CN113525451A - Method for monitoring wheel polygon of railway vehicle by using traction motor current - Google Patents

Method for monitoring wheel polygon of railway vehicle by using traction motor current Download PDF

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Publication number
CN113525451A
CN113525451A CN202110878170.XA CN202110878170A CN113525451A CN 113525451 A CN113525451 A CN 113525451A CN 202110878170 A CN202110878170 A CN 202110878170A CN 113525451 A CN113525451 A CN 113525451A
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Prior art keywords
traction motor
traction
vehicle
ref
wheel
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Inventor
张涛
周子伟
金潇
刘林
黄珊
金泰木
陈再刚
王开云
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National High Speed Train Qingdao Technology Innovation Center
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National High Speed Train Qingdao Technology Innovation Center
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
    • B61K9/12—Measuring or surveying wheel-rims
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • 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
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a method for monitoring a polygon of a wheel of a rail vehicle by using current of a traction motorxObtaining traction force F from braking level NrefAccording to the tractive force FrefObtaining the traction torque T required to be output by the traction motor through a gear transmission systemref(ii) a Step two, according to the wheel pair angular velocity w of the rail vehiclewAnd vehicle speed vxObtaining the slip ratio s of the vehicleestAccording to the slip ratio s of the vehicleestPerforming slip control, and reducing the torque value delta T by multiplying a gain coefficient K when the slip ratio exceeds a positive limit value; increasing the torque value Δ T by multiplying by a gain factor K when the slip ratio is lower than the negative limit value; the torque required to be output by the traction motor is obtained after the adjustment of the slip control
Figure DDA0003189696310000011
Step three, according to
Figure DDA0003189696310000012
And obtaining the current of the traction motor, and monitoring the polygon of the wheel of the railway vehicle according to the characteristic frequency of the polygon in the current frequency spectrum of the current of the traction motor. By the method, the wheel polygon can be monitored T through the current of the traction motor* ref。

Description

Method for monitoring wheel polygon of railway vehicle by using traction motor current
Technical Field
The invention relates to the field of rail transit, in particular to a method for monitoring a polygon of a rail vehicle wheel by using traction motor current.
Background
The power transmission system of the railway vehicle is the key for realizing the driving and the electric braking of the vehicle, and mainly comprises the following components: traction motor, gear drive system and wheel pair. The traction motor is used as an electromagnetic device for mutual conversion of electric energy and mechanical energy, and mainly has the functions of generating driving torque by the electromagnetic coupling action between a stator and a rotor, and outputting target torque and rotating speed under the action of three-phase variable-voltage variable-frequency alternating current of an inverter; the gear transmission system transmits the traction torque or the braking torque output by the traction motor to the wheel pair; the wheel is used as the last ring of the power transmission system of the rail vehicle and realizes the functions of bearing, transmitting power and the like through the interaction with the rail. Therefore, the traction motor is a link between the electric system and the power transmission system, and the electric system and the power transmission system are mutually influenced and tightly coupled. However, during operation of a rail vehicle, wheel polygons are a common phenomenon of uneven wear. The polygonization of the wheel can aggravate the dynamic action between the wheel and the track, worsen the vibration of a vehicle system and seriously affect the riding comfort, so the monitoring of the wheel polygon has important significance for the maintenance and repair of the rail vehicle. However, in the existing method (taking a locomotive as an example), a fault detection subsystem (ATDR) of a running gear in a vehicle-mounted safety protection system (referred to as a 6A system for short) is used, that is, a vehicle-mounted sensor needs to be additionally arranged on devices such as a traction motor, an axle box, an axle suspension box and the like to monitor vibration conditions of various parts so as to comprehensively evaluate out-of-roundness of wheels, and an alarm is given when abnormal vibration of some parts of a vehicle system is detected to exceed a threshold value.
The invention provides a method for monitoring the polygon of a wheel of a railway vehicle through the current of a traction motor, which is different from the prior art and does not need a non-contact monitoring technology of additionally installing a sensor.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provides a method for monitoring the polygon of a wheel of a railway vehicle by using the current of a traction motor, which comprises the following steps:
step one, according to the vehicle speed vxObtaining traction force F from braking level NrefAccording to the tractive force FrefObtaining the traction torque T required to be output by the traction motor through a gear transmission systemref；
Step two, according to the wheel pair angular velocity w of the rail vehiclewAnd vehicle speed vxObtaining the slip ratio s of the vehicleestAccording to the slip ratio s of the vehicleestPerforming slip control, and multiplying the slip ratio by a gain factor K to reduce the torque value delta T when the slip ratio exceeds a positive limit value, wherein the delta T is Ksest(ii) a Increasing the torque value Δ T by multiplying by a gain factor K when the slip ratio is lower than the negative limit value; the torque required to be output by the traction motor is obtained after the adjustment of the slip control
Figure BDA0003189696290000011
Step three, the traction motor control system is based on
Figure BDA0003189696290000012
Torque value regulated traction motor output
Figure BDA0003189696290000013
The traction current required for the torque value, depending on the traction motorThe characteristic frequencies of the polygons in the current spectrum of the flow monitor the rail vehicle wheel polygons.
Further, the vehicle speed v is used for controlling the vehicle speedxObtaining traction force F from braking level NrefAccording to the tractive force FrefObtaining the traction torque T required to be output by the traction motor through a gear transmission systemrefThe method comprises the following steps:
according to the vehicle speed vxAnd a braking level N for obtaining a traction force F according to a set braking characteristic curverefObtaining the traction torque T required to be output by the traction motor through a gear transmission systemrefThe calculation formula is as follows:
Figure BDA0003189696290000021
wherein R is0Is the radius of a locomotive wheel, n1Number of locomotives, n2Is the number of pairs of locomotive wheels, zpNumber of teeth of pinion gear of gear transmission system, zgThe number of teeth of the big gear in the transmission system.
Further, the vehicle slip ratio sestCalculated using the following formula:
Figure BDA0003189696290000022
the invention has the beneficial effects that: the invention realizes the monitoring of the wheel polygon by the current of the traction motor by utilizing the coupling effect of the traction motor on the electric energy and the mechanical energy.
Drawings
FIG. 1 is a schematic flow diagram of a method for monitoring a polygon of a wheel of a rail vehicle using traction motor current.
FIG. 2 is a schematic diagram of a traction calculation;
FIG. 3 is a schematic view of slip control;
FIG. 4 is a schematic view of a polygon test of a wheel;
FIG. 5 is a schematic illustration of a railway vehicle traction characteristic curve;
FIG. 6 is a wheel set angular acceleration spectrum plot;
FIG. 7 is a plot of the angular acceleration spectrum of the rotor of the traction motor;
FIG. 8 is a graph of traction motor phase a current spectrum.
Detailed Description
The technical solutions of the present invention are further described in detail below with reference to the accompanying drawings, but the scope of the present invention is not limited to the following.
As shown in fig. 1, a method for monitoring a wheel polygon of a rail vehicle by using a traction motor current comprises the following steps:
step one, according to the vehicle speed vxObtaining traction force F from braking level NrefAccording to the tractive force FrefObtaining the traction torque T required to be output by the traction motor through a gear transmission systemref；
Step two, according to the wheel pair angular velocity w of the rail vehiclewAnd vehicle speed vxObtaining the slip ratio s of the vehicleestAccording to the slip ratio s of the vehicleestPerforming slip control, and multiplying the slip ratio by a gain factor K to reduce the torque value delta T when the slip ratio exceeds a positive limit value, wherein the delta T is Ksest(ii) a Increasing the torque value Δ T by multiplying by a gain factor K when the slip ratio is lower than the negative limit value; the torque required to be output by the traction motor is obtained after the adjustment of the slip control
Figure BDA0003189696290000023
Step three, the traction motor control system is based on
Figure BDA0003189696290000031
Torque value regulated traction motor output
Figure BDA0003189696290000032
And monitoring the polygon of the wheel of the railway vehicle according to the characteristic frequency of the polygon in the current frequency spectrum of the current of the traction motor.
According to the vehicle speed vxObtaining traction force F from braking level NrefAccording to the tractive force FrefObtaining the traction torque T required to be output by the traction motor through a gear transmission systemrefThe method comprises the following steps:
according to the vehicle speed vxAnd a braking level N for obtaining a traction force F according to a set braking characteristic curverefObtaining the traction torque T required to be output by the traction motor through a gear transmission systemrefThe calculation formula is as follows:
Figure BDA0003189696290000033
wherein R is0Is the radius of a locomotive wheel, n1Number of locomotives, n2Is the number of pairs of locomotive wheels, zpNumber of teeth of pinion gear of gear transmission system, zgThe number of teeth of the big gear in the transmission system.
The vehicle slip ratio sestCalculated using the following formula:
Figure BDA0003189696290000034
the invention has the beneficial effects that: the invention realizes the monitoring of the wheel polygon by the current of the traction motor by utilizing the coupling effect of the traction motor on the electric energy and the mechanical energy.
Specifically, firstly, a simulation analysis model of the electric drive system is established. As shown in FIG. 1, the electric drive system is mainly divided into four parts, namely traction calculation, slip control, a traction power supply and a drive subsystem. The model can fully embody the actual operation process.
As shown in FIG. 2, the traction calculation is mainly to select a traction or braking mode determination characteristic curve according to the current vehicle speed vxAnd the traction or braking level N to be loaded, the traction force F can be calculated according to the selected traction or braking characteristic curverefThe traction force can be converted into traction torque T required to be output by the traction motor through a gear transmission systemrefThe calculation formula is as follows:
Figure BDA0003189696290000035
wherein R is0Is the locomotive wheel radius (m); n is1The number of locomotives; n is2Is the number of pairs of locomotive wheels; z is a radical ofpAnd zgThe number of teeth of the pinion and the bull gear of the gear system, respectively.
As shown in FIG. 3, the slip control module is primarily based on the wheel-to-wheel angular velocities w of the rail vehicleswAnd vehicle speed vxCalculating the current vehicle slip rate sestAnd slip control, when the maximum slip ratio exceeds a positive limit value (0.05) or the minimum value exceeds a negative limit value (-0.03), the torque value delta T is reduced or increased by multiplying by a gain factor K (100000), wherein sestThe calculation method comprises the following steps:
Figure BDA0003189696290000036
the torque required to be output by the traction motor after adjustment through the slip control is
Figure BDA0003189696290000037
At the moment, the driving subsystem enables the motor to output corresponding torque T according to the torque output as required through motor torque control and indirect rotor flux linkage orientation controllereFor mechanical systems of rail vehicles, the mechanical input to the motor is the speed w of the rotor of the motor fed back by the mechanical systemm. Wherein, the traction power supply mainly converts the DC voltage (2345V) output by the rectifier into the AC voltage V of three-phase variable frequency and variable voltage through the inverterabcThereby driving the traction motor. It should be noted that the parameters transmitted between the mechanical system and the electric drive system are the lever position N and the vehicle speed vxAngular velocity w of each wheel pairwAnd the angular speed w of each motor rotorm。
The embodiment takes the acceleration condition of a certain railway vehicle under the influence of the presence or absence of a wheel polygon as an example, and the American grade 5 spectrum is selected for the geometric irregularity of the railway. The polygon of the wheel measured in the test is shown in fig. 4, where a is a schematic diagram of diameter measurement and b is a schematic diagram of the order of the polygon, and it can be known that the polygon is mainly the first-order polygon, and the influence of the polygon of the wheel is considered in the way of geometric irregularity of the wheel surface.
The traction characteristics of the railway vehicle can adopt two modes of quasi-constant speed and constant torque, wherein the constant torque traction mode adopted in the example is given by the following equation:
Ftmax＝760(0≤v≤5km/h)
＝-3.58885v+777.95(v＝5～62.4km/h)
＝9600×3.6/v(v＝62.4～120km/h) (4)
Figure BDA0003189696290000041
wherein, FtmaxRepresents the maximum tractive effort (kN); ftRepresenting the tractive effort (kN); n represents the traction steering stage. The operating pole position is 13 poles, and the traction characteristic curves obtained by the equations (4) and (5) are shown in fig. 5.
According to the established joint simulation model, the vehicle is increased by one level every 2 seconds from the operation level 0 and gradually increased to 13 levels, as shown by a red step-shaped solid line in fig. 5, the vehicle keeps running at a constant speed after gradually accelerating to the vehicle speed of 80km/h, and the rotating frequency of the wheel set during running at the constant speed can be determined by the following formula:
Figure BDA0003189696290000042
the gear meshing frequency of the transmission system at this time is as follows:
fmesh＝frw×Zp (7)
the rotation frequency of the wheel pair is 5.6Hz when the vehicle speed is 80km/h, the gear meshing frequency is 679Hz, and the following is the frequency spectrum analysis of the dynamic response of partial parameters of a mechanical system and an electric drive system of the railway vehicle. FIG. 6 is a frequency spectrum diagram of angular acceleration of a wheel set, and it can be seen from the diagram that, when there is no influence of a wheel polygon, the gear meshing frequency is 680.5Hz and its harmonic component is 1361Hz, the harmonic component of the gear meshing frequency is submerged under the influence of the wheel polygon, and the characteristic frequency of the wheel polygon appears in the frequency spectrum diagram in the form of variable frequency bands (987.0Hz,992.5Hz and 998.0 Hz); fig. 7 is a frequency spectrum diagram of angular acceleration of a rotor, and since the impact influence of wheel polygons is transmitted to the rotor through a gear transmission system, and a traction motor and the gear transmission system are vibration sources, the influence of the wheel polygons on the power response of a motor rotor is weak, so that it is not easy to monitor the wheel polygons through the vibration response of the traction motor. FIG. 8 is a graph of the phase current of the traction motor a, wherein the frequency component of the current is relatively single under the influence of the no-wheel polygon, but the frequency related to the gear meshing frequency (591.0Hz,770.0 Hz; 1272.9Hz,1450.9Hz) is very obvious, and under the influence of the wheel polygon, the characteristic frequency of the polygon in the current spectrum is obviously in the form of side frequency bands (for example, 192.0Hz,198.0Hz, 203.0Hz), which shows that the coupling effect of the traction motor to the electric system and the mechanical system is more obvious in the torsional vibration, so that the method for monitoring the polygon of the railway vehicle wheel through the current of the traction motor is feasible.
The foregoing is illustrative of the preferred embodiments of this invention, and it is to be understood that the invention is not limited to the precise form disclosed herein and that various other combinations, modifications, and environments may be resorted to, falling within the scope of the concept as disclosed herein, either as described above or as apparent to those skilled in the relevant art. And that modifications and variations may be effected by those skilled in the art without departing from the spirit and scope of the invention as defined by the appended claims.

Claims (3)

1. A method for monitoring a rail vehicle wheel polygon using traction motor current, comprising the steps of:
step one, according to the vehicle speed vxObtaining traction force F from braking level NrefAccording to the tractive force FrefObtaining the traction torque T required to be output by the traction motor through a gear transmission systemref；
Step two, according to the wheel pair angular velocity w of the rail vehiclewAnd vehicle speed vxObtaining the slip ratio s of the vehicleestAccording to the slip ratio s of the vehicleestPerforming slip control, and multiplying the slip ratio by a gain factor K to reduce the torque value delta T when the slip ratio exceeds a positive limit value, wherein the delta T is Ksest(ii) a Increasing the torque value Δ T by multiplying by a gain factor K when the slip ratio is lower than the negative limit value; the torque required to be output by the traction motor is obtained after the adjustment of the slip control
Figure FDA0003189696280000013
Step three, the traction motor control system is based on
Figure FDA0003189696280000014
Torque value regulated traction motor output
Figure FDA0003189696280000015
And monitoring the polygon of the wheel of the railway vehicle according to the characteristic frequency of the polygon in the current frequency spectrum of the current of the traction motor.
2. A method of monitoring a railway vehicle wheel polygon using traction motor current as claimed in claim 1 wherein said vehicle speed v is based onxObtaining traction force F from braking level NrefAccording to the tractive force FrefObtaining the traction torque T required to be output by the traction motor through a gear transmission systemrefThe method comprises the following steps:
according to the vehicle speed vxAnd a braking level N for obtaining a traction force F according to a set braking characteristic curverefObtaining the traction torque T required to be output by the traction motor through a gear transmission systemrefThe calculation formula is as follows:
Figure FDA0003189696280000011
wherein R is0Is the radius of a locomotive wheel, n1Number of locomotives, n2Is the number of pairs of locomotive wheels, zpNumber of teeth of pinion gear of gear transmission system, zgThe number of teeth of the big gear in the transmission system.
3. A method of monitoring a railway vehicle wheel polygon using traction motor current as claimed in claim 2 wherein the vehicle slip rate sestCalculated using the following formula:
Figure FDA0003189696280000012
CN202110878170.XA 2021-07-30 2021-07-30 Method for monitoring wheel polygon of railway vehicle by using traction motor current Pending CN113525451A (en)

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Publication number Priority date Publication date Assignee Title
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CN110588718A (en) * 2019-08-28 2019-12-20 中国铁道科学研究院集团有限公司 Motor train unit motor broken shaft monitoring method and device
CN110595803A (en) * 2019-09-20 2019-12-20 中车青岛四方机车车辆股份有限公司 Train coupling fault diagnosis method, related system and train
CN111177856A (en) * 2019-12-13 2020-05-19 西南交通大学 Locomotive dynamics simulation analysis method and device based on electromechanical coupling of driving system
CN111880097A (en) * 2020-08-27 2020-11-03 中车青岛四方车辆研究所有限公司 Three-phase symmetric short-circuit fault detection method for train traction motor

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Publication number Priority date Publication date Assignee Title
WO2004024531A1 (en) * 2002-09-13 2004-03-25 Bombardier Transportation Gmbh Vehicle on-board diagnostic system
CN110588718A (en) * 2019-08-28 2019-12-20 中国铁道科学研究院集团有限公司 Motor train unit motor broken shaft monitoring method and device
CN110595803A (en) * 2019-09-20 2019-12-20 中车青岛四方机车车辆股份有限公司 Train coupling fault diagnosis method, related system and train
CN111177856A (en) * 2019-12-13 2020-05-19 西南交通大学 Locomotive dynamics simulation analysis method and device based on electromechanical coupling of driving system
CN111880097A (en) * 2020-08-27 2020-11-03 中车青岛四方车辆研究所有限公司 Three-phase symmetric short-circuit fault detection method for train traction motor

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Title
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