CN113595464A - Control equipment and control method for internal combustion electric transmission tractor transmission system - Google Patents
Control equipment and control method for internal combustion electric transmission tractor transmission system Download PDFInfo
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
- H02P21/0003—Control strategies in general, e.g. linear type, e.g. P, PI, PID, using robust control
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
- H02P21/14—Estimation or adaptation of machine parameters, e.g. flux, current or voltage
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
- H02P9/14—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field
- H02P9/26—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field using discharge tubes or semiconductor devices
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Abstract
The invention discloses a control device and a control method for a transmission system of an internal combustion electric transmission tractor. The invention adopts an asynchronous power generation/electric internal combustion electric transmission system, can improve the reliability of the system, reduce the maintenance cost, reduce the volume of the transmission system and is beneficial to the optimization of the space layout of the whole vehicle. By optimally designing a controller hardware circuit and a control method thereof, the technical advantages of the asynchronous power generation/electric internal combustion electric transmission system can be fully exerted. By the combined optimization control of the diesel engine, the asynchronous generator and the asynchronous motor, the fuel utilization rate and the transmission system efficiency are improved, and the energy-saving and environment-friendly effects are achieved.
Description
Technical Field
The invention relates to the technical field of diesel-electric transmission, in particular to a control device and a control method for a diesel-electric transmission tractor transmission system.
Background
The popularization and the application of agricultural machinery equipment are important marks of agricultural mechanization and modernization, and the tractor is the agricultural machinery equipment with wide application, and has good development prospect in the fields of agricultural transportation and plowing operation.
At present, a tractor running system is mainly realized by adopting a mechanical driving mode, and a diesel engine is matched with a mechanical transmission mechanism to transmit power. The traditional mechanical transmission mode has the advantages that the power is strong, the decoupling of a walking component and a working component cannot be realized, the rotating speed of a diesel engine depends on the required vehicle speed, the diesel engine cannot always work in an optimal efficiency area, the transmission loss is large, and the efficiency is low. The mechanical transmission system can not completely meet the development requirements of intellectualization and networking of the tractor, and the aims of energy conservation and emission reduction can not be achieved.
Disclosure of Invention
The invention provides a control device and a control method for a transmission system of an internal combustion electric transmission tractor, which aim to solve the problems of large transmission loss, low efficiency and the like.
In order to achieve the purpose, the technical scheme of the invention is as follows:
an internal combustion electric drive tractor driveline control apparatus, comprising: the internal combustion electric transmission system comprises an internal combustion electric transmission system transmission control unit and an internal combustion electric transmission system;
the internal combustion electric transmission system comprises an asynchronous generator, a generator converter, a motor converter, a brake unit, a DCDC converter and an asynchronous motor, wherein the asynchronous generator is coaxially and mechanically connected with a diesel engine, the three-phase U/V/W input end of the generator converter is correspondingly connected with the three-phase U/V/W terminal end of the asynchronous generator, the positive and negative ends of a direct current bus of the generator converter are correspondingly connected with the positive and negative ends of the motor converter, the brake unit and the DCDC converter, and the three-phase U/V/W terminal end of the asynchronous motor is correspondingly connected with the three-phase U/V/W output end of the motor converter;
the generator converter and the motor converter are both IGBT power devices to form a three-phase two-level topological structure;
the internal combustion electric transmission system transmission control unit realizes network communication between the internal combustion electric transmission system and the whole vehicle, receives network control instructions, transmits sampling signals and uploads transmission system running state data to cab monitoring and display equipment, wherein the sampling signals comprise voltages, currents and temperatures of an asynchronous generator and an asynchronous motor, voltage of an inverter direct-current bus and temperature of the inverter, rotating speeds of the asynchronous generator and the asynchronous motor and cab control instruction signals.
Further, the transmission control unit of the internal combustion electric transmission system comprises a signal motherboard and a CPU control panel, and the CPU control panel is inserted in the signal motherboard;
the signal motherboard is used for transmitting the sampled data to the CPU control board after filtering and level conversion;
the signal motherboard is used for transmitting the sampled data to the CPU control board after filtering and level conversion;
the CPU control board is used for realizing the transmission logic control process of the asynchronous generator and the asynchronous motor, the PWM modulation process of the inverter and the control process of the rotating speed of the diesel engine, and simultaneously realizing the network communication between the traction converter and the whole vehicle.
Furthermore, the signal motherboard comprises a power module, an analog quantity conditioning circuit, a digital quantity input and output circuit, a rotating speed detection circuit, an AD sampler, a communication and debugging interface and an output inverter PWM drive;
the power supply module is used for providing power supply for the signal motherboard;
the analog quantity conditioning circuit is used for filtering and amplitude conversion of collected analog signals, wherein the analog signals comprise voltage, current and temperature signals of an asynchronous generator and an asynchronous motor, voltage and temperature signals of an inverter direct-current bus and analog signals of a cab;
the AD sampler is used for converting the analog signals after filtering and amplitude conversion into digital signals and transmitting the digital signals to the processor;
the digital quantity input and output circuit is used for isolating and level-converting the digital quantity input and output signals of the cab;
the rotating speed detection circuit is used for isolating and level-converting pulse signals input by the encoder;
the communication and debugging interface is used for operating data observation and recording;
the output inverter PWM drive is used for generating an IGBT drive control signal;
the analog quantity conditioning circuit is connected with the CPU control panel through the AD sampler, the digital quantity input and output circuit performs data interaction with the CPU control panel, and the rotating speed detection circuit, the communication and debugging interface and the output inverter PWM drive are connected with the CPU control panel.
Furthermore, the CPU control board comprises an ARM processor, a DSP controller and an FPGA chip;
the ARM processor is used for realizing the functions of internal combustion electric transmission system operation logic control, diesel engine fuel efficiency control, DCDC converter voltage lifting mode and output voltage control and network communication between the internal combustion electric transmission system and the whole vehicle;
the DSP controller is used for realizing the vector control algorithm and the PWM modulation algorithm of the asynchronous generator and the asynchronous motor to generate corresponding PWM comparison values;
and the FPGA chip is used for receiving the PWM comparison value and outputting a control signal of the inverter PWM.
A control method of a transmission system of an internal combustion electric transmission tractor is characterized by comprising the following steps:
step 1, determining a target rotating speed of a diesel engine by using load power, a diesel engine load rate and direct-current bus voltage;
step 2, determining the torque current value of the asynchronous generator by using the output quantity of the voltage control loop and the feedforward compensation quantity of the load power;
and 3, determining the torque value of the asynchronous motor by using the motor power limit value and the diesel engine load factor adjusting coefficient.
Further, the formula for determining the target rotating speed of the diesel engine in the step 1 is as follows:
ndisel＝f(Pload,δload,Udc)＝f1(Pload)+f2(δload)+f3(Udc)
wherein n isdiselIs the target speed of the diesel engine, f1(Pload) Is the power curve of the diesel engine, f2(δload) Is a diesel load rate curve, f3(Udc) The compensation quantity of the rotating speed of the diesel engine is obtained according to the bus voltage.
Further, the rotating speed compensation amount f of the diesel engine obtained according to the bus voltage in the step 13(Udc) The calculation formula of (2) is as follows:
wherein KpFor a set proportionality factor, UdcIs the dc bus voltage.
Further, the formula for determining the torque current value of the asynchronous generator in the step 2 is as follows:
wherein,
for the value of the asynchronous generator torque current,
is the output of the voltage control loop and is,
is the load power feedforward compensation quantityλ is the power compensation adjustment coefficient, PmotorFor given value of load motor power, Kisq_pIs the generator power-torque current transformation coefficient.
Further, step 3 determines the torque value of the asynchronous motor according to the formula:
wherein, Te-limFor the motor torque command envelope limit, i.e. the maximum output torque value of the asynchronous motor,
is a unit transformation constant, PlimAs motor power limit value, f (delta)load) And n is the rotating speed of the motor.
Further, a diesel engine load factor adjusting coefficient f (delta) is obtainedload) The formula of (1) is:
wherein, deltaloadRepresenting the diesel engine load factor, δΔRepresenting the electromagnetic torque retention factor at the time of adjustment.
Has the advantages that: the invention adopts an asynchronous power generation/electric internal combustion electric transmission system, can improve the reliability of the system, reduce the maintenance cost, reduce the volume of the transmission system and is beneficial to the optimization of the space layout of the whole vehicle. By optimally designing a controller hardware circuit and a control method thereof, the technical advantages of the asynchronous power generation/electric internal combustion electric transmission system can be fully exerted.
Through the modularized hardware design, the function realization distribution of each part is more reasonable, the software and hardware development efficiency is improved, the separation of logic and algorithm, input and output, main control and debugging functions is realized, and the field debugging and subsequent maintenance work are facilitated.
By the combined optimization control of the diesel engine, the asynchronous generator and the asynchronous motor, the fuel utilization rate and the transmission system efficiency are improved, and the energy-saving and environment-friendly effects are achieved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
FIG. 1 is a schematic illustration of an internal combustion electric drive system according to the present invention;
FIG. 2 is a schematic illustration of a transmission control unit of the diesel-electric powertrain of the present invention;
FIG. 3 is a functional topology diagram of an ARM processor according to the present invention;
FIG. 4 is a flow chart of a system control method of the present invention;
FIG. 5 is a diagram of the control strategy of the present invention based on inner loop current feedback linearization and load power feed forward.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The present embodiment 1 provides an internal combustion electric drive tractor transmission system control apparatus, as shown in fig. 1, characterized by comprising: the internal combustion electric transmission system comprises an internal combustion electric transmission system transmission control unit and an internal combustion electric transmission system;
the internal combustion electric transmission system comprises an asynchronous generator, a generator converter, a motor converter, a brake unit, a DCDC converter and an asynchronous motor, wherein the asynchronous generator is coaxially and mechanically connected with a diesel engine, the three-phase U/V/W input end of the generator converter is correspondingly connected with the three-phase U/V/W terminal end of the asynchronous generator, the positive and negative ends of a direct current bus of the generator converter are correspondingly connected with the positive and negative ends of the motor converter, the brake unit and the DCDC converter, and the three-phase U/V/W terminal end of the asynchronous motor is correspondingly connected with the three-phase U/V/W output end of the motor converter;
the generator converter and the motor converter are both IGBT power devices to form a three-phase two-level topological structure;
the internal combustion electric transmission system transmission control unit realizes network communication between a transmission system and a whole vehicle, receives network control instructions, transmits sampling signals and uploads transmission system running state data to cab monitoring and display equipment through a J1939 protocol, wherein the sampling signals comprise voltages, currents and temperatures of an asynchronous generator and an asynchronous motor, voltage and temperature of an inverter direct-current bus and the inverter, and rotating speeds of the asynchronous generator and the asynchronous motor and cab control instruction signals.
When the system works, the DCDC converter is started firstly, the voltage of the storage battery DC24V is raised to DC200V, and a direct-current bus of the traction converter is charged; then the diesel engine is started to work in a constant speed mode, the diesel engine is mechanically and coaxially connected with the asynchronous generator to drive the asynchronous generator to rotate, and the asynchronous generator completes excitation through DC200V direct current bus voltage; the asynchronous generator works in a braking mode, the voltage of the direct-current bus is boosted and stabilized at DC910V, the starting process is completed, and the DCDC is switched to a voltage reduction mode to charge the storage battery; and finally, starting the motor to work according to a given instruction of the system, and controlling the rotating speed of the diesel engine to enable the diesel engine to operate in an optimal efficiency state.
In specific embodiment 1, as shown in fig. 2, the transmission control unit of the internal combustion electric transmission system includes a signal motherboard and a CPU control board, and the CPU control board is plugged into the signal motherboard and mechanically fixed by a fixing screw;
the signal motherboard is used for transmitting the sampled data to the CPU control board after filtering and level conversion;
the CPU control board is used for realizing the transmission logic control process of the asynchronous generator and the asynchronous motor, the PWM modulation process of the inverter and the rotating speed control process of the diesel engine and simultaneously realizing the network communication between the traction converter and the whole vehicle, wherein the transmission logic control of the asynchronous generator and the asynchronous motor adopts a vector control algorithm, the PWM modulation of the inverter adopts a multi-mode synchronous modulation algorithm, and the rotating speed control of the diesel engine adopts a fuel efficiency optimization control algorithm.
In specific embodiment 1, the signal motherboard includes a power module, an analog quantity conditioning circuit, a digital quantity input/output circuit, a rotation speed detection circuit, an AD sampler, a communication and debugging interface, and an output inverter PWM driver;
the power supply module is used for providing power supply for the signal motherboard;
the analog quantity conditioning circuit is used for filtering and amplitude conversion of collected analog signals, wherein the analog signals comprise voltage, current and temperature signals of an asynchronous generator and an asynchronous motor, voltage and temperature signals of an inverter direct-current bus and analog signals of a cab;
the AD sampler is used for converting the analog signals after filtering and amplitude conversion into digital signals and transmitting the digital signals to the processor;
the digital quantity input and output circuit is used for isolating and level-converting the digital quantity input and output signals of the cab;
the rotating speed detection circuit is used for isolating and level-converting pulse signals input by the encoder;
the communication and debugging interface is used for operating data observation and recording;
the output inverter PWM drive is used for generating an IGBT drive control signal;
the analog quantity conditioning circuit is connected with the CPU control panel through the AD sampler, the digital quantity input and output circuit performs data interaction with the CPU control panel, and the rotating speed detection circuit, the communication and debugging interface and the output inverter PWM drive are connected with the CPU control panel.
The CPU control board comprises an ARM processor, a DSP controller and an FPGA chip.
As shown in fig. 3, the ARM processor is used to implement the operation logic control of the diesel electric transmission system, the fuel efficiency control of the diesel engine, the voltage-raising and voltage-lowering mode and the output voltage control of the DCDC converter, and the network communication function between the diesel electric transmission system and the vehicle. The ARM processor uses a chip model STM32F417ZG, software programming is carried out through a state machine mode, a SYSTICK timer generates a 1ms clock to serve as a time base standard of each task, and data interaction is carried out through an internal FSMC module and an FPGA. The ARM processor enables 2 internal groups of CAN communication modules, the CAN1 is communicated with the DCDC controller and the converter leakage protection module, and the CAN2 is communicated with a cab and the diesel engine controller by adopting a J1939 protocol.
And the DSP controller is used for realizing the vector control algorithm and the PWM modulation algorithm of the asynchronous generator and the asynchronous motor to generate corresponding PWM comparison values. The chip model used by the DSP controller is TMS320F28377D dual-core DSP of TI company, two independent control cores are contained in the DSP controller, the inner core CPU1 is used for realizing the control of a generator, the inner core CPU2 is used for realizing the control of a motor, and the CPU1 and the CPU2 perform data interaction through an internal shared RAM, so that the rapid dynamic response performance of the system is ensured. The DSP controller communicates with the FPGA through the XINTF bus. Through SPI and CH395 communication, realize that the host computer carries out the function that the procedure was burnt write, was surveyd in the debugging and the data record through ethernet.
And the FPGA chip receives the PWM comparison value generated by the DSP controller, and outputs a PWM control signal of the inverter by comparing the PWM comparison value with the triangular wave. The FPGA simultaneously realizes the functions of over-voltage, over-current and over-temperature hardware protection of the inverter and the generator motor and the functions of reading and calculating the rotating speed signals of the generator and the motor. The FPGA chip uses SPARTAN6 series of XILINX company, realizes double-port RAM function through internal programming, and performs data interaction with the ARM processor and the DSP controller.
In a similar object, as shown in fig. 4, the present application further provides an embodiment 2, a method for controlling a transmission system of a diesel-electric transmission tractor, specifically comprising three parts, namely a diesel engine control, an asynchronous generator control and an asynchronous motor control, specifically comprising:
step 1, the diesel engine works in a constant speed mode, the control target of the diesel engine is a given rotating speed, and the target rotating speed of the diesel engine is determined by utilizing load power, the load rate of the diesel engine and direct-current bus voltage;
the formula for determining the target rotating speed of the diesel engine is as follows:
ndisel＝f(Pload,δload,Udc)＝f1(Pload)+f2(δload)+f3(Udc)
wherein n isdiselIs the target speed of the diesel engine, f1(Pload) Is the power curve of the diesel engine, f2(δload) Is a diesel load rate curve, f3(Udc) The compensation quantity of the rotating speed of the diesel engine is obtained according to the bus voltage. PloadThe dynamic compensation power mainly considers power overshoot in the system adjusting process and is determined according to corresponding test standards. DeltaloadThe load rate of the diesel engine is controlled, and the aim of optimizing and controlling the fuel efficiency is to ensure that the load rate of the diesel engine is always highest in the dynamic process and ensure the stability of the system. The proportional control strategy is adopted, the load rate of the oil extraction machine is controlled within the range of 96% -100%, when the load rate is larger than 100%, the rotating speed of the diesel engine is rapidly increased, the diesel engine is prevented from being stopped, and when the load rate is smaller than 96%, the rotating speed of the diesel engine is rapidly reduced, so that the optimal fuel efficiency is ensured. U shapedcThe direct current bus voltage is required to be limited within a reasonable range in order to enable a driving system to have enough power output, and the direct current bus voltage can be improved by adjusting the rotating speed of a generator, namely the rotating speed of a diesel engine.
Diesel engine rotating speed compensation amount f obtained according to bus voltage3(Udc) The calculation formula of (2) is as follows:
wherein KpFor a set proportionality factor, UdcIs the dc bus voltage.
Step 2, in order to ensure that the fuel efficiency is optimal, the rotating speed of the diesel engine needs to be adjusted and changed in real time, meanwhile, for the field operation working condition of the tractor, the power of a load motor is frequently switched, a system needs to have rapid dynamic response performance, and aiming at the decoupling control problem of the asynchronous generator, as shown in fig. 5, the invention designs a control strategy based on inner loop current feedback linearization and load power feedforward, wherein v1And v2The cross part in the figure is a feedback linearization decoupling link, and the torque current value of the asynchronous generator is determined by using the output quantity of the voltage control loop and the feedforward compensation quantity of the load power. The structure in fig. 5 decouples the asynchronous generator field current and torque current control by means of feedback linearization, where isdAnd isqFor the feedback values of exciting current and torque current, the quantity of the upper right corner mark is the corresponding given value, Lsωs、σLsωsAnd RsFor motor parameters, PI is proportional-integral controller, v1And v2For the linear control part of the motor voltage, dq/alpha beta is the rotation coordinate transformation, usd、usq、usα、usβFor outputting the components of the motor voltage at different coordinates, Sa、SbAnd ScIs an inverter control signal.
The formula for determining the torque current value of the asynchronous generator is as follows:
wherein,
for the value of the asynchronous generator torque current,
for voltage controlThe output of the loop is used for outputting,
is the feedforward compensation quantity of load power, lambda is the power compensation adjustment coefficient, PmotorFor given value of load motor power, Kisq_pIs the generator power-torque current transformation coefficient. Because the system control has hysteresis and deviation of actual parameters, a power compensation adjustment coefficient lambda is added, wherein overcompensation is carried out when lambda is larger than 1, and undercompensation is carried out when lambda is smaller than 1.
And 3, controlling the asynchronous motor mainly by limiting power and torque, so that the torque value of the asynchronous motor is determined by utilizing the power limit value of the motor and the load factor of the diesel engine.
Wherein the formula for determining the torque value of the asynchronous motor is:
wherein, Te-limEnvelope limits for the motor torque commands,
is a unit transformation constant, PlimAs motor power limit value, f (delta)load) For the load factor adjustment of the diesel engine, f (delta)load) The function of the engine is to ensure the stable operation of the diesel engine when the load is heavier, and n is the rotating speed of the motor.
Obtaining the load factor adjusting coefficient f (delta) of the diesel engineload) The formula of (1) is:
wherein, deltaloadRepresenting the diesel engine load factor, δΔRepresenting the electromagnetic torque retention coefficient at regulation, in which the diesel load factor deltaloadThe value range is between 0 and 1.0.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present invention.
Claims (10)
1. An internal combustion electric drive tractor driveline control apparatus, comprising: the internal combustion electric transmission system comprises an internal combustion electric transmission system transmission control unit and an internal combustion electric transmission system;
the internal combustion electric transmission system comprises an asynchronous generator, a generator converter, a motor converter, a brake unit, a DCDC converter and an asynchronous motor, wherein the asynchronous generator is coaxially and mechanically connected with a diesel engine, the three-phase U/V/W input end of the generator converter is correspondingly connected with the three-phase U/V/W terminal end of the asynchronous generator, the positive and negative ends of a direct current bus of the generator converter are correspondingly connected with the positive and negative ends of the motor converter, the brake unit and the DCDC converter, and the three-phase U/V/W terminal end of the asynchronous motor is correspondingly connected with the three-phase U/V/W output end of the motor converter;
the generator converter and the motor converter are both IGBT power devices to form a three-phase two-level topological structure;
the internal combustion electric transmission system transmission control unit realizes network communication between the internal combustion electric transmission system and the whole vehicle, receives network control instructions, transmits sampling signals and uploads transmission system running state data to cab monitoring and display equipment, wherein the sampling signals comprise voltages, currents and temperatures of an asynchronous generator and an asynchronous motor, voltage of an inverter direct-current bus and temperature of the inverter, rotating speeds of the asynchronous generator and the asynchronous motor and cab control instruction signals.
2. A diesel-electric tractor driveline control apparatus as defined in claim 1, wherein: the transmission control unit of the internal combustion electric transmission system comprises a signal motherboard and a CPU control panel, and the CPU control panel is inserted in the signal motherboard;
the signal motherboard is used for transmitting the sampled data to the CPU control board after filtering and level conversion;
the CPU control board is used for realizing the transmission logic control process of the asynchronous generator and the asynchronous motor, the PWM modulation process of the inverter and the control process of the rotating speed of the diesel engine, and simultaneously realizing the network communication between the traction converter and the whole vehicle.
3. A diesel-electric tractor driveline control apparatus as defined in claim 2, wherein:
the signal motherboard comprises a power supply module, an analog quantity conditioning circuit, a digital quantity input and output circuit, a rotating speed detection circuit, an AD sampler, a communication and debugging interface and an output inverter PWM drive;
the power supply module is used for providing power supply for the signal motherboard;
the analog quantity conditioning circuit is used for filtering and amplitude conversion of collected analog signals, wherein the analog signals comprise voltage, current and temperature signals of an asynchronous generator and an asynchronous motor, voltage and temperature signals of an inverter direct-current bus and analog signals of a cab;
the AD sampler is used for converting the analog signals after filtering and amplitude conversion into digital signals and transmitting the digital signals to the processor;
the digital quantity input and output circuit is used for isolating and level-converting the digital quantity input and output signals of the cab;
the rotating speed detection circuit is used for isolating and level-converting pulse signals input by the encoder;
the communication and debugging interface is used for operating data observation and recording;
the output inverter PWM drive is used for generating an IGBT drive control signal;
the analog quantity conditioning circuit is connected with the CPU control panel through the AD sampler, the digital quantity input and output circuit performs data interaction with the CPU control panel, and the rotating speed detection circuit, the communication and debugging interface and the output inverter PWM drive are connected with the CPU control panel.
4. A diesel-electric tractor driveline control apparatus as defined in claim 3, wherein:
the CPU control board comprises an ARM processor, a DSP controller and an FPGA chip;
the ARM processor is used for realizing the functions of internal combustion electric transmission system operation logic control, diesel engine fuel efficiency control, DCDC converter voltage lifting mode and output voltage control and network communication between the internal combustion electric transmission system and the whole vehicle;
the DSP controller is used for realizing the vector control algorithm and the PWM modulation algorithm of the asynchronous generator and the asynchronous motor to generate corresponding PWM comparison values;
and the FPGA chip is used for receiving the PWM comparison value and outputting a control signal of the inverter PWM.
5. A diesel-electric tractor transmission system control method as defined in claim 4, characterized in that:
step 1, determining a target rotating speed of a diesel engine by using load power, a diesel engine load rate and direct-current bus voltage;
step 2, determining the torque current value of the asynchronous generator by using the output quantity of the voltage control loop and the feedforward compensation quantity of the load power;
and 3, determining the torque value of the asynchronous motor by using the motor power limit value and the diesel engine load factor adjusting coefficient.
6. The diesel-electric transmission tractor transmission system control method as claimed in claim 5,
step 1, the formula for determining the target rotating speed of the diesel engine is as follows:
ndisel＝f(Pload,δload,Udc)＝f1(Pload)+f2(δload)+f3(Udc)
wherein n isdiselIs the target speed of the diesel engine, f1(Pload) Is the power curve of the diesel engine, f2(δload) Is a diesel load rate curve, f3(Udc) The compensation quantity of the rotating speed of the diesel engine is obtained according to the bus voltage.
7. The control method of the transmission system of the diesel-electric transmission tractor as claimed in claim 6, wherein the diesel engine rotation speed compensation amount f obtained from the bus voltage in step 13(Udc) The calculation formula of (2) is as follows:
wherein KpFor a set proportionality factor, UdcIs the dc bus voltage.
8. The diesel-electric tractor transmission system control method as claimed in claim 7,
step 2, determining the torque current value of the asynchronous generator according to the formula:
wherein,
for the value of the asynchronous generator torque current,
is the output of the voltage control loop and is,
is the feedforward compensation quantity of load power, lambda is the power compensation adjustment coefficient, PmotorFor given value of load motor power, Kisq_pIs the generator power-torque current transformation coefficient.
9. The diesel-electric tractor transmission system control method as claimed in claim 8,
step 3, determining the torque value of the asynchronous motor according to the formula:
wherein, Te-limFor the motor torque command envelope limit, i.e. the maximum output torque value of the asynchronous motor,
is a unit transformation constant, PlimAs motor power limit value, f (delta)load) And n is the rotating speed of the motor.
10. A diesel-electric tractor transmission system control method as claimed in claim 9, characterized in that the diesel load factor f (δ) is obtainedload) The formula of (1) is:
wherein, deltaloadRepresenting the diesel engine load factor, δΔRepresenting the electromagnetic torque retention factor at the time of adjustment.
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| PCT/CN2021/138289 WO2023000593A1 (en) | 2021-07-20 | 2021-12-15 | Control device and control method for internal combustion electric transmission tractor transmission system |
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| WO2023000593A1 (en) * | 2021-07-20 | 2023-01-26 | 中车大连电力牵引研发中心有限公司 | Control device and control method for internal combustion electric transmission tractor transmission system |
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