CN108791324B - Heavy-duty locomotive traction total amount consistency system and control distribution method - Google Patents
Heavy-duty locomotive traction total amount consistency system and control distribution method Download PDFInfo
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- CN108791324B CN108791324B CN201810774939.1A CN201810774939A CN108791324B CN 108791324 B CN108791324 B CN 108791324B CN 201810774939 A CN201810774939 A CN 201810774939A CN 108791324 B CN108791324 B CN 108791324B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
- B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
- B61C9/48—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension
- B61C9/50—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with motors supported on vehicle frames and driving axles, e.g. axle or nose suspension in bogies
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
- B61C15/14—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels controlling distribution of tractive effort between driving wheels
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- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
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Abstract
The invention belongs to the technical field of self-adaptive control systems, and discloses a system for consistent traction total amount of a heavy-duty locomotive and a control distribution method, wherein a mathematical model of a multi-motor system is established; constructing a sliding mode controller of a Super-Twisting algorithm based on a mathematical model of the multi-motor system, and controlling electromagnetic torque of the multi-motor system; judging the stability of a general second-order Super-twist algorithm by adopting a class quadratic function, and giving out effective convergence time; establishing a locomotive yaw model under the condition that a motor fails; the control distributor is reconfigured based on the locomotive yaw model design to redistribute the electromagnetic torque. The invention fully utilizes the power redundancy of the traction motor to redistribute the power, so as to optimally utilize the traction force generated by the locomotive, and maintain the constant traction force of the locomotive and the power before the motor breaks down in an adjustable limited time; the reliability of a locomotive traction system and the stability and safety of the locomotive during running can be improved.
Description
Technical Field
The invention belongs to the technical field of self-adaptive control systems, and particularly relates to a system and a control distribution method for consistent traction total amount of a heavy-duty locomotive.
Background
Currently, the current state of the art commonly used in the industry is as follows:the safety and reliability of a heavy-duty locomotive are paid attention to, and a motor traction system which is one of the most critical components affecting the safety of the locomotive has a plurality of potential faults due to various complex factors such as changeable environment, etc., for example, the track environment is changed from dry to wet, the adhesion coefficient of the locomotive is changed, and the traction force of the locomotive is changed; the locomotive can generate axle weight transfer in the running process, and the wheel set with the most axle weight reduction firstly generates idle running, so that the traction force of the locomotive is lost.
Once the motor system fails, maintenance processing is impossible in a short time, which may lead to insufficient traction of the locomotive and thus failure of the locomotive to operate normally, and thus may cause great economic loss.
The measures adopted at the present stage are mostly to utilize traction characteristic control to combine with reconnection control to dynamically distribute traction, namely, the traction of the whole vehicle is calculated by a central control unit of an operation vehicle according to traction characteristics and then distributed to each bogie, when one bogie loses traction due to failure, other bogie motors equally divide the lost traction of the bogie under the condition of power enrichment, limit the traction change of the whole vehicle, and adjust the acceleration performance of the whole vehicle within a proper range so as to achieve stable operation. However, in the prior art, it is difficult to ensure that the traction force is completely equally divided, and idle running of the wheel set which does not occur idle running may occur, so that great hidden danger is brought to driving safety.
Therefore, when a motor in the motor traction system fails, how to redistribute the traction motor output so as to maintain constant traction force of the locomotive and the motor before failure in an adjustable limited time, and the problem of ensuring normal and stable operation of the locomotive is urgently needed to be solved.
In summary, the problems of the prior art are:
(1) The locomotive is in a changeable environment, and a plurality of potential faults exist, so that the traction force of the locomotive is changed.
(2) Once the motor system fails, maintenance processing is impossible in a short time, which may lead to insufficient traction of the locomotive and thus failure of the locomotive to operate normally, and thus may cause great economic loss.
(3) The measures adopted at the present stage mostly utilize traction characteristic control and reconnection control to dynamically distribute traction force, and it is difficult to ensure that the traction force is completely equally distributed.
Difficulty and meaning for solving the technical problems:in the prior art, the traction force is difficult to be completely equally divided, and the idle running of the wheel set which does not occur is possibly caused, so that great hidden danger is brought to driving safety.
Disclosure of Invention
Aiming at the problems existing in the prior art, the invention provides a system for consistent traction total amount of a heavy-duty locomotive and a control distribution method.
The invention is realized by a locomotive traction total control method which converts total constant into a problem of convergence in a limited time of an error system,
t in em For the total output torque of m motors, T e * The torque is given to the driver handle.
Further, the locomotive traction total amount control method includes:
step one, establishing a mathematical model of a multi-motor system;
constructing a sliding mode controller of a Super-Twisting algorithm based on a mathematical model of the multi-motor system, and controlling electromagnetic torque of the multi-motor system;
judging the stability of a general second-order Super-twist algorithm by adopting a quasi-quadratic function, and giving out effective convergence time;
step four, establishing a locomotive yaw model under the condition that a motor fails;
and fifthly, a reconstruction control distributor is designed based on the locomotive yaw model, and electromagnetic torque is redistributed.
Further, the mathematical model of the multi-motor system in the first step is as follows;
wherein: r is R m The stator resistance of the motor is the m-th motor; u (u) rm ＝u dm +ju qm Is a stator voltage space vector; omega em Is the electrical angular velocity; i.e rm ＝i dm +ji qm Is a stator current space vector; psi phi type rm ＝ψ dm +jψ qm Is a stator flux linkage space vector; psi phi type fm Is a permanent magnet flux linkage; l (L) rm Is a stator inductance; t (T) em Is electromagnetic torque; p is p 0m Is the pole pair number of the motor.
Further, a sliding mode controller of a Super-Twisting algorithm is constructed based on a mathematical model of the multi-motor system in the second step, and electromagnetic torque of the multi-motor system is controlled; q-axis reference voltage
The torque controller model designed at present is:
in the middle of
Defined as torque deviation, where T e * Is the actual value, T e For measuring values, < >>
For q-axis reference voltage, u sq Is input to the controller.
Further, the general second order Super-Twisting algorithm in the third step has the expression:
wherein x and y are respectively input and output variables of the controller, and alpha and beta are gain coefficients.
Further, in the fourth step, a locomotive yaw model under the condition that a motor fails is established;
wherein m is the mass of the traction locomotive, alpha is the sideslip angle, gamma is the yaw rate, V is the wheel set speed, I z For yaw moment of inertia, t r For the axial length between locomotive wheelsets, l a 、l b F is the distance between the front and rear wheel pairs and the center of gravity of the locomotive xi To the traction force exerted by the wheels when sideslip occurs, F yi Is the lateral force generated when sideslip occurs.
In the fifth step, a reconstruction control distributor is designed based on a locomotive yaw model, and electromagnetic torque is redistributed;
min{μ||w u (u-u d )|| 2 +(1-μ)||w v (Bu-v)|| 2 }；
the control allocation problem is converted into
u＝(F x1 ,F x2 ,F x3 ,F x4 ) T Traction force required to be distributed for each motor, and u meets constraint condition u min ＜u＜u max ，w u ,w v Respectively traction force F xi And a weighting matrix of yaw moment M;
wherein the method comprises the steps of
And obtaining traction force after the motor faults are reconstructed according to a weighted least square control distribution method, and obtaining the torque required to be distributed by each motor through a conversion relation between the traction force and the electromagnetic torque.
Further, the reconfiguration control dispenser includes the steps of:
step one, an upper control system generates a desired total control pseudo instruction and transmits the desired total control pseudo instruction to a control distribution module of a middle layer;
step two, after receiving the instruction, the control distribution module starts to design a control distribution law and then outputs the control distribution law to an actuator at the lower layer;
and thirdly, when the actuator fails, the reconstruction control is completed by utilizing the control rate designed by the middle layer before the failure.
Another object of the present invention is to provide a heavy-duty locomotive traction total amount consistency system applying the locomotive traction total amount control method, the heavy-duty locomotive traction total amount consistency system being provided with:
the first permanent magnet synchronous traction motor, the second permanent magnet synchronous traction motor, the third permanent magnet synchronous traction motor and the fourth permanent magnet synchronous traction motor;
the first permanent magnet synchronous traction motor, the second permanent magnet synchronous traction motor, the third permanent magnet synchronous traction motor and the fourth permanent magnet synchronous traction motor respectively and independently control a first independent rotating wheel, a second independent rotating wheel, a third independent rotating wheel and a fourth independent rotating wheel;
the first torque sensor, the second torque sensor, the third torque sensor and the fourth torque sensor are used for acquiring torque information of each motor in real time;
the yaw controller is positioned at the gravity center of the locomotive and is connected with the yaw controller for controlling the yaw of the locomotive;
the reconfiguration control distributor is respectively connected with the first torque sensor, the second torque sensor, the third torque sensor, the fourth torque sensor and the yaw controller and is used for redistributing traction force when the locomotive fails;
the adder adds the data measured by the first torque sensor, the second torque sensor, the third torque sensor and the fourth torque sensor to obtain the total output torque.
It is another object of the present invention to provide a heavy-duty locomotive employing the locomotive traction amount control method.
In summary, the invention has the advantages and positive effects that:aiming at the problem that the locomotive is sideslip due to traction motor failure in the driving process, the emergency of the traction motor failure is solved in real time through the reconfiguration controller, the power redundancy is fully utilized, the power redistribution is carried out, the traction force generated by the motor can be optimally utilized, the locomotive traction force is kept constant in expected time and before failure, and the stability and the reliability of a traction system are improved.
Drawings
FIG. 1 is a schematic diagram of a system for maintaining a consistent traction level of a heavy-duty locomotive in accordance with an embodiment of the present invention;
in the figure: 1. a first permanent magnet synchronous traction motor; 2. a second permanent magnet synchronous traction motor; 3. a third permanent magnet synchronous traction motor; 4. a fourth permanent magnet synchronous traction motor; 5. a first independently rotatable wheel; 6. a second independently rotatable wheel; 7. a third independently rotatable wheel; 8. a fourth independently rotating wheel; 9. a first torque sensor; 10. a second torque sensor; 11. a third torque sensor; 12. a fourth torque sensor; 13. a reconstitution control dispenser; 14. a yaw controller; 15. an adder.
FIG. 2 is a control block diagram of a locomotive traction total control method based on weighted least squares control distribution provided by an embodiment of the present invention.
FIG. 3 is a graph of torque variation for a multiple motor system during a locomotive start-up to normal operation provided by an embodiment of the present invention.
FIG. 4 is a diagram of torque variation of a multi-motor system during normal operation of a locomotive to failure reconfiguration according to an embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the following examples in order to make the objects, technical solutions and advantages of the present invention more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.
The invention fully utilizes the power redundancy to redistribute the power so as to optimize the traction force generated by the motor, maintain the constant traction force of the locomotive in expected time and before failure, and improve the stability and reliability of the traction system.
The principle of application of the invention is described in detail below with reference to the accompanying drawings.
As shown in fig. 1, the traction total amount consistency system of the heavy-duty locomotive provided by the embodiment of the invention comprises: the first permanent magnet synchronous traction motor 1, the second permanent magnet synchronous traction motor 2, the third permanent magnet synchronous traction motor 3, the fourth permanent magnet synchronous traction motor 4, the first independent rotating wheel 5, the second independent rotating wheel 6, the third independent rotating wheel 7, the fourth independent rotating wheel 8, the first torque sensor 9, the second torque sensor 10, the third torque sensor 11, the fourth torque sensor 12, the reconstruction control distributor 13, the yaw controller 14 and the adder 15.
The first permanent magnet synchronous traction motor 1, the second permanent magnet synchronous traction motor 2, the third permanent magnet synchronous traction motor 3 and the fourth permanent magnet synchronous traction motor 4 respectively and independently control a first independent rotary wheel 5, a second independent rotary wheel 6, a third independent rotary wheel 7 and a fourth independent rotary wheel 8;
the first torque sensor 9, the second torque sensor 10, the third torque sensor 11 and the fourth torque sensor 12 acquire torque information of each motor in real time;
the yaw controller 14 is positioned at the center of gravity of the locomotive and is connected with the yaw controller 14 for controlling the yaw of the locomotive;
the reconfiguration control distributor 13 is respectively connected with the first torque sensor 9, the second torque sensor 10, the third torque sensor 11, the fourth torque sensor 12 and the yaw controller 14 and is used for redistributing traction force when the locomotive fails;
the adder 15 adds the data measured by the first torque sensor 9, the second torque sensor 10, the third torque sensor 11, and the fourth torque sensor 12 to obtain a total output torque.
The principle of application of the invention is further described below with reference to the accompanying drawings.
As shown in fig. 2, the locomotive traction total amount control method based on weighted least square control distribution provided by the embodiment of the invention comprises the following steps:
step 1), establishing a mathematical model of a multi-motor system;
wherein: r is R m The stator resistance of the motor is the m-th motor; u (u) rm ＝u dm +ju qm Is a stator voltage space vector; omega em Is the electrical angular velocity; i.e rm ＝i dm +ji qm Is a stator current space vector; psi phi type rm ＝ψ dm +jψ qm Is a stator flux linkage space vector; psi phi type fm Is a permanent magnet flux linkage; l (L) rm Is a stator inductance; t (T) em Is electromagnetic torque; p is p 0m Is the pole pair number of the motor.
Let the permanent magnet flux linkage ψ be assumed fm Can be pushed out without change
Step 2), constructing a sliding mode controller of a Super-Twisting algorithm based on a mathematical model of the multi-motor system, and controlling electromagnetic torque of the multi-motor system;
in the middle of
Defined as transferMoment deviation, wherein T e * Is the actual value, T e Is a measurement.
The general second order Super-Twisting algorithm described in step 3) has the expression:
the stability for the general second order Super-twist algorithm proved as follows:
order the
So A is a Hurwitz matrix, and for any positive definite symmetric matrix Q, there must be a positive definite symmetric matrix P, satisfying A T P+pa= -Q, taking into account the quadratic function V (x, y) =ζ T Pζ as an alternative Lyapunov function, where
V (x, y) is a continuous positive function and is radially unbounded.
Wherein V satisfies
Due to
Can get +.>
When (when)
When v=0, the system can converge to the origin.
Step 4), establishing a locomotive yaw model under the condition that a motor fails;
wherein m is the mass of the traction locomotive, alpha is the sideslip angle, gamma is the yaw rate, V is the wheel set speed, I z For yaw moment of inertia, t r For the axial length between locomotive wheelsets, l a 、l b F is the distance between the front and rear wheel pairs and the center of gravity of the locomotive xi To the traction force exerted by the wheels when sideslip occurs, F yi Is the lateral force generated when sideslip occurs.
Step 5), a reconstruction control distributor is designed based on a locomotive yaw model, and electromagnetic torque is redistributed;
when a motor fails, the linear model is that
K is the efficiency matrix of the actuator, representing the effective level of the motor, k=diag { K 1 ,k 2 ,k 3 ,k 4 }；
For the ith motor, k i =0 indicates that the motor is completely disabled and traction is provided by the other motors; k is 0 < k i < 1 indicates that the motor is partially disabled, the motor distributes partial traction, and the small part is compensated by other motors; k (k) i =1 indicates that the motors are operating normally, and all motors reasonably share traction. As long as the K matrix is known, i.e. if the state of the motor is known as normal, the problem of how to distribute redundancy to the traction force can be solved by a control distribution algorithm based on weighted least squares.
The control allocation algorithm based on the weighted least squares method is as follows:
min{μ||w u (u-u d )|| 2 +(1-μ)||w v (Bu-v)|| 2 }；
the final control allocation problem can be translated into
u＝(F x1 ,F x2 ,F x3 ,F x4 ) T Traction force required to be distributed for each motor, and u meets constraint condition u min ＜u＜u max ，w u ,w v Respectively traction force F xi And a weight matrix of yaw moment M.
Wherein the method comprises the steps of
The traction force after the motor faults are reconstructed can be obtained according to the weighted least square control distribution method, and then the torque required to be distributed by each motor is obtained through the conversion relation between the traction force and the electromagnetic torque. So that the total torque remains consistent with the total torque before failure.
The application effect of the present invention will be described in detail with reference to experiments.
In order to verify the availability and accuracy of a locomotive traction total amount control method, namely a system, based on weighted least squares control distribution, the method and the system are verified by combining an embodiment:
the initial torque is given to be 1.5N.m as the motor reference torque, and p is calculated in the simulation 0 ＝4，R s1 ＝2.2Ω，L s1 ＝8.8mH，ψ f1 ＝0.174Wb，J 1 ＝0.0007，R s1 ＝2.3Ω，L s1 ＝8.5mH，ψ f1 ＝0.176Wb，J 1 ＝0.0006，R s1 ＝2.4Ω，L s1 ＝8.7mH，ψ f1 ＝0.175Wb，J 1 ＝0.0005，R s1 ＝2.5Ω，L s1 ＝8.6mH，ψ f1 ＝0.173Wb，J 1 =0.0008. And verifying the control effect of the designed reconstruction control distributor when the motor fails.
FIG. 3 shows that the motor output torque of each of the motors 1,2,3,4 varies from 0 to 1.5N.m from start to normal operation, the total output torque
Fig. 4 shows that when motor 1 fails at t0.8s, the output torque varies from 1.5n.m to 1.05n.m, at which time the reconstruction controller redistributes the output torque according to a weighted least squares algorithm, and the output torque of motors 2,3,4 varies from 1.5n.m to 1.65n.m to ensure that the total output torque is unchanged.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the invention.
Claims (4)
1. Locomotive traction total amount control methodThe method is characterized in that the locomotive traction total control method converts the constant total amount into the problem of convergence in the limited time of an error system,
t in em For the total output torque of m motors, T e * Giving torque to the control handle;
the locomotive traction total amount control method comprises the following steps:
step one, establishing a mathematical model of a multi-motor system;
wherein: r is R m The stator resistance of the motor is the m-th motor; u (u) rm ＝u dm +ju qm Is a stator voltage space vector; omega em Is the electrical angular velocity; i.e rm ＝i dm +ji qm Is a stator current space vector; psi phi type rm ＝ψ dm +jψ qm Is a stator flux linkage space vector; psi phi type fm Is a permanent magnet flux linkage; l (L) rm Is a stator inductance; t (T) em Is electromagnetic torque; p is p 0m The pole pair number of the motor is;
constructing a sliding mode controller of a Super-Twisting algorithm based on a mathematical model of the multi-motor system, and controlling electromagnetic torque of the multi-motor system;
in the middle of
Defined as torque deviation, where T e * Is the actual value, T e Is a measured value;
judging the stability of a general second-order Super-twist algorithm by adopting a quasi-quadratic function, and giving out effective convergence time;
the general expression of the second order Super-twist algorithm is:
step four, establishing a locomotive yaw model under the condition that a motor fails;
wherein m is the mass of the traction locomotive, alpha is the sideslip angle, gamma is the yaw rate, V is the wheel set speed, I z For yaw moment of inertia, t r For the axial length between locomotive wheelsets, l a 、l b F is the distance between the front and rear wheel pairs and the center of gravity of the locomotive xi To the traction force exerted by the wheels when sideslip occurs, F yi Lateral force generated when sideslip occurs;
fifthly, a reconstruction control distributor is designed based on a locomotive yaw model, and electromagnetic torque is redistributed;
min{μ||w u (u-u d )|| 2 +(1-μ)||w v (Bu-v)|| 2 }；
the control allocation problem is converted into
u＝(F x1 ,F x2 ,F x3 ,F x4 ) T Traction force required to be distributed for each motor, and u meets constraint condition u min ＜u＜u max ，w u ,w v Respectively traction force F xi And a weighting matrix of yaw moment M;
wherein the method comprises the steps of
And obtaining traction force after the motor faults are reconstructed according to a weighted least square control distribution method, and obtaining the torque required to be distributed by each motor through a conversion relation between the traction force and the electromagnetic torque.
2. The locomotive traction total control method of claim 1, wherein the reconfiguration control allocator comprises the steps of:
step one, an upper control system generates a desired total control pseudo instruction and transmits the desired total control pseudo instruction to a control distribution module of a middle layer;
step two, after receiving the instruction, the control distribution module starts to design a control distribution law and then outputs the control distribution law to an actuator at the lower layer;
and thirdly, when the actuator fails, the reconstruction control is completed by utilizing the control rate designed by the middle layer before the failure.
3. A heavy-duty locomotive traction total amount coincidence system applying the locomotive traction total amount control method of claim 1, characterized in that the heavy-duty locomotive traction total amount coincidence system is provided with:
the first permanent magnet synchronous traction motor, the second permanent magnet synchronous traction motor, the third permanent magnet synchronous traction motor and the fourth permanent magnet synchronous traction motor;
the first permanent magnet synchronous traction motor, the second permanent magnet synchronous traction motor, the third permanent magnet synchronous traction motor and the fourth permanent magnet synchronous traction motor respectively and independently control a first independent rotating wheel, a second independent rotating wheel, a third independent rotating wheel and a fourth independent rotating wheel;
the first torque sensor, the second torque sensor, the third torque sensor and the fourth torque sensor are used for acquiring torque information of each motor in real time;
the yaw controller is positioned at the gravity center of the locomotive and is connected with the yaw controller for controlling the yaw of the locomotive;
the reconfiguration control distributor is respectively connected with the first torque sensor, the second torque sensor, the third torque sensor, the fourth torque sensor and the yaw controller and is used for redistributing traction force when the locomotive fails;
the adder adds the data measured by the first torque sensor, the second torque sensor, the third torque sensor and the fourth torque sensor to obtain the total output torque.
4. A heavy-duty locomotive employing the locomotive traction power aggregate control method of any one of claims 1-2.
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