail train |
| CN112406559B (en) * | 2020-11-25 | 2022-07-12 | 中车大连电力牵引研发中心有限公司 | High-power electric locomotive idling rapid recovery control method |
| CN113942399B (en) * | 2021-11-24 | 2023-08-04 | 中车大连机车车辆有限公司 | Control method for inhibiting locomotive from idling at low speed |
| CN115546928B (en) * | 2022-11-25 | 2023-01-31 | 新誉轨道交通科技有限公司 | Vehicle idle sliding identification method, device, equipment and storage medium |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4401035A (en) * | 1980-07-03 | 1983-08-30 | Kansas City Southern Railway Company | Control device for multiple unit locomotive systems |
| CN2673749Y (en) * | 2002-11-22 | 2005-01-26 | 杨中极 | Axle weight adjustable locomotive railway car |
| CN101402368B (en) * | 2008-11-12 | 2011-07-20 | 中国北车股份有限公司大连电力牵引研发中心 | Skidproof preoperation-proof control system of light railway van |
-
2010
- 2010-04-30 CN CN 201010160186 patent/CN101830231B/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| CN101830231A (en) | 2010-09-15 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN101830231B (en) | Idling slide protective control method of locomotive | |
| JP5473020B2 (en) | Electric drive vehicle | |
| JP3323899B2 (en) | Electric car control device | |
| EP2479076A1 (en) | Drive control device | |
| CN112406559B (en) | High-power electric locomotive idling rapid recovery control method | |
| CN106444373A (en) | Safe and efficient operation active adhesion controlling method and system for motor train unit | |
| JP3610850B2 (en) | Hybrid vehicle | |
| CN102941816A (en) | Driving motor torque control method for electric vehicle | |
| CN111731109A (en) | Vehicle motor torque control method and device and vehicle | |
| CN113942399B (en) | Control method for inhibiting locomotive from idling at low speed | |
| JP4621377B2 (en) | Electric vehicle control device | |
| CN104442841A (en) | Adhesion control method and system for stably outputting vehicle traction | |
| JP5643271B2 (en) | Method for detecting occurrence of idling and motor control device | |
| CN104035325B (en) | A kind of anti-slide protective Threshold of slide system | |
| JP2674999B2 (en) | Train drive system | |
| CN102001278A (en) | Hybrid power driving system and control method as well as hybrid car with same | |
| WO2022088175A1 (en) | Vehicle drive control method and apparatus, and vehicle | |
| CN112477620B (en) | Automobile anti-skid protection method | |
| JP4402980B2 (en) | Railway vehicle traction control system | |
| JP4349919B2 (en) | Electric vehicle control device | |
| JP4818244B2 (en) | Electric motor control device and re-adhesion control method | |
| JP7105608B2 (en) | Motor control method and motor control device | |
| CN112874323A (en) | Anti-skid control method for electric automobile | |
| CN102931896B (en) | A kind of automobile-used brshless DC motor bus Current limited Control method and device | |
| JP4549121B2 (en) | Electric vehicle control device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| CP01 | Change in the name or title of a patent holder | ||
| CP01 | Change in the name or title of a patent holder |
Address after: 412000 Hunan Province, Zhuzhou Shifeng District Tian Xin era Road No. 169 Patentee after: ZHUZHOU CRRC TIMES ELECTRIC Co.,Ltd. Address before: 412000 Hunan Province, Zhuzhou Shifeng District Tian Xin era Road No. 169 Patentee before: ZHUZH CSR TIMES ELECTRIC Co.,Ltd. |