CN109693653B - Locomotive wheel axle anti-skid protection control method - Google Patents

Locomotive wheel axle anti-skid protection control method Download PDF

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CN109693653B
CN109693653B CN201811457672.XA CN201811457672A CN109693653B CN 109693653 B CN109693653 B CN 109693653B CN 201811457672 A CN201811457672 A CN 201811457672A CN 109693653 B CN109693653 B CN 109693653B
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speed
locomotive
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wheel diameter
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CN109693653A (en
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崔浪
刘楠虎
梁小强
王建辉
鲍晓龙
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XI'AN XIANGXUN TECHNOLOGY CO LTD
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
    • B60T8/1705—Braking or traction control means specially adapted for particular types of vehicles for rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H11/00—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types
    • B61H11/06—Applications or arrangements of braking or retarding apparatus not otherwise provided for; Combinations of apparatus of different kinds or types of hydrostatic, hydrodynamic, or aerodynamic brakes
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F17/00—Digital computing or data processing equipment or methods, specially adapted for specific functions
    • G06F17/10—Complex mathematical operations

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Abstract

The invention provides a locomotive wheel axle anti-skid protection control method, which enables input parameters of a WSP model to be more direct, efficient and sensitive. The method comprises the following steps: 1) speed acquisition: calculating a pre-compensation speed in advance by using pulse acquisition, wheel diameter and tooth number of a speed sensor, wherein a correction coefficient is required to be updated in real time and is related to the compensation speed of a previous calculation period; 2) and (3) calculating the speed: calculating speed related variables such as speed reference, speed difference and slip ratio; 3) WSP output control: and (3) performing anti-skid judgment by using the slip rate and the speed difference, correspondingly selecting different sliding grades, and further performing operations such as pressure charging, pressure maintaining, pressure discharging and the like to complete air braking on the wheel shaft of the locomotive.

Description

Locomotive wheel axle anti-skid protection control method
Technical Field
The invention relates to a locomotive wheel shaft antiskid protection control method.
Background
China has rail transportation developing more and more quickly, and high-speed railways, subways, rail buses and the like play a great role in vascular transportation in the process of urbanization. With the gradual increase of the operation speed, the operation pressure is higher and higher, and especially the requirement on the braking capability is higher and higher. Acceleration is the improvement of service comfort, and deceleration is the guarantee of safety and reliability. The braking is the core of the deceleration system, i.e. the most important condition for ensuring the safety of rail transportation, and must be reliable and effective.
Further, the brake operation is implemented, and the antiskid protection is used as the core function of the brake system. In the deceleration process, the antiskid protection is required to be in an opening state all the time, and the deceleration distance of the wheel rail is a safe life line.
The braking system of the rail-bound locomotive is driven by a wheel axle and is conventionalThe speed sampling provided by the WSP anti-skid protection model is the pulse number N acquired by the speed sensor, and a formula is used
Figure BDA0001888061670000011
And (4) calculating. The calculation mode is direct and convenient, but can not change along with the change of the wheel diameter, and the precision is lower when the speed is higher. Meanwhile, when the method is used, a fixed sectional type has to be adopted during antiskid judgment, and a linear method is used for calculating a speed difference threshold value within the speed range of each section, so that the operation is simplified, and the antiskid efficiency is low. In addition, the method considers the speed difference more, but ignores the influence of the speed change speed on the braking force stability. The defects of the old model are fundamentally caused by simplification of the mathematical model, and although the program operation is convenient, the accuracy and the error compensation are lacked, so that the braking performance cannot be improved to a higher level when the brake is applied.
Disclosure of Invention
In order to meet the requirements of high sensitivity and high anti-skid performance, the invention provides a novel locomotive wheel axle anti-skid protection control method, and the input parameters of the WSP model are more direct, more efficient and more sensitive by combining with actual requirements.
The invention is based on a conventional WSP anti-skid protection model, and input parameters of the model are as follows: the speed reference, speed differential, and slip rate are all processed by a new mathematical model. The processed parameters are more beneficial to the judgment and control of skid resistance for the WSP anti-skid protection model. The specific technical scheme is as follows:
a locomotive wheel shaft antiskid protection control method comprises the following steps:
1) velocity acquisition
Collecting speed pulse signals of a speed sensor, recording the speed pulse signals as TIME, acquiring the wheel diameter W and the tooth number Z, and adding a correction coefficient K1Compensating for the front velocity
Figure BDA0001888061670000012
The correction coefficient K1Participating in the subsequent wheel diameter compensation so that the processed speed value on each locomotive wheel shaft will be equal to the wheel diameter WIrrelevant;
2) velocity calculation
2.1) calculating the speed VD after wheel diameter compensation
Will compensate for the front velocity V by a trigonometric functionCConverting into angular velocity, then eliminating the influence of wheel diameter difference on the velocity through polynomial genetic correction, and finally obtaining the velocity V after wheel diameter compensationD；
2.2) calculating the speed difference Δ VDAnd deceleration aD
Obtaining the compensated speed of other axles of the locomotive and the wheel diameter compensated speed V of the wheel axle of the target locomotiveDCarrying out comprehensive average to obtain a speed average value
Figure BDA0001888061670000021
Then 1/2 filtering is carried out, and the speed difference delta V is obtained through calculationDComprises the following steps:
Figure BDA0001888061670000022
wherein, the variable with the corner mark represents the last calculation result;
further obtaining the deceleration aDComprises the following steps:
Figure BDA0001888061670000023
2.3) calculating slip ratio S
Calculating a weighted average velocity V from the velocities of the axles of the locomotiveW；
Calculating to obtain the slip rate
Figure BDA0001888061670000024
3) WSP output control
Will decelerate aDAnd the slip ratio S is used as two judgment variables to jointly combine to generate a corresponding sliding grade, form a corresponding sliding control command and send the corresponding sliding control command to the brake control device.
Based on the above scheme, the invention further optimizes as follows:
in the step 1), the first step is carried out,
Figure BDA0001888061670000025
wherein the variable VC' denotes the speed value calculated in the last antiskid determination period.
The genetic correction through a polynomial in the link 2.1) is specifically as follows: setting a second order matrix a ═ a [0 ═ a] A[1]]，
Figure BDA0001888061670000026
Figure BDA0001888061670000027
And C ═ C [ 0%] C[1]]，
Figure BDA0001888061670000028
Jointly form a second-order compensation polynomial, and obtain a compensation result after mixed operation
Figure BDA0001888061670000029
Wherein:
Figure BDA0001888061670000031
Figure BDA0001888061670000032
Figure BDA0001888061670000033
Figure BDA0001888061670000034
Figure BDA0001888061670000035
variables with angle marks therein (relating to V)C', X') denote values calculated in the last antiskid determination period; k2The method is an empirical value simulated by mathematical simulation, a critical trigonometric function value is represented, and angular speed is balanced;
1/2 filtering the compensation result X, and calculating to obtain the final wheel diameter compensated speed VD:
Figure BDA0001888061670000036
in link 2.2), the average speed value is obtained by comprehensive averaging
Figure BDA0001888061670000037
The method comprises the following steps:
other shaft speeds are denoted Vj *After summing, a maximum value is removed, the sum is averaged with the speed VD after the wheel diameter compensation of the target locomotive wheel shaft, and the speed average value is calculated according to the following formula
Figure BDA0001888061670000038
Figure BDA0001888061670000039
Where N represents the number of shaft speeds that are participating in the average in total.
Link 2.3), the weighted average velocity VWCalculated according to the following formula:
Figure BDA00018880616700000310
wherein WGHT is a weight counter:
Figure BDA0001888061670000041
and for the slip rate S calculated in the link 2.3), 1/2 filtering operation can be performed again.
Correspondingly, the invention also provides a storage device, wherein a plurality of instructions are stored, and the instructions are suitable for being loaded by a processor and executed in sequence to realize the steps 2) to 3) in the locomotive wheel axle anti-skid protection control method.
Correspondingly, the invention further provides a terminal, which comprises a processor and a storage device, wherein the storage device stores a plurality of instructions, and the instructions are suitable for being loaded by the processor and sequentially executed to realize the steps 2) to 3) in the locomotive wheel axle anti-skid protection control method.
The invention has the following advantages:
the invention provides a second-order matrix polynomial algorithm model based on a mathematical algorithm model of WSP (Wireless sensor protocol) antiskid protection control by taking speed sampling as input to complete wheel diameter compensation, and provides a multi-axis speed average algorithm to obtain more effective speed difference and slip rate. According to the invention, more accurate, sensitive and stable speed related variables can be calculated, and further, the anti-skid judgment and the anti-skid control output can be more accurately carried out in the WSP anti-skid protection module.
With the improvement of hardware technology, the operation speed of the method can meet the requirement, the calculation mode is more precise, and the calculation result is more efficient.
Drawings
Fig. 1 is a schematic diagram of the present invention.
Detailed Description
The invention is described in detail below with reference to the figures and examples.
The locomotive wheel axle antiskid protection algorithm model is a closed-loop control model and comprises a speed acquisition module, a speed calculation module and a WSP output control module. As shown in fig. 1:
the speed acquisition module calculates a speed before compensation in advance by using pulse acquisition, wheel diameter and tooth number of the speed sensor, wherein the correction coefficient is required to be updated in real time and is related to the compensation speed of the previous calculation period.
The speed calculation module is the core of the invention, and correspondingly calculates the core variable through a mathematical model: the speed reference, speed differential, and slip rate are then transmitted to the WSP output control module.
And the WSP output control module is used for judging the skid resistance by using the slip ratio and the speed difference, correspondingly selecting different sliding grades, and further executing the operations of pressurizing, maintaining pressure, discharging pressure and the like to complete the air braking of the locomotive wheel shaft.
The concrete description is as follows:
1. a speed acquisition module:
and inputting the speed pulse acquired by the speed sensor, recording the speed pulse as TIME, and converting the speed pulse into standard unit seconds according to different pulse acquisition standards. The wheel diameter W and the tooth number Z CAN be obtained through CAN transmission from the upper level, and because the wheel shaft abrasion degrees are different, the wheel diameter value needs to be calculated and updated, so the invention tries to add a correction coefficient K1And performing wheel diameter compensation so that the processed speed signal on each axle will be independent of the wheel diameter value. The subsequent speed difference determination method will be more accurate and the difference in wheel diameter will not affect the level of detection. The specific calculation method is as follows:
calculating the pre-compensation velocity
Figure BDA0001888061670000051
Wherein
Figure BDA0001888061670000052
Wherein the variable VC' denotes the speed value calculated in the last antiskid determination period.
Acquiring and calculating to obtain the speed V before compensationC. The following need is for the pre-compensation velocity VCAnd processing the speed of other vehicles at the same time transmitted by the CAN to obtain key judgment variables such as speed difference, deceleration and slip rate.
2. A speed calculation module:
1) calculating a velocity reference VD：
The wheel diameter compensation is needed, the compensation method is to convert the linear velocity into the angular velocity through a trigonometric function, then eliminate the influence of the wheel diameter difference on the velocity through polynomial genetic correction, and finally obtain the velocity V after the wheel diameter compensationDI.e. the speed reference value, the specific calculation method is as follows:
considering the use of second-order protection, a second-order matrix a ═ a [0 ] is set] A[1]]，
Figure BDA0001888061670000053
And C ═ C [ 0%] C[1]]，
Figure BDA0001888061670000054
Jointly form a second-order compensation polynomial, and a compensation result is obtained after mixed operation:
Figure BDA0001888061670000055
the detailed description proceeds with respect to each element,
Figure BDA0001888061670000056
Figure BDA0001888061670000061
Figure BDA0001888061670000062
Figure BDA0001888061670000063
Figure BDA0001888061670000064
with variable added in the upper right corner single quotation marks (relating to V)C', X') indicates the calculation in the last antiskid determination periodThe value of (c).
Wherein for increased accuracy, the order of X is increased to more than 100, where K2707, a critical trigonometric value is indicated, balancing angular velocity, where K2Is an empirical value simulated by mathematical simulation.
The X thus calculated is a value after one wheel diameter compensation, the final compensation speed can be obtained by removing 100 times of precision conversion and further filtering, and the filtering degree can be selected from 1/2:
Figure BDA0001888061670000065
by such a compensation operation, the calculated speed can be made to be free from the influence of the wheel diameter loss, and the deceleration and the slip ratio can be calculated more accurately thereafter.
2) Calculating the speed difference DeltaVDAnd deceleration aD：
The speed difference should not use the shaft speed difference of a single frame control structure, so the error rate is calculated too much. The difference between the average speed of multiple or multi-axle trains of the whole train and the currently calculated reference speed should be used, so that the antiskid judgment of the whole train can be discussed integrally to prevent misjudgment.
The other shaft speeds transmitted via the CAN are denoted here as Vj *Then, the maximum value is removed, and the average value is integrated with the reference speed to obtain a latest average value of speeds
Figure BDA0001888061670000066
The specific calculation is as follows:
Figure BDA0001888061670000067
where N represents a total of N shaft speeds.
Then 1/2 filtering is performed, resulting in a speed difference of:
Figure BDA0001888061670000068
and increasing a corner mark to represent the last calculation result, wherein the result is more stable when PI regulation is performed.
At the same time, the value of deceleration is also known:
Figure BDA0001888061670000071
since the sampling time is fixed, the deceleration can directly use the difference in the speed difference as a calculated value, which is a key variable for determining skid resistance.
3) Calculating the slip ratio S:
first, a variable that more reflects the limit speed needs to be calculated, the weighted average speed VW：
Figure BDA0001888061670000072
The WGHT is a weight counter, and is aimed at reasonably selecting the maximum speed without causing a misjudgment due to excessive fluctuation. The change is calculated as follows:
Figure BDA0001888061670000073
after the weighted average speed is obtained, the slip rate can be continuously calculated:
Figure BDA0001888061670000074
here, the 1/2 filtering operation may be performed again, specifically, if the requirement for the running speed is high, the filtering operation may not be performed again.
3. The WSP output control module:
the WSP control output module is mainly used for judging the calculated variables to carry out anti-skid protection according to a certain judging method. According to the calculation mode, the percentage is used as a judgment basis, and the method is more sensitive and stable.
The slip ratio S may be used as one of the determinations, and the deceleration may be used as another determination variable. And the corresponding sliding grades, namely corresponding sliding control commands, are generated by combining the sliding grades together and then transmitted to an air brake control device to perform corresponding pressure charging, pressure maintaining and pressure discharging operations, so that the concrete implementation of sliding protection is completed.
Taking a 4-motor 2-to-6 marshalling car for a certain type B subway as an example, the judgment combination of the braking judgment slip rate and the deceleration value range is shown in the following table:
Figure BDA0001888061670000075
Figure BDA0001888061670000081
wherein the threshold value may be set according to the corresponding speed requirement of the locomotive, typically S ranges from 15% to 20%, to maintain optimal adhesion. a isDIs not more than 2m/s2All can be used.
So far, a clear algorithm model is provided for the final antiskid protection judgment. Wherein, the calculation of the speed difference and the calculation of the slip ratio are the optimal solutions derived by a mathematical model. By using the calculation result of the model, the sensitivity of the antiskid judgment result can be improved, so that the antiskid protection is more efficient and safer.

Claims (4)

1. The anti-skid protection control method for the locomotive wheel shaft is characterized by comprising the following steps:
1) velocity acquisition
Collecting speed pulse signals of a speed sensor, recording the speed pulse signals as TIME, acquiring the wheel diameter W and the tooth number Z, and adding a correction coefficient K1Compensating for the front velocity
Figure FDA0002685642130000011
The correction coefficient K1Participating in subsequent wheel diameter compensationThe speed value processed on each locomotive wheel shaft is independent of the wheel diameter W;
2) velocity calculation
2.1) calculating the speed V after wheel diameter compensationD
Will compensate for the front velocity V by a trigonometric functionCConverting into angular velocity, then eliminating the influence of wheel diameter difference on the velocity through polynomial genetic correction, and finally obtaining the velocity V after wheel diameter compensationD；
2.2) calculating the speed difference Δ VDAnd deceleration aD
Obtaining the compensated speed of other axles of the locomotive and the wheel diameter compensated speed V of the wheel axle of the target locomotiveDCarrying out comprehensive average to obtain a speed average value
Figure FDA0002685642130000012
Then 1/2 filtering is carried out, and the speed difference delta V is obtained through calculationDComprises the following steps:
Figure FDA0002685642130000013
wherein the variable Δ VD' represents the last calculation;
further obtaining the deceleration aDComprises the following steps:
Figure FDA0002685642130000014
2.3) calculating slip ratio S
Calculating a weighted average velocity V from the velocities of the axles of the locomotiveW；
Calculating to obtain the slip rate
Figure FDA0002685642130000015
3) WSP output control
Will decelerate aDAnd the slip ratio S is used as two judgment variables to jointly combine to generate a corresponding sliding grade and shapeSending the corresponding sliding control command to the brake control device;
in the above-mentioned step 1), the first step,
Figure FDA0002685642130000016
wherein the variable VC' represents a velocity value calculated in the last antiskid determination period;
the genetic correction by a polynomial in the link 2.1) is specifically as follows: setting a second order matrix a ═ a [0 ═ a] A[1]]，
Figure FDA0002685642130000017
Figure FDA0002685642130000021
And C ═ C [ 0%] C[1]]，
Figure FDA0002685642130000022
Jointly form a second-order compensation polynomial, and obtain a compensation result after mixed operation
Figure FDA0002685642130000023
Wherein:
Figure FDA0002685642130000024
Figure FDA0002685642130000025
Figure FDA0002685642130000026
Figure FDA0002685642130000027
Figure FDA0002685642130000028
wherein the variable with the corner mark represents the value calculated in the last antiskid decision period; k2The method is an empirical value simulated by mathematical simulation, a critical trigonometric function value is represented, and angular speed is balanced;
1/2 filtering the compensation result X, and calculating to obtain the final wheel diameter compensated speed
Figure FDA0002685642130000029
In the step 2.2), the average speed value is obtained through comprehensive averaging
Figure FDA00026856421300000210
The method comprises the following steps:
other shaft speeds are denoted Vj *Summing, removing a maximum value, and compensating the speed V with the wheel diameter of the wheel shaft of the target locomotiveDTaking the average and calculating the average speed value according to the following formula
Figure FDA00026856421300000211
Figure FDA00026856421300000212
Wherein N represents the total number of shaft speeds participating in the average;
in the above link 2.3), the weighted average velocity VWCalculated according to the following formula:
Figure FDA00026856421300000213
wherein WGHT is a weight counter:
Figure FDA0002685642130000031
2. the locomotive wheel axle anti-skid protection control method according to claim 1, characterized in that: and performing 1/2 filtering operation again on the slip ratio S calculated in the link 2.3).
3. A storage device having a plurality of instructions stored therein, characterized in that: the plurality of instructions are adapted to be loaded by a processor and executed in sequence to implement steps 2) through 3) of the locomotive axle anti-skid protection control method of claim 1.
4. A terminal comprising a processor and a storage device, the storage device storing a plurality of instructions, wherein: the plurality of instructions are adapted to be loaded by a processor and executed in sequence to implement steps 2) through 3) of the locomotive axle anti-skid protection control method of claim 1.
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