CN111796546B - Control system and method for liquid transmission force packet for motor train unit - Google Patents
Control system and method for liquid transmission force packet for motor train unit Download PDFInfo
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- CN111796546B CN111796546B CN202010706530.3A CN202010706530A CN111796546B CN 111796546 B CN111796546 B CN 111796546B CN 202010706530 A CN202010706530 A CN 202010706530A CN 111796546 B CN111796546 B CN 111796546B
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 104
- 239000007788 liquid Substances 0.000 title claims abstract description 39
- 238000000034 method Methods 0.000 title claims description 13
- 238000001816 cooling Methods 0.000 claims abstract description 31
- 238000004891 communication Methods 0.000 claims abstract description 28
- 238000010438 heat treatment Methods 0.000 claims description 35
- 239000000110 cooling liquid Substances 0.000 claims description 28
- 239000003921 oil Substances 0.000 claims description 26
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 claims description 24
- 239000010710 diesel engine oil Substances 0.000 claims description 21
- 230000009471 action Effects 0.000 claims description 20
- 239000010705 motor oil Substances 0.000 claims description 18
- 239000000779 smoke Substances 0.000 claims description 13
- 238000011217 control strategy Methods 0.000 claims description 12
- 230000017525 heat dissipation Effects 0.000 claims description 12
- 239000006096 absorbing agent Substances 0.000 claims description 11
- 239000011859 microparticle Substances 0.000 claims description 10
- 239000010720 hydraulic oil Substances 0.000 claims description 8
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 claims description 6
- 230000001105 regulatory effect Effects 0.000 claims description 6
- 239000007789 gas Substances 0.000 claims description 4
- 238000002347 injection Methods 0.000 claims description 4
- 239000007924 injection Substances 0.000 claims description 4
- 238000012544 monitoring process Methods 0.000 claims description 3
- XSQUKJJJFZCRTK-UHFFFAOYSA-N Urea Chemical compound NC(N)=O XSQUKJJJFZCRTK-UHFFFAOYSA-N 0.000 claims description 2
- 239000004202 carbamide Substances 0.000 claims description 2
- 238000003745 diagnosis Methods 0.000 claims description 2
- 239000000446 fuel Substances 0.000 claims description 2
- 239000000126 substance Substances 0.000 claims description 2
- 231100000331 toxic Toxicity 0.000 claims description 2
- 230000002588 toxic effect Effects 0.000 claims description 2
- 241000271559 Dromaiidae Species 0.000 claims 1
- 238000005507 spraying Methods 0.000 claims 1
- 238000012423 maintenance Methods 0.000 abstract description 3
- 230000007613 environmental effect Effects 0.000 description 6
- 238000010586 diagram Methods 0.000 description 5
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- 230000001276 controlling effect Effects 0.000 description 3
- 238000011161 development Methods 0.000 description 3
- 230000005611 electricity Effects 0.000 description 3
- 230000003993 interaction Effects 0.000 description 3
- 238000012545 processing Methods 0.000 description 3
- 238000006243 chemical reaction Methods 0.000 description 2
- 239000000295 fuel oil Substances 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 239000003990 capacitor Substances 0.000 description 1
- 239000002826 coolant Substances 0.000 description 1
- 238000012937 correction Methods 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
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Classifications
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B19/00—Programme-control systems
- G05B19/02—Programme-control systems electric
- G05B19/04—Programme control other than numerical control, i.e. in sequence controllers or logic controllers
- G05B19/042—Programme control other than numerical control, i.e. in sequence controllers or logic controllers using digital processors
- G05B19/0428—Safety, monitoring
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B2219/00—Program-control systems
- G05B2219/20—Pc systems
- G05B2219/26—Pc applications
- G05B2219/2603—Steering car
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B2219/00—Program-control systems
- G05B2219/20—Pc systems
- G05B2219/26—Pc applications
- G05B2219/2637—Vehicle, car, auto, wheelchair
Abstract
The invention provides a liquid transmission force packet control system for a motor train unit, which comprises the following components: the device comprises a main controller unit, a diesel engine control unit, a hydraulic transmission box, an auxiliary control unit and a cooling heat exchange control unit; the main controller unit includes: the device comprises a CPU, an MVB communication module and a CAN bus communication module; the CPU output end is communicated with the vehicle controller through an MVB communication module and/or a CAN bus communication module and a hard wire; the CPU input end is communicated with the diesel engine control unit and the hydraulic transmission box through the CAN bus communication module and the hard wire; the cooling heat exchange control unit is communicated with the auxiliary control unit and the cooling heat exchange control unit through hard wires; the invention integrates the main controller unit, the diesel engine control unit, the hydraulic transmission box, the auxiliary control unit, the cooling heat exchange control unit and the emergency protection unit together, thereby being convenient for overhaul and maintenance; the multi-path MVB/CAN bus is simplified into a single-path MVB/CAN bus, so that the interfaces of each unit and the vehicle controller are simplified, the number of network nodes is reduced, the network transmission pressure is reduced, and the data transmission rate is improved.
Description
Technical Field
The invention relates to the field of liquid transmission force packs for motor train units, in particular to a liquid transmission force pack control system and method for a motor train unit.
Background
Along with the rapid development of domestic rail transit, domestic and foreign rail transit equipment enters a rapid development period, wherein motor train units applied to medium and short-distance intercity and branch railways are brought into the development of large strides in China and abroad.
The currently used diesel engine control system, hydraulic transmission box, auxiliary control system, cooling heat exchange control system and the like are respectively in network or hard wire communication with the vehicle controller, and the control systems can mutually perform data interaction only through the vehicle controller. The system has a series of problems of large network data flow, large load of a vehicle controller, high reliability requirement, multiple network nodes, multiple communication interfaces, complex hard wires, early wiring, complex wire correction, slow data interaction among systems, untimely work matching among the systems, high failure occurrence rate and the like. In order to adapt to the problems, the existing means are to reduce the network data transmission rate, set various communication interfaces and modules for a vehicle controller, perform data conversion through various interface conversion tools and software, calibrate lines for many times and reserve a large number of standby lines so as to ensure correct hard line connection, judge that a plurality of devices have states and then communicate with a next-stage control system to perform the next operation. The problems of long calculation period, high failure occurrence rate, difficult maintenance, complex process during the disassembly and assembly of failure equipment, long working time and the like of the control system are caused.
Disclosure of Invention
The invention provides a liquid transmission force pack control system for a motor train unit, which aims to overcome the technical problems.
The invention provides a liquid transmission force packet control system for a motor train unit, which comprises the following components: the device comprises a main controller unit, a diesel engine control unit, a hydraulic transmission box, an auxiliary control unit and a cooling heat exchange control unit;
the main controller unit includes: the device comprises a CPU, an MVB communication module and a CAN bus communication module;
the CPU output end is communicated with the vehicle controller through an MVB communication module and/or a CAN bus communication module and a hard wire;
the CPU input end is communicated with the diesel engine control unit and the hydraulic transmission box through a CAN bus communication module and a hard wire; and the cooling heat exchange control unit is communicated with the auxiliary control unit and the cooling heat exchange control unit through hard wires.
The diesel engine control unit comprises a diesel engine, a diesel engine oil temperature sensor, a water jacket preheater and a circulating water pump;
the CPU controls the diesel engine based on a preset diesel engine control strategy, and the control strategy is as follows: the CPU receives the diesel engine oil temperature acquired by the diesel engine oil temperature sensor and compares the diesel engine oil temperature with a threshold value a set by the CPU: when the temperature of the engine oil of the diesel engine is greater than a, the CPU sends a starting instruction to the diesel engine; and when the temperature of the engine oil of the diesel engine is smaller than a, the CPU sends a starting instruction to the water jacket preheater and the circulating pump, and the water jacket preheater and the circulating pump circularly heat the cooling liquid.
Further, the method further comprises the following steps: an emergency protection unit;
the emergency protection unit comprises a first temperature sensor for detecting the ambient temperature of the liquid transmission power pack control system and a smoke sensor for detecting the concentration of ambient smoke; the first temperature sensor and the smoke sensor are connected with the CPU input end.
Further, the auxiliary control unit includes: an absorber, a contactor and a pressure sensor for collecting negative pressure values of an inlet and an outlet of the absorber;
the CPU receives a negative pressure value sent by the pressure sensor, and when the negative pressure value is greater than or equal to a set negative pressure threshold value b, the CPU sends a closing instruction to the contactor, the contactor is electrified, a heating resistance wire in the adsorber is electrified so as to raise the temperature of the adsorber, and microparticles in the adsorber are burnt and then discharged; when the negative pressure value is smaller than a set negative pressure threshold value c, the CPU sends a disconnection instruction to the contactor, and the heating resistance wire is powered off and stops heating; the negative pressure threshold b is smaller than the negative pressure threshold c.
Further, the auxiliary control unit further includes: a second temperature sensor for acquiring the temperature of the heating resistance wire; the second temperature sensor sends the temperature value of the heating resistance wire to the CPU, compares the temperature value with a temperature threshold d of the resistance wire set in the CPU, and when the temperature value is larger than the threshold d, the CPU sends an opening instruction to the contactor, and the heating resistance wire is powered off and stops heating;
further, the cooling heat exchange control unit includes: the hydraulic motor, the proportional valve, the cooling fan and the third temperature sensor for collecting the temperature of the cooling liquid;
the CPU receives the cooling liquid temperature value of the third temperature sensor, and controls the proportional valve current based on the cooling liquid temperature value, so that the flow of hydraulic oil entering the hydraulic motor is regulated, and the hydraulic motor drives the cooling fan to regulate the heat dissipation capacity of the liquid driving force pack.
Further, the diesel engine control unit further includes: the CAN interface is used for diagnosing the fault information of the running state of the diesel engine and the historical running information; the hydraulic transmission case further includes: and reading the current action of the hydraulic transmission box, and monitoring whether the transmission box normally executes action instructions and an RS232 diagnosis interface of the current fault.
A control method of a liquid transmission force pack for a motor train unit comprises the following steps:
the CPU executes a diesel engine control strategy:
the CPU receives the diesel engine oil temperature acquired by the diesel engine oil temperature sensor and compares the diesel engine oil temperature with a threshold value a set by the CPU:
when the temperature of the engine oil of the diesel engine is greater than a, the CPU sends a starting instruction to the diesel engine; when the engine oil temperature of the diesel engine is smaller than a, the CPU sends a starting instruction to the water jacket preheater and the circulating pump, and the water jacket preheater and the circulating pump circularly heat the cooling liquid;
the CPU executes the negative pressure value control strategy of the absorber inlet and outlet:
the CPU receives a negative pressure value sent by a pressure sensor for collecting negative pressure values of an inlet and an outlet of the adsorber, and when the negative pressure value is larger than or equal to a set negative pressure threshold b, the CPU sends a closing instruction to the contactor, the contactor is electrified, a heating resistance wire in the adsorber is electrified so as to raise the temperature of the adsorber, and microparticles in the adsorber are burnt and then discharged; when the negative pressure value is smaller than a set negative pressure threshold value c, the CPU sends a disconnection instruction to the contactor, and the heating resistance wire is powered off and stops heating; the negative pressure threshold b is smaller than the negative pressure threshold c.
Further, the method also comprises the following steps;
the CPU receives the cooling liquid temperature value of the third temperature sensor, and controls the proportional valve current based on the cooling liquid temperature value, so that the flow of hydraulic oil entering the hydraulic motor is regulated, and the hydraulic motor drives the cooling fan to regulate the heat dissipation capacity of the liquid driving force pack.
The invention integrates the main controller unit, the diesel engine control unit, the hydraulic transmission box, the auxiliary control unit, the cooling heat exchange control unit and the emergency protection unit, improves the integration level of the control system and is convenient for overhaul and maintenance; the multi-path MVB/CAN bus is simplified into a single-path MVB/CAN bus, so that the interfaces of each unit and the vehicle controller are simplified, the number of network nodes is reduced, the network transmission pressure is reduced, and the data transmission rate is improved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions of the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings may be obtained according to the drawings without inventive effort to a person skilled in the art.
FIG. 1 is a network topology diagram of a hydraulic drive force packet control system for a motor train unit according to the present invention;
FIG. 2 is a flow chart of the diesel engine start in the hydraulic drive force packet control system for the motor train unit of the present invention;
FIG. 3 is a flow chart of reversing a hydraulic transmission case in the hydraulic transmission force packet control system for the motor train unit;
FIG. 4 is a schematic diagram of the traction enabling effect of the hydraulic drive force packet control system for the motor train unit;
FIG. 5 is a logic diagram of traction control of a hydraulic transmission case of the hydraulic transmission force packet control system for the motor train unit;
FIG. 6 is a logic diagram of the brake control of the hydraulic transmission case of the hydraulic transmission force packet control system for the motor train unit;
FIG. 7 is a schematic diagram of a cooling heat exchange control unit of the hydraulic drive force packet control system for the motor train unit;
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The invention provides a liquid transmission force packet control system for a motor train unit, which comprises the following components: the device comprises a main controller unit, a diesel engine control unit, a hydraulic transmission box, an auxiliary control unit and a cooling heat exchange control unit;
the main controller unit includes: the device comprises a CPU, an MVB communication module and a CAN bus communication module;
the CPU output end is communicated with the vehicle controller through an MVB communication module and/or a CAN bus communication module and a hard wire;
the CPU input end is communicated with the diesel engine control unit and the hydraulic transmission box through a CAN bus communication module and a hard wire; and the cooling heat exchange control unit is communicated with the auxiliary control unit and the cooling heat exchange control unit through hard wires.
Further, the diesel engine control unit comprises a diesel engine, a diesel engine oil temperature sensor, a water jacket preheater and a circulating water pump;
the CPU controls the diesel engine based on a preset diesel engine control strategy, and the control strategy is as follows: when the diesel engine receives a starting instruction sent by the CPU, the CPU receives the diesel engine oil temperature acquired by the diesel engine oil temperature sensor and compares the diesel engine oil temperature with a threshold value a set by the CPU: when the temperature of the engine oil of the diesel engine is greater than a, the CPU sends a starting instruction to the diesel engine; and when the temperature of the engine oil of the diesel engine is smaller than a, the CPU sends a starting instruction to the water jacket preheater and the circulating pump, and the water jacket preheater and the circulating pump circularly heat the cooling liquid.
Specifically, as shown in fig. 1, the vehicle controller sends start/stop, torque request and fault reset instructions to the diesel engine through a CAN bus communication module or a hard wire, and realizes start/stop, rotation speed/torque output control, fault processing, reset and engine control in an emergency mode of the diesel engine, and the diesel engine feeds back the action result to the vehicle controller through the CAN bus communication module or the hard wire.
The vehicle controller sends reversing, traction and braking instructions to the hydraulic transmission box through the CAN bus communication module or the hard wire, so that the control of reversing, traction and hydraulic braking power of the hydraulic transmission box, fault treatment and resetting of the transmission box and the reversing and traction of the transmission box in an emergency mode are realized, and the action result is fed back to the vehicle controller through the CAN bus communication module or the hard wire.
Under the traction working condition, the automatic switching of the gear positions of the torque converter and the coupler is realized through the transmission case. And meanwhile, the automatic processing comprises the action sequence and the mutual control logic between the hydraulic transmission box and the diesel engine in the emergency mode. The hydraulic transmission case feeds back reversing, traction and braking processes and results to the vehicle controller through the CAN bus communication module or a hard wire.
After the liquid transmission force packet control system is electrified and self-checked, whether the liquid transmission force packet control system is ready for running signals currently or not is sent to a vehicle controller through a network or a hard wire. As shown in fig. 2, the judging condition a of the liquid transmission force packet control system ready to run includes the diesel engine start enabling signal given by the vehicle controller, the diesel engine necessary condition in the stop state, the diesel engine necessary condition without influencing the diesel engine start, the sufficient electric quantity of the start storage battery, etc., the hydraulic transmission case necessary condition with the current direction being the air direction, the current gear being 0, the diesel engine stop error being not requested, the traction enabling being 0, the output shaft rotating speed being 0, etc., and the emergency signal without fire alarm, etc. The vehicle controller can give a starting instruction after receiving the information that the liquid transmission force packet control system is ready to operate. When the CPU receives the starting instruction, the judging condition A is as follows: judging the current engine oil temperature of the diesel engine, when the engine oil temperature is smaller than a threshold value a, such as-10 ℃, controlling the water jacket preheating contactor to act through the digital quantity output channel by the CPU, simultaneously controlling the circulating water pump contactor to act, circularly heating the cooling liquid of the liquid transmission force packet control system, heating the diesel engine body through the cooling liquid, and transmitting the heating process to the vehicle controller through a network by the CPU. When the temperature of the engine oil is greater than the threshold value a, the CPU controls the relay action of the diesel engine to be started, and the engine is started.
After the start is finished, the CPU receives the rotating speed/torque request value sent by the vehicle controller, controls the diesel engine to control the time interval and the time of the action of the oil injection valve in a PID mode, achieves the control of the oil injection quantity, and adjusts the actual rotating speed/torque to the request value. The CPU monitors the running state of each part of the diesel engine, such as the temperature of an intake manifold, the pressure of engine oil, the pressure of a supercharger and the like in real time. When a fault occurs that limits the rotational speed/torque output of the engine, such as a supercharger over-temperature, the controller system automatically limits the rotational speed/torque output of the engine and sends fault information to the vehicle controller via the network.
When the liquid transmission force packet control system has a fault requiring stopping, the liquid transmission force packet control system automatically stops, and sends the fault information causing stopping and the recommended solution to the vehicle controller through a network.
Further, the method further comprises the following steps: an emergency protection unit;
the emergency protection unit comprises a first temperature sensor for detecting the ambient temperature of the liquid transmission power pack control system and a smoke sensor for detecting the concentration of ambient smoke; the first temperature sensor and the smoke sensor are connected with the CPU input end.
The CPU receives the environmental temperature value and the environmental smoke concentration value which are respectively transmitted by the first temperature sensor and the smoke sensor and respectively arranged in the main controller unit, the diesel engine control unit, the hydraulic transmission box, the auxiliary control unit and the cooling heat exchange control unit, and respectively compares the environmental temperature value and the environmental smoke concentration value with the threshold value of each unit set in the CPU, and if the environmental temperature value and the environmental smoke concentration value of each unit are larger than the threshold value set in each unit, the unit has a fire disaster; when a fire disaster occurs, the fuel oil of the diesel engine is cut off from the electromagnetic valve and the power supply relay of the diesel engine, so that the diesel engine is powered off by cutting off the fuel oil and the power, and is stopped forcedly; and sends the fire alarm signal to the vehicle controller via a hard wire.
Further, the auxiliary control unit includes: an absorber, a contactor and a pressure sensor for collecting negative pressure values of an inlet and an outlet of the absorber;
the CPU receives a negative pressure value sent by the pressure sensor, and when the negative pressure value is greater than or equal to a set negative pressure threshold value b, the CPU sends a closing instruction to the contactor, the contactor is electrified, a heating resistance wire in the adsorber is electrified so as to raise the temperature of the adsorber, and microparticles in the adsorber are burnt and then discharged; when the negative pressure value is smaller than a set negative pressure threshold value c, the CPU sends a disconnection instruction to the contactor, and the heating resistance wire is powered off and stops heating; the negative pressure threshold b is smaller than the negative pressure threshold c.
The auxiliary control unit can automatically adjust the injection of urea and the on-off of an adsorber heating relay according to the fuel consumption rate, the exhaust temperature, the concentration of harmful nitrogen oxides in the tail gas and the negative pressure value of the tail gas microparticle adsorber of the current power pack, thereby reducing the emission of toxic and harmful substances and burning adsorbed microparticles.
Further, the auxiliary control unit further includes: a second temperature sensor for acquiring the temperature of the heating resistance wire; the second temperature sensor sends the temperature value of the heating resistance wire to the CPU, compares the temperature value with a temperature threshold d of the resistance wire set in the CPU, and when the temperature value is larger than the threshold d, the CPU sends an opening instruction to the contactor, and the heating resistance wire is powered off and stops heating;
further, the cooling heat exchange control unit includes: the hydraulic motor, the proportional valve, the cooling fan and the third temperature sensor for collecting the temperature of the cooling liquid;
the CPU receives the cooling liquid temperature value of the third temperature sensor, and controls the proportional valve current based on the cooling liquid temperature value, so that the flow of hydraulic oil entering the hydraulic motor is regulated, and the hydraulic motor drives the cooling fan to regulate the heat dissipation capacity of the liquid driving force pack.
And the CPU receives a forced heat dissipation instruction sent by the vehicle controller, and controls the proportional valve current on the hydraulic motor oil path to the maximum value, so that the fan works at the maximum rotation speed to perform forced heat dissipation. The CPU automatically adjusts the current value of the proportional valve on the hydraulic motor oil path according to the current temperature of the cooling medium entering and exiting the radiator and the pressure value of the outlet of the hydraulic pump, thereby achieving the purpose of adjusting the rotating speed of the fan. And meanwhile, the current rotating speed value of the fan is detected, so that the overspeed of the fan is prevented.
Further, the diesel engine control unit further includes: the CAN interface is used for diagnosing the fault information of the running state of the diesel engine and the historical running information; the hydraulic transmission case further includes: and reading the current action of the hydraulic transmission box, and monitoring whether the transmission box normally executes action instructions and an RS232 interface with current faults.
Specifically, the running state, the current fault information and the historical running information of equipment in each unit in the liquid transmission force packet control system CAN be queried in real time through the CAN interface and the RS232 interface. When the system is connected to the Ethernet through a wireless network, the operation state of the liquid transmission force packet control system can be remotely monitored on line and recorded after the information is verified; and downloading historical operation data stored in the CPU through the USB serial port.
As shown in fig. 3, after the liquid drive force packet control system receives a reversing instruction from the vehicle controller, it is determined whether the current state of the liquid drive force packet control system meets a reversing condition B. The condition B includes that the given handle pole position of the vehicle controller is smaller than a set threshold value, such as smaller than 33%, the engine is in a starting state, and the actual rotation speed is in a threshold value range, such as 800 rpm-1100 rpm, the output rotation speed of the hydraulic transmission box is 0, the vehicle controller does not give a traction enabling signal, the hydraulic transmission box does not give a fault for limiting reversing, and the like. When the condition B is met, the controller system brakes the action of the electromagnet through the output of the hydraulic transmission box, the electromagnet limits the intermediate shaft of the hydraulic transmission box, the shaking is prevented from being generated, and the corresponding reversing electromagnetic valve action is output, for example, the electromagnetic valve is rotated clockwise to obtain electricity, so that the reversing action is performed. The CPU makes the brake electromagnet lose electricity through the current reversing action of the hydraulic transmission box and the final reaching position of the reversing cylinder, if the current reversing action reaches the detecting position of the clockwise rotating direction. If the reversing is unsuccessful, if the tooth top tooth phenomenon occurs, the CPU automatically controls the reversing electromagnetic valve to perform reversing again. If the commutation is not completed for a certain number of commutation attempts, the controller system reports a commutation failure signal to prompt the commutation again. The controller system feeds back the reversing result to the vehicle controller through a network or hard wire.
As shown in fig. 4, a hard-wire enable signal from the vehicle controller is connected to the base set of NPN transistor V1, externally supplied positive electrode Vcc is connected to the collector of V1, and the emitter of V1 is connected to the collector of NPN transistor V2. The result of the hard wire enabling signal and the software enabling signal is connected with the base set of V2, the emitter of V2 is connected with the grid electrode of the N-type MOSFET, and meanwhile, the emitter of V2 is connected with the RC filter circuit between 0V of external power supply to filter high-frequency clutter. The source electrode of the MOSFET is connected with 0V of external power supply, the drain electrode of the MOSFET is connected with the input end IN of the high-side switch Q1, the power end of the Q1 is connected with the external power supply Vcc, and the output end OUT of the Q1 is connected with the traction executing element. In order to ensure the current when the traction executing element is started, an energy storage capacitor C1 is added between the power end Vcc of the Q1 and 0V of an external power supply.
When the vehicle controller gives a hard wire enabling signal, V1 is opened, voltage Vcc reaches the collector of V2 through V1, and meanwhile, the control program judges whether the current power pack meets the traction condition or not. If the condition is met, a software enabling signal is output through the transmission case control unit, V2 is turned on, the voltage Vcc is filtered through V2, then the MOSFET is turned on, the source electrode and the drain electrode of the MOSFET are conducted, the IN end of the high-side switch Q1 is pulled down, the OUT end of the high-side switch Q1 is conducted with an external power supply Vcc, the traction executing element is electrified, and oil filling traction is carried OUT.
As shown in fig. 5, after the liquid transmission power pack controller system receives the hard wire enabling signal from the vehicle controller through the hard wire, if the enabling signal is valid, it is determined whether the current power pack state meets the reversing condition C. Condition C includes no over-temperature of the transmission oil, no failure of the hydraulic transmission box to limit traction, a clear directional signal of the hydraulic transmission box and a direction consistent with the directional request sent by the vehicle controller. When the condition C is met, the CPU outputs the action of the traction executing element through the hydraulic transmission box, and the transmission oil enters the traction oil cavity to carry out traction action. The CPU feeds back the current working state of the hydraulic transmission box to the vehicle controller through a network. When the hydraulic transmission box reports out a traction limiting fault, such as overtemperature of transmission oil, the CPU automatically controls an oil charging electromagnetic valve of a hydraulic transmission box control unit to lose electricity, performs oil discharging action, and sends fault information and gear information of the current hydraulic transmission box to a vehicle controller through a network. When the hydraulic transmission box reports a fault for limiting the torque output of the engine, the CPU automatically limits the maximum value of the torque output of the diesel engine, and sends fault information and the maximum limit value to the vehicle controller, so that the information automatic interaction and logic processing between the diesel engine and the hydraulic transmission box are realized.
When the power pack is in traction, the CPU detects the rotation speed of the output shaft of the transmission box through a frequency acquisition channel of the hydraulic transmission box control unit. And according to the handle pole position signal sent by the current vehicle controller through the network, the switching between the torque converter gear electromagnetic valve and the coupler gear electromagnetic valve is output and controlled. The first gear of traction is the working gear of the torque converter, the electromagnetic valve of the gear of the torque converter is electrified, when the hydraulic transmission box has a certain output rotation speed, the CPU controls the electromagnetic valve of the gear of the coupler to be electrified through the control unit of the hydraulic transmission box, the working cavity of the coupler starts to charge oil, and the rotation speed of the output shaft of the hydraulic transmission box is set by a program when the hydraulic transmission box is shifted under different handle poles. In order to maintain the power continuity, when the gear of the torque converter is increased to the gear of the coupler or is reduced from the gear of the coupler to the gear of the torque converter, a certain superposition power-on time is set for the electromagnetic valve of the torque converter and the electromagnetic valve of the coupler, namely the time for simultaneously filling oil into the torque converter and the coupler.
As shown in fig. 6, after receiving the braking torque set value from the vehicle controller, the CPU determines whether the current liquid drive force pack control system state satisfies the braking condition D. The condition D includes the vehicle controller not sending out a traction enable signal, the engine operating in a start state, the hydraulic transmission case operating in neutral, the hydraulic transmission case having a clear directional signal and the direction being consistent with the directional request sent by the vehicle controller, the hydraulic transmission case output rotational speed exceeding a minimum rotational speed threshold, the hydraulic transmission case not reporting a fault limiting hydraulic braking, etc. When the condition D is met, the CPU outputs the current control of the hydraulic brake oil filling proportional valve in a PWM mode to achieve the braking force control, and the control mode is as follows:
I bk ＝T req *I max
in which I bk Oil-filled proportional valve current for hydraulic brake, T req As a braking force request percentage, I max Is the maximum braking current.
Meanwhile, the controller system automatically adjusts the rotating speed of the diesel engine to a certain system set value, such as 1400rpm, through the diesel engine control unit, the system set value is adjusted in real time by the controller system according to the acquired temperature value of the transmission oil, and the higher the oil temperature is, the higher the rotating speed set value is, so that the sufficient heat dissipation of the transmission oil is ensured, and the stable oil pressure in a brake cavity is ensured. Meanwhile, the controller system calculates the current maximum available braking power P according to the rotation speed of the output shaft of the current transmission case, the temperature of the cooling liquid and the temperature of the oil of the transmission case max And sending the calculated formula to a vehicle controller, wherein the calculated formula is as follows:
when T is h <Threshold 0 and T oil <Threshold 1 and n Out of <At threshold 2, P max ＝A*n Out of ；
When T is h <Threshold 0 and T oil <Threshold 1 and n Out of When not less than threshold 2, P max ＝P 0 ；
When T is h <Threshold 0 and T oil Greater than or equal to threshold 1, P max ＝P 1 ；
When T is h When not less than threshold value 0, P max ＝P 2 ；
T in h T is the temperature of the cooling liquid oil For the oil temperature value of the transmission case, n Out of For transmission case output speed A, P 0 、P 1 、P 2 Is constant.
As shown in fig. 7, the power pack controller system obtains the temperature and pressure data of the hydraulic oil, the oil pressure, the fan rotation speed, the cooling liquid entering and exiting the radiator and the temperature and pressure data of the pressurized air through the cooling heat exchange control unit. And according to the current temperature value of the cooling liquid entering and exiting the radiator, controlling the proportional threshold current value I before the hydraulic motor in a PWM mode Motor . The adjusting mode is as follows:
when T is h <Threshold I, and T h -T l When not less than threshold II, I Motor ＝AT h *I max +I 0
When T is h <Threshold I, and T h -T l <At threshold II, I Motor ＝BT h *I max +I 0
When T is h Not less than threshold I and T h -T l When not less than threshold II, I Motor ＝CT h *I max +I 0
When T is h Not less than threshold I and T h -T l <Threshold II, or I when the controller system receives the forced heat dissipation instruction sent by the vehicle controller Motor ＝I max
T in h The water temperature value is the inlet water temperature value of the radiator; t (T) l The water temperature value is the outlet water temperature value of the radiator; i Motor The hydraulic motor current value, which may be referred to herein as a PWM duty cycle; A. b, C is a constant; i 0 Is the current value (minimum duty cycle); i max The maximum current value, i.e., the current value at a duty cycle of 1.
The controller system obtains the current fan rotating speed and compares the current fan rotating speed with the maximum allowable rotating speed, when the current fan rotating speed is higher than the maximum allowable rotating speed, the proportional valve current of the hydraulic motor is actively reduced to the set proportion of the current at intervals of set time periods, for example, the current is reduced by 5% at intervals of 5 seconds, so that the flow of hydraulic oil entering the hydraulic motor is reduced, and the fan rotating speed is reduced. When the controller system receives a forced heat dissipation instruction from the vehicle controller, the cooling heat exchange control unit controls the proportional valve before the hydraulic motor to work at maximum current on the premise that the fan does not overspeed, so that the heat dissipation system dissipates heat at maximum power.
A control method of a liquid transmission force pack for a motor train unit comprises the following steps:
the CPU executes a diesel engine control strategy:
the CPU receives the diesel engine oil temperature acquired by the diesel engine oil temperature sensor and compares the diesel engine oil temperature with a threshold value a set by the CPU:
when the temperature of the engine oil of the diesel engine is greater than a, the CPU sends a starting instruction to the diesel engine; when the engine oil temperature of the diesel engine is smaller than a, the CPU sends a starting instruction to the water jacket preheater and the circulating pump, and the water jacket preheater and the circulating pump circularly heat the cooling liquid;
the CPU executes the negative pressure value control strategy of the absorber inlet and outlet:
the CPU receives a negative pressure value sent by a pressure sensor for collecting negative pressure values of an inlet and an outlet of the adsorber, and when the negative pressure value is larger than or equal to a set negative pressure threshold b, the CPU sends a closing instruction to the contactor, the contactor is electrified, a heating resistance wire in the adsorber is electrified so as to raise the temperature of the adsorber, and microparticles in the adsorber are burnt and then discharged; when the negative pressure value is smaller than a set negative pressure threshold value c, the CPU sends a disconnection instruction to the contactor, and the heating resistance wire is powered off and stops heating; the negative pressure threshold b is smaller than the negative pressure threshold c.
Further, the method also comprises the following steps;
the CPU receives the cooling liquid temperature value of the third temperature sensor, and controls the proportional valve current based on the cooling liquid temperature value, so that the flow of hydraulic oil entering the hydraulic motor is regulated, and the hydraulic motor drives the cooling fan to regulate the heat dissipation capacity of the liquid driving force pack.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the invention.
Claims (6)
1. The utility model provides a EMUs are with liquid transmission power package control system which characterized in that includes: the device comprises a main controller unit, a diesel engine control unit, a hydraulic transmission box, an auxiliary control unit and a cooling heat exchange control unit;
the main controller unit includes: the device comprises a CPU, an MVB communication module and a CAN bus communication module;
the CPU output end is communicated with the vehicle controller through an MVB communication module and/or a CAN bus communication module and a hard wire;
the CPU input end is communicated with the diesel engine control unit and the hydraulic transmission box through a CAN bus communication module and a hard wire; the cooling heat exchange control unit is communicated with the auxiliary control unit and the cooling heat exchange control unit through hard wires; when the power pack is in traction, the CPU detects the rotation speed of an output shaft of the transmission box through a frequency acquisition channel of a hydraulic transmission box control unit; meanwhile, according to the rotation speed of the output shaft of the transmission case, the current maximum available braking power Pmax is obtained and sent to a vehicle controller;
the current maximum available braking power Pmax is obtained as follows:
pmax=a×n when Th < threshold 0 and Toil < threshold 1 and n < threshold 2;
when Th < threshold 0 and Toil < threshold 1 and n goes out of ≡threshold 2, pmax=p0;
when Th < threshold 0 and Toil is greater than or equal to threshold 1, pmax=p1;
when Th is greater than or equal to threshold 0, pmax=p2;
th is the temperature of the cooling liquid, TOil is the oil temperature value of the transmission case, n is the output rotating speed of the transmission case, and A, P, P1 and P2 are constants;
the auxiliary control unit is used for automatically adjusting the spraying of urea and the on-off of an absorber heating relay according to the fuel consumption rate, the exhaust temperature, the concentration of harmful nitrogen oxides in tail gas and the negative pressure value of a tail gas microparticle absorber of the liquid transmission power pack for the motor train unit, so that the emission of toxic and harmful substances and burning adsorbed microparticles are reduced; comprising the following steps: an absorber, a contactor and a pressure sensor for collecting negative pressure values of an inlet and an outlet of the absorber; the CPU receives a negative pressure value sent by the pressure sensor, and when the negative pressure value is greater than or equal to a set negative pressure threshold value b, the CPU sends a closing instruction to the contactor, the contactor is electrified, a heating resistance wire in the adsorber is electrified so as to raise the temperature of the adsorber, and microparticles in the adsorber are burnt and then discharged; when the negative pressure value is smaller than a set negative pressure threshold value c, the CPU sends a disconnection instruction to the contactor, and the heating resistance wire is powered off and stops heating; the negative pressure threshold b is smaller than the negative pressure threshold c;
the diesel engine control unit comprises a diesel engine, a diesel engine oil temperature sensor, a water jacket preheater and a circulating water pump; the CPU controls the diesel engine based on a preset diesel engine control strategy, and the control strategy is as follows: when the diesel engine receives a starting instruction sent by the CPU, the CPU receives the diesel engine oil temperature acquired by the diesel engine oil temperature sensor and compares the diesel engine oil temperature with a threshold value a set by the CPU:
when the engine oil temperature of the diesel engine is greater than a, the CPU sends a starting instruction to the diesel engine; after the starting is finished, the CPU receives a rotating speed/torque request value sent by the vehicle controller, controls the diesel engine to control the time interval and the time of the action of the oil injection valve in a PID mode, and adjusts the actual rotating speed/torque to the request value;
when the engine oil temperature of the diesel engine is smaller than a, the CPU sends a starting instruction to the water jacket preheater and the circulating pump, and the water jacket preheater and the circulating pump circularly heat the cooling liquid;
the cooling heat exchange control unit includes: the hydraulic motor, the proportional valve, the cooling fan and the third temperature sensor for collecting the temperature of the cooling liquid;
the CPU receives the cooling liquid temperature value of the third temperature sensor, and controls the proportional valve current based on the cooling liquid temperature value, so that the flow of hydraulic oil entering the hydraulic motor is regulated, and the hydraulic motor drives the cooling fan to regulate the heat dissipation capacity of the liquid driving force pack.
2. The liquid drive power pack control system for a motor train unit according to claim 1, further comprising: an emergency protection unit;
the emergency protection unit comprises a first temperature sensor for detecting the ambient temperature of the liquid transmission power pack control system and a smoke sensor for detecting the concentration of ambient smoke; the first temperature sensor and the smoke sensor are connected with the CPU input end.
3. The liquid drive power pack control system for a motor train unit according to claim 1, wherein the auxiliary control unit further comprises: a second temperature sensor for acquiring the temperature of the heating resistance wire; and the second temperature sensor sends the temperature value of the heating resistance wire to the CPU, compares the temperature value with a temperature threshold d of the resistance wire set in the CPU, and when the temperature value is larger than the threshold d, the CPU sends an opening instruction to the contactor, and the heating resistance wire is powered off and stops heating.
4. A liquid drive power pack control system for a motor train unit as set forth in claim 3, wherein said diesel engine control unit further comprises: the CAN interface is used for diagnosing the fault information of the running state of the diesel engine and the historical running information; the hydraulic transmission case further includes: and reading the current action of the hydraulic transmission box, and monitoring whether the hydraulic transmission box normally executes action instructions and an RS232 diagnosis interface of the current fault.
5. A control method of a liquid drive power pack control system for a motor train unit according to any one of claims 1 to 4, comprising the steps of:
the CPU executes a diesel engine control strategy:
the CPU receives the diesel engine oil temperature acquired by the diesel engine oil temperature sensor and compares the diesel engine oil temperature with a threshold value a set by the CPU:
when the temperature of the engine oil of the diesel engine is greater than a, the CPU sends a starting instruction to the diesel engine; when the engine oil temperature of the diesel engine is smaller than a, the CPU sends a starting instruction to the water jacket preheater and the circulating pump, and the water jacket preheater and the circulating pump circularly heat the cooling liquid;
the CPU executes the negative pressure value control strategy of the absorber inlet and outlet:
the CPU receives a negative pressure value sent by a pressure sensor for collecting negative pressure values of an inlet and an outlet of the adsorber, and when the negative pressure value is larger than or equal to a set negative pressure threshold b, the CPU sends a closing instruction to the contactor, the contactor is electrified, a heating resistance wire in the adsorber is electrified so as to raise the temperature of the adsorber, and microparticles in the adsorber are burnt and then discharged; when the negative pressure value is smaller than a set negative pressure threshold value c, the CPU sends a disconnection instruction to the contactor, and the heating resistance wire is powered off and stops heating; the negative pressure threshold b is smaller than the negative pressure threshold c.
6. The control method of a liquid drive power pack control system for a motor train unit according to claim 5, further comprising the steps of;
the CPU receives the cooling liquid temperature value of the third temperature sensor, and controls the proportional valve current based on the cooling liquid temperature value, so that the flow of hydraulic oil entering the hydraulic motor is regulated, and the hydraulic motor drives the cooling fan to regulate the heat dissipation capacity of the liquid driving force pack.
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