CN115805820A - Speed control method of alternating current transmission locomotive - Google Patents
Speed control method of alternating current transmission locomotive Download PDFInfo
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Abstract
The invention discloses a speed control method of an alternating current transmission locomotive, which is used in a deceleration stop stage, a constant speed operation stage and an acceleration operation stage of the alternating current transmission locomotive; the speed control method comprises the following steps: setting a speed target value; setting an acceleration target value; calculating a real-time acceleration feedback value, and performing closed-loop control on the acceleration target value and the acceleration feedback value to obtain a real-time required motor torque of the alternating-current transmission locomotive; and obtaining corresponding gears according to the motor torque of the alternating current transmission locomotive, and controlling the alternating current transmission locomotive. The speed control method of the alternating current transmission locomotive adopts an acceleration closed-loop algorithm, can operate according to an acceleration-speed difference curve and a control algorithm, and realizes the adjustment of the output traction force.
Description
Technical Field
The invention relates to the technical field of design of alternating current transmission locomotives, in particular to a speed control method of an alternating current transmission locomotive.
Background
When a train enters a station, a fixed-point stop is needed to facilitate passengers to take on and off, speed control is needed when a locomotive marshalling yard works, and speed and position control requirements are needed when locomotives are positioned and stopped during factory and mine works. In terms of parking accuracy and punctuality, it is desirable to be able to adjust the speed, including speed and acceleration, quickly and accurately.
If the parking, the speed and the constant speed are positioned, the deceleration control and the acceleration control are realized by completely depending on the operation of a driver, the difficulty is high, and the requirement on the operation level of the driver is high. The control of speed and positioning parking can improve the positioning precision and the speed control precision, and reduce the labor intensity of drivers and passengers.
Many users need the locomotive to run in a constant speed mode, have higher requirements on speed precision and dynamic response, most methods use a speed signal as a control closed loop to adjust the current or torque of the motor, and the current or traction of the motor can be effectively adjusted only when the speed or the acceleration has obvious deviation. The other method detects the acceleration, when the speed deviation reaches a certain threshold, the output traction force is calculated according to the requirement of certain acceleration, the speed regulation control is realized, and the speed fluctuation range is larger. Some speed control also needs to know the information of the total mass of the train, the inclined force of the ramp, the running resistance and the like, and the operation is complex. In the case of a load change, the calculation is not easy.
In the prior art, the sum of the current resistance of a train, the current slope oblique force of a line of the train and the external force of the train in different running states is taken as a reference value for constant speed control, and the output force of a traction motor of the train in the constant speed control is calculated, so that the running speed of the train is kept constant.
This method is actually an incremental control based on the deviation of the target speed from the actual speed. The expected acceleration requires grasping the train mass, and calculating the running resistance, the ramp resistance, and the like. More parameters are required to implement the function. There is no direct participation in the control of the feedback acceleration. The method is complex in calculation, and is not applicable to application scenes of variable loads, unknown line conditions and the like. The method also needs to know parameters such as load m of the train, and the precision is greatly influenced for the changed load. The constant speed mode is entered only when the actual speed is required to be close to the target speed. This is a complementary way of constant speed control, the regulation is slow and there is a speed dead center. The control is the control with speed static difference, the control is adjusted through speed feedback, the control cannot be stabilized at a set point, and the traction force output is corrected when the speed deviation change is large due to load change.
In the prior art, the exciting current of a main generator is controlled through a speed closed loop and a current closed loop to adjust the current of a traction motor. The method has the disadvantages that a current closed loop and a speed closed loop are adopted, the speed fluctuation range is large, and the regulation response is slow. The adhesion control effect is not good. The response is slow for idle. Speed overshoot, start-up time, and speed fluctuation range during load change. There is a contradiction between response time and overshoot, with a lower load rate and a smaller overshoot, but with a longer response time, especially in the case of sudden load changes, where the speed step decreases and the load rate is low, the response time is longer. In addition, no consideration is given to the case of idling. When the condition of the rail surface is not good, the application is affected.
Based on this, the prior art still remains to be improved.
Disclosure of Invention
In order to solve the above technical problem, an embodiment of the present invention provides a speed control method for an ac transmission locomotive.
The speed control method of the alternating current transmission locomotive disclosed by the embodiment of the invention is used in a deceleration stop stage, a constant speed operation stage and an acceleration operation stage of the alternating current transmission locomotive; the speed control method comprises the following steps:
setting a speed target value;
setting an acceleration target value;
calculating a real-time acceleration feedback value, and performing closed-loop control on the acceleration target value and the acceleration feedback value to obtain a real-time required motor torque of the alternating current transmission locomotive;
and obtaining corresponding gears according to the motor torque of the alternating current transmission locomotive, and controlling the alternating current transmission locomotive.
Further, the deceleration stopping stage of the alternating current transmission locomotive is that the alternating current transmission locomotive runs in a stopping interval, the stopping interval is a certain distance away from a stopping point, and the constant speed running of the alternating current transmission locomotive is changed into deceleration running; the speed control method comprises the following steps:
setting a speed target value;
setting an acceleration target value;
calculating a real-time acceleration feedback value, and performing closed-loop control on the acceleration target value and the acceleration feedback value to obtain a real-time required motor torque of the alternating current transmission locomotive;
obtaining corresponding gears according to the motor torque of the alternating current transmission locomotive, and performing braking control on the alternating current transmission locomotive;
and determining the displacement deviation of the alternating-current transmission locomotive and a parking position, and applying air brake to park when the displacement deviation is close to zero.
Further, "setting the acceleration target value" includes:
acquiring an actual speed value of the alternating-current transmission locomotive and a predicted running distance of the alternating-current transmission locomotive;
and calculating the target acceleration according to the speed actual value and the predicted running distance.
Further, "calculating the target acceleration from the velocity actual value and the velocity actual value" includes:
calculating the average speed v according to the actual speed value avg ＝v 0 /2
Calculating the running time t = s/v according to the average speed and the expected running distance avg ＝2s/v 0 Calculating a target acceleration
Wherein v is 0 S is the expected distance traveled for the actual value of speed.
Further, "calculating the real-time acceleration feedback value" adopts the following calculation formula to perform iterative calculation:
a(n)＝b1*a(n-5)-b2*a(n-4)+b3*a(n-2)+b4*[c(n)+c(n-2)-c(n-4)-c(n-5)]
in the formula, a (n) is the acceleration frequency feedback value of the current period,
c (n) is the angular velocity frequency corresponding to the current velocity,
b1, b2, b3, b4 are constant in a certain sampling time,
n is the current cycle, n-2 is the first 2 cycles of the current cycle, n-4 is the first 4 cycles of the current cycle, and n-5 is the first 5 cycles of the current cycle.
Further, the constant-speed operation stage of the alternating-current transmission locomotive is that the alternating-current transmission locomotive operates at a constant operation speed; the speed control method comprises the following steps:
setting a speed target value;
acquiring a speed actual value, if the speed actual value is not equal to a speed target value, setting an acceleration target value, calculating a real-time acceleration feedback value, and performing closed-loop control on the acceleration target value and the acceleration feedback value to obtain a real-time required motor torque of the alternating current transmission locomotive;
and obtaining corresponding gears according to the motor torque of the alternating current transmission locomotive, and carrying out acceleration or deceleration control on the alternating current transmission locomotive.
Further, the acceleration target value is zero.
Further, when the speed target value and the speed actual value are in positive deviation, the acceleration target value is positive; when the speed target value and the speed actual value are negatively biased, the acceleration target value is negative. And setting an acceleration target value according to the speed deviation.
Further, the speed target value is a constant operation speed value.
The embodiment of the invention discloses an alternating current transmission locomotive, which comprises: precision parking and constant speed operation are performed using the speed control method as described above.
By adopting the technical scheme, the invention at least has the following beneficial effects:
1) Generally, the locomotive needs position information for positioning and stopping, and control is carried out according to a speed-displacement curve. The speed control has the overshoot condition, or the adjusting time is longer, and the speed static difference is larger. The response is faster through acceleration control, and the overshoot is completely controllable by adjusting the speed according to the set acceleration.
2) The control method in the prior art needs to input train mass, calculate train resistance, ramp resistance and the like, and in practical application, the load is changed, the line condition is more complex, the data input amount is large, and the accuracy is not high. The control method of the invention uses acceleration closed-loop control, does not need to input a large amount of information, and can express load change, line influence and the like on feedback acceleration to run a control algorithm.
3) The prior art control method requires that the constant speed mode be entered when the actual speed is close to the set speed. The control method of the invention adopts an acceleration closed-loop algorithm, can operate according to an acceleration-speed difference curve and a control algorithm, and realizes the regulation of the output traction force.
4) Although the control method in the prior art adds acceleration control, the speed and the acceleration are taken as judgment conditions, and the control method actually adopts complex logic to control, needs to consider various working conditions, has low universality and needs to be debugged repeatedly. At different speeds, whether a certain action is executed when the locomotive acceleration is at any value needs to be determined after the locomotive is debugged, and each datum needs to be debugged repeatedly to meet the requirement. This takes more debug time. The control method of the invention adopts an acceleration closed-loop algorithm, the algorithm has universality and different application scenes, and good control effect can be realized only by modifying the characteristic parameters of the locomotive.
5) In the prior art, acceleration is taken as a judgment condition in the control process, and is not controlled by parameters. After the acceleration exceeds the threshold, the tractive effort is increased or decreased, adjusted according to the estimated value, rather than according to the output of the control function. In the control method, a speed control algorithm is added, acceleration is used as a reference parameter and a feedback parameter in the algorithm, and a mature algorithm is adopted to realize performance optimization.
6) In the related control method in the prior art, adhesion control is not considered, and expected acceleration cannot be output normally under complex working conditions. The control method of the invention uses an acceleration control algorithm, can quickly respond to idling/sliding and the like, and can quickly recover adhesion.
7) Because the speed threshold value of the acceleration detection is large, the acceleration detection is not accurate enough, and the speed static difference exists in the operation control of the locomotive. The acceleration control algorithm adopted by the control method disclosed by the invention adopts an advanced acceleration algorithm, and the current speed, the historical acceleration and the like are combined for calculation, so that the acceleration calculation result is stable and reliable.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the drawings without creative efforts.
FIG. 1 is a flow chart of a method for controlling the speed of an AC driven locomotive according to one embodiment of the present invention;
FIG. 2 is a schematic diagram of a control system with added displacement, velocity and acceleration functionality in accordance with one embodiment of the present invention;
FIG. 3 is a tractive effort braking effort graph of a locomotive according to an embodiment of the present invention;
FIG. 4 is a flow chart of various speed mode transitions in accordance with one embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the following embodiments of the present invention are described in further detail with reference to the accompanying drawings.
In many methods for calculating the acceleration, the speed, and the like are used as determination conditions, and various conditions are distinguished, and the output torque or the current of the motor is set and adjusted. The regulation method is generally controlled by a fixed expected acceleration value, actually speed difference comparison, and output traction force is corrected through certain parameter setting instead of directly controlling the acceleration. The acceleration feedback value does not directly participate in the control but is a condition of the control. The regulation is carried out by the speed deviation, or the acceleration or the traction force is set by the speed deviation, or the loading unloading state is determined by the simple speed difference, and the output traction force is determined by more complicated calculation.
Indexes such as precision, response time, overshoot and the like of the existing speed control are affected, and especially under the condition that a load has large disturbance, speed fluctuation is large.
In addition, in severe weather, when the traction braking force is large, the adhesion control is difficult, and idling is likely to occur, and these problems need to be solved.
For the deceleration situation, it is ideal to realize through electric braking, can carry out energy recycle, supplementary with air braking.
As shown in FIG. 1, some embodiments of the present invention disclose a speed control method for an AC-driven locomotive, the speed control method being used in a deceleration stop phase and a constant speed operation phase and an acceleration operation phase of the AC-driven locomotive; the speed control method comprises the following steps:
s100, setting a speed target value;
s200, setting an acceleration target value;
s300, calculating a real-time acceleration feedback value, and performing closed-loop control on the acceleration target value and the acceleration feedback value to obtain a real-time required motor torque of the alternating-current transmission locomotive;
s400, according to the motor torque of the alternating current transmission locomotive, corresponding gears are obtained, and the alternating current transmission locomotive is controlled.
In some preferred embodiments of the present invention, the deceleration stop stage of the ac transmission locomotive is that the ac transmission locomotive runs in a stop interval, the stop interval is a certain distance away from a stop point, and the ac transmission locomotive changes from constant speed running to deceleration running; the speed control method comprises the following steps:
setting a speed target value;
setting an acceleration target value;
calculating a real-time acceleration feedback value, and performing closed-loop control on the acceleration target value and the acceleration feedback value to obtain a real-time required motor torque of the alternating current transmission locomotive;
obtaining corresponding gears according to the motor torque of the alternating current transmission locomotive, and performing braking control on the alternating current transmission locomotive;
the distance between the AC transmission locomotive and a parking position is determined through a ground beacon, a position detection radar, speed time calculation and the like, and when the distance is close to zero, air brake is applied to park. Determining a traction braking mode and a traction gear according to the torque value, realizing motor torque control and controlling the speed of the locomotive; further, the distance target is within the error range, the speed is within the zero speed error range, and air braking is carried out to stop the vehicle.
In some preferred embodiments of the present invention, the "setting of the acceleration target value" includes:
acquiring a speed actual value of the alternating current transmission locomotive and a predicted running distance of the alternating current transmission locomotive;
and calculating the target acceleration according to the speed actual value and the expected running distance.
In some preferred embodiments of the present invention, the "calculating the target acceleration based on the speed actual value and the speed actual value" includes:
calculating the average speed v according to the actual speed value vag ＝ 0 /2
Calculating the running time t = s/a according to the average speed and the expected running distance avg ＝2s/v 0 Calculating a target acceleration
Wherein v is 0 Is the actual value of the speed, and s is the estimated running distance;
the calculation method can correct the target acceleration in real time according to the actual speed value at a certain moment and the current expected running distance.
In some preferred embodiments of the present invention, the "calculating the real-time acceleration feedback value" is performed iteratively by using the following calculation formula:
a(n)＝b1*a(n-5)-b2*a(n-4)+b3*a(n-2)+b4*[c(n)+c(n-2)-c(n-4)-c(n-5)]
wherein a (n) is the acceleration feedback value of the current period,
c (n) is the angular velocity frequency corresponding to the current velocity,
b1, b2, b3, b4 are constant at a certain sampling time, for example, when the controller samples 0.5ms, b1=0.98494555, b2=2.96979666, b3=2.98485088, b4=0.00012309.
n is the current period, n-2 is the first 2 periods of the current period, n-4 is the first 4 periods of the current period, and n-5 is the first 5 periods of the current period.
In some preferred embodiments of the invention, the constant speed operation stage of the ac transmission locomotive is that the ac transmission locomotive operates at a constant operation speed; the speed control method comprises the following steps:
setting a speed target value;
acquiring a speed actual value, if the speed actual value is not equal to a speed target value, setting an acceleration target value, calculating a real-time acceleration feedback value, and performing closed-loop control on the acceleration target value and the acceleration feedback value to obtain a real-time required motor torque of the alternating current transmission locomotive;
and obtaining corresponding gears according to the motor torque of the alternating current transmission locomotive, and performing acceleration or deceleration control on the alternating current transmission locomotive.
In some preferred embodiments of the present invention, the acceleration target value is zero.
In some preferred embodiments of the present invention, when the speed target value and the speed actual value are positive deviations, the acceleration target value is positive; when the speed target value and the speed actual value are negatively biased, the acceleration target value is negative. And setting an acceleration target value according to the magnitude of the speed deviation.
In some preferred embodiments of the invention, the speed target value is a constant running speed value.
The alternating-current transmission locomotive provided by the embodiment of the invention uses the speed control method to perform accurate parking and constant-speed operation.
Preferably, in the deceleration stop stage, the speed target value is set to a speed target value for each time period set according to different time intervals, for example, in the process from the initial running speed of the vehicle to the speed of zero. The target speed may be set according to a speed-displacement curve.
Preferably, in the constant speed operation phase. The target speed can be set according to the speed-displacement curve, or can be set through a display screen, a handle of a driver controller and the like.
Preferably, the acceleration target value does not exceed the acceleration limit value, and jerk limitation is performed, which would otherwise affect riding experience and comfort.
Preferably, the motor torque, or motor current, is calculated to be equivalent to the locomotive tractive effort or braking effort.
Preferably, the motor torque is calculated, and according to a torque-speed curve of each gear, a relevant gear is obtained, a current proper traction wire or brake wire is obtained, and the output capacity of the torque is ensured. But is still limited by the maximum tractive torque, maximum braking torque envelope.
As shown in fig. 2, the positioning parking function is realized by three closed-loop control, the outer loop is a distance closed loop, and a speed target value is set according to a target distance and a calculated distance; the middle loop is a speed closed loop, and a target acceleration is set according to a target speed and a feedback speed; the inner ring is an acceleration closed ring, and the acceleration closed ring is controlled and the control torque value is output according to the set acceleration and the calculated acceleration value. The control of the torque and the acceleration is realized, and the linear relation is realized. And the positioning parking can be realized according to an acceleration-time curve and acceleration closed-loop control. Acceleration control, as well as comfort control. Jerk control, limit of reaction shock. The response time is controllable.
As shown in FIG. 3, the tractive effort braking force curve in one operating direction of the locomotive is shown, and the tractive effort braking force curve in the other direction is symmetrical with the tractive effort braking force curve. The gear curves in the figures are only schematic and differ depending on the traction characteristics of the locomotive. And when in traction, selecting a proper traction gear according to the comparison between the calculated torque (or traction force) and the traction gear curve.
And planning a speed-displacement curve and further planning an acceleration-displacement curve by detecting the target distance, the running speed, the running time limit and the like.
The acceleration control effect, the acceleration closed loop can realize steady speed control, and when the set value changes, the torque increases according to the set acceleration, and then the torque is quickly adjusted back and is balanced at a lower torque value. The constant speed operation is kept. The closed-loop acceleration control is applied as PI, PI control parameters can be adjusted, stable control is achieved, acceleration overshoot is reduced, in addition, in the constant speed control, in order to reduce speed fluctuation, when the target speed is close to, the target acceleration is reduced until the target acceleration is 0.
When the locomotive runs at a constant speed, when the initial speed is higher, the locomotive can automatically enter an electric braking mode (the output torque is a negative value), and the locomotive speed reduction control is realized.
Meanwhile, the limit requirement of an adhesion control acceleration threshold is met, the impact is reduced, and the operation comfort is improved.
The target acceleration value can also be reasonably adjusted according to the set target speed, for example, when the running speed of the locomotive is higher and the output torque is lower, the set acceleration value is reduced, so that the output torque is more accurate and the speed adjustment is smoother.
The real-time acceleration feedback value can be calculated by adopting a second-order forward difference quotient algorithm or a higher-order algorithm, and the acceleration is calculated based on the current speed, the historical speed and the historical acceleration. The acceleration calculation is more stable, and the actual running condition can be reflected better. And for the multi-axle locomotive, selecting the maximum acceleration or the minimum acceleration as the feedback acceleration according to the traction braking mode.
And according to the target speed value, a reference speed value is obtained through a filtering control link, so that the speed setting is smooth. At various speeds, the constant speed mode may be entered or exited. The actual speed is obtained at any time.
And carrying out closed-loop control on the acceleration reference value and the acceleration feedback value, and calculating the motor torque or the motor current and the like. The acceleration closed-loop control can reduce the torque impact and reduce the peak value of torque pulsation. The acceleration closed-loop control is beneficial to adhesion control, so that the locomotive runs stably.
According to the calculated output torque or current, the working condition is converted through hysteresis control, constant-speed traction can be realized, constant-speed electric braking can also be realized, and the realization of the set speed target under different load conditions is ensured.
The traction braking capacity of the locomotive is limited, the torque of a locomotive motor calculated by the controller is controlled by hysteresis according to a torque-speed curve of each gear to obtain a relevant gear, a current proper traction wire/brake wire is obtained, and the output capacity of the torque is ensured. But is still limited by the maximum tractive torque, maximum braking torque envelope.
The setting of the target speed of the locomotive adhesion control is realized. The locomotive torque control can be carried out according to the preset acceleration by taking the acceleration reference as the basis of adhesion control, and the output torque is automatically regulated according to the acceleration feedback regulation.
Meanwhile, creep control limitation is carried out, and a creep speed limit value is set according to the speed reference value. When the limit value is exceeded, a rapid adjustment of the output torque is carried out. The running direction and the traction braking condition are also set conditions of the creep speed limit value.
The control method can adopt the situation that a plurality of controllers are put into operation, one controller can be arranged as a master controller and the other controllers are arranged as slave controllers in sequence, and the master controller calculates the working condition, torque, gear and the like of the traction electric brake through the control algorithm and sends the working condition, the torque, the gear and the like to the slave controllers, so that the working synchronization of the plurality of controllers is realized.
The acceleration can adopt a PID control algorithm or an equivalent algorithm, and output signals, torque, current and the like are all equivalent to the traction force. The reference data includes: traction characteristic curve envelope lines, traction torque-speed curves of all gears, braking torque-speed curves of all gears, planned speed-displacement curves, planned acceleration-displacement curves, speed-time curves, acceleration-time curves and the like.
When the deviation between the reference speed and the actual speed is small and the acceleration feedback is small, the target acceleration can be set to be zero, and the output torque is locked; when the load changes, the deviation between the reference speed and the actual speed is larger, the target acceleration is set according to the acceleration-speed deviation curve, and the target acceleration is filtered to obtain the reference acceleration. And adjusts in closed loop acceleration with reference to jerk limits.
It is possible to perform both the adjustment according to the reference acceleration and the adhesion control. When a large load is towed, adhesion control is performed, and quick response is performed on idling and sliding. The creep rate is controlled, and the adhesion utilization rate is improved. And obtaining the creep limiting speed according to the locomotive running direction instruction, the actual running working condition and the reference speed and the creep rate requirement. Output torque derating is performed for creep limits exceeded.
In traction mode, the output torque is relieved when the creep limit speed is exceeded.
In the braking mode, the output torque is unloaded below the creep limit speed.
When the vehicle is positioned and parked, an acceleration-distance curve, a speed-time curve, an acceleration-time curve and the like can be planned according to the target distance, the current speed and the like, and correction is carried out. For speed control.
Fig. 4 shows a flow chart of various speed mode transitions, and after the control system is initialized, the control system enters a decision whether to make a parking fix:
if the vehicle is parked in a positioning mode, setting a speed target value and an acceleration target value; calculating a real-time acceleration feedback value, and performing closed-loop control on the acceleration target value and the acceleration feedback value to obtain a real-time required motor torque of the alternating-current transmission locomotive; obtaining corresponding gears according to the motor torque of the alternating current transmission locomotive, and performing braking control on the alternating current transmission locomotive; determining the displacement deviation of the alternating current transmission locomotive and a parking position, and applying air brake to park when the displacement deviation is close to zero; when the displacement deviation is not close to zero, the previous steps are continued.
If the positioning parking is not carried out, the constant-speed operation control is carried out to obtain a speed actual value, if the speed actual value is not equal to the speed target value, an acceleration target value is set, a real-time acceleration feedback value is calculated, and the acceleration target value and the acceleration feedback value are subjected to closed-loop control to obtain the motor torque of the alternating-current transmission locomotive required in real time; and obtaining corresponding gears according to the motor torque of the alternating current transmission locomotive, and performing acceleration or deceleration control on the alternating current transmission locomotive.
The response is faster through acceleration control, and the overshoot is completely controllable according to the set acceleration adjusting speed. Small overshoot, fast response, stable operation and small impact.
The acceleration closed-loop control does not need to input a large amount of information, and can express load change, line influence and the like on the feedback acceleration to operate a control algorithm. The train quality, ramp and other information are not needed, and the control can be still accurate.
The acceleration closed-loop algorithm is adopted, and the regulation of the output traction force can be realized according to the acceleration-speed difference curve and the control algorithm.
The automatic working condition conversion is realized, the electric brake mode can be used for working, the stable operation is realized, and the energy recovery is facilitated.
The acceleration closed-loop algorithm is adopted, the algorithm has universality, different application scenes are realized, and good control effect can be realized only by modifying the characteristic parameters of the locomotive and the like.
And the acceleration control algorithm takes the acceleration as a reference parameter and a feedback parameter in the algorithm, and adopts a mature algorithm to realize the optimization of the performance. The acceleration is subjected to closed-loop control, a mature control algorithm is adopted for realizing, and the adjustment of response time, overshoot and the like can be realized through parameter configuration. The method can realize quick response, small overshoot, simple control and no need of complex logic processing.
The acceleration control algorithm can quickly respond to idling, sliding and the like, and quickly recover adhesion. The acceleration adhesion control is realized, and the adhesion control requirement under severe environment is realized. The creep rate adhesion control is realized, the conditions of small acceleration and high speed are protected, and the adhesion is quickly recovered.
The acceleration control algorithm adopts an advanced acceleration calculation method and combines the current speed, the historical acceleration and the like to calculate, and the acceleration calculation result is stable and reliable.
And setting a target speed through a speed-target displacement curve, converting the speed-time curve and the like into an acceleration-time curve, and carrying out speed following and acceleration closed-loop control. The target speed may also be set in other ways, for example, the target speed may be set through a display screen, or the target speed value may be set through a driver gear. And setting a target acceleration through the speed deviation, and controlling the speed and the acceleration.
Gear limit, acceleration shock, and PI regulation are controlled based on acceleration.
For the case of multiple controllers, the master controller can perform calculation, and the working condition, the limited gear, the torque and the like are sent to the slave controllers, so that the coordination work is realized.
The control method of the invention is not only suitable for alternating current transmission diesel locomotive locomotives, electric locomotives and hybrid locomotives, but also suitable for positioning parking, speed control, acceleration control and the like of other rail vehicles, and is within the protection scope of the invention.
The output control amount may be a motor torque, a motor current, a traction force/braking force, or the like. The closed-loop control of target acceleration with speed and acceleration is only an example and not intended to limit the invention in any way. The invention is intended to cover by others, simple modifications, equivalents, modifications and alternatives falling within the scope of the invention.
The reference acceleration setting, adjustment by other means, simple processing, and the like all fall within the scope of the present invention.
The calculation of the feedback acceleration is not limited to the mode of the present invention, and other modes may be adopted. All fall within the scope of the present invention.
And the speed and the acceleration reach the target acceleration in a closed-loop control mode.
The foregoing is considered as illustrative of the preferred embodiments of the invention and is not to be construed as limiting the invention in any way. Any simple modification, equivalent change, modification and change made to the above embodiments according to the technical essence of the present invention shall fall within the protection scope of the technical solution of the present invention, unless the contents depart from the technical solution of the present invention.
It should be noted that, the components or steps in the above embodiments can be intersected, replaced, added or deleted, and therefore, the combination formed by reasonable permutation and combination conversion shall also belong to the protection scope of the present invention, and shall not limit the protection scope of the present invention to the above embodiments.
The above is an exemplary embodiment of the present disclosure, and the order of the disclosure of the embodiment of the present disclosure is only for description, and does not represent advantages and disadvantages of the embodiment. It should be noted that the discussion of any embodiment above is exemplary only, and is not intended to intimate that the scope of the disclosure, including the claims, of embodiments of the invention is limited to those examples, and that various changes and modifications may be made without departing from the scope, as defined in the claims. The functions, steps and/or actions of the method claims in accordance with the disclosed embodiments described herein need not be performed in any particular order. Furthermore, although elements of the disclosed embodiments of the invention may be described or claimed in the singular, the plural is contemplated unless limitation to the singular is explicitly stated.
Those of ordinary skill in the art will understand that: the discussion of any embodiment above is meant only to be exemplary, and is not intended to intimate that the scope of the disclosure, including the claims, is limited to these examples; within the idea of an embodiment of the invention, also technical features in the above embodiment or in different embodiments may be combined and there are many other variations of the different aspects of an embodiment of the invention as described above, which are not provided in detail for the sake of brevity. Therefore, any omissions, modifications, substitutions, improvements, and the like that may be made without departing from the spirit and principles of the embodiments of the present invention are intended to be included within the scope of the embodiments of the present invention.
Claims (10)
1. The speed control method of the alternating-current transmission locomotive is characterized in that the speed control method is used in a deceleration stop stage and a constant-speed operation stage of the alternating-current transmission locomotive; the speed control method comprises the following steps:
setting a speed target value;
setting an acceleration target value;
calculating a real-time acceleration feedback value, and performing closed-loop control on the acceleration target value and the acceleration feedback value to obtain a real-time required motor torque of the alternating-current transmission locomotive;
and obtaining corresponding gears according to the motor torque of the alternating current transmission locomotive, and controlling the alternating current transmission locomotive.
2. The method of claim 1, wherein the deceleration stop phase of the ac powered locomotive is that the ac powered locomotive is operated in a stopping interval, the stopping interval is a distance from a stopping point and the ac powered locomotive is changed from a constant speed operation to a deceleration operation; the speed control method comprises the following steps:
setting a speed target value;
setting an acceleration target value;
calculating a real-time acceleration feedback value, and performing closed-loop control on the acceleration target value and the acceleration feedback value to obtain a real-time required motor torque of the alternating-current transmission locomotive;
obtaining corresponding gears according to the motor torque of the alternating current transmission locomotive, and performing braking control on the alternating current transmission locomotive;
and determining the displacement deviation of the alternating-current transmission locomotive and a parking position, and applying air brake to park when the displacement deviation is close to zero.
3. The speed control method of an ac-powered locomotive according to claim 2, wherein the setting of the acceleration target value comprises:
acquiring an actual speed value of the alternating-current transmission locomotive and a predicted running distance of the alternating-current transmission locomotive;
and calculating the target acceleration according to the speed actual value and the predicted running distance.
4. The method of claim 3, wherein calculating the target acceleration based on the speed actual value and the speed actual value comprises:
calculating the average speed v according to the actual speed value avg ＝ 0 /2
Calculating the running time t = s/v according to the average speed and the expected running distance avg ＝2s/v 0 ，
Calculating a target acceleration
Wherein v is 0 For the actual value of speed, s is the expected distance traveled.
5. The method of claim 1, wherein the step of calculating the real-time acceleration feedback value is performed iteratively using the following calculation formula:
a(n)＝b1*a(n-5)-b2*a(n-4)+b3*a(n-2)+b4*[c(n)+c(n-2)-c(n-4)-c(n-5)]
wherein a (n) is the angular velocity frequency acceleration feedback value of the current period,
c (n) is the angular velocity frequency corresponding to the current velocity,
b1, b2, b3, b4 are constant in a certain sampling time,
n is the current period, n-2 is the first 2 periods of the current period, n-4 is the first 4 periods of the current period, and n-5 is the first 5 periods of the current period.
6. The speed control method of an ac-driven locomotive according to claim 1, wherein the constant speed operation phase of the ac-driven locomotive is that the ac-driven locomotive operates at a constant operation speed; the speed control method comprises the following steps:
setting a speed target value;
acquiring a speed actual value, if the speed actual value is not equal to a speed target value, setting an acceleration target value, calculating a real-time acceleration feedback value, and performing closed-loop control on the acceleration target value and the acceleration feedback value to obtain a real-time required motor torque of the alternating current transmission locomotive;
and obtaining corresponding gears according to the motor torque of the alternating current transmission locomotive, and carrying out acceleration or deceleration control on the alternating current transmission locomotive.
7. The method of claim 6 wherein the acceleration target value is zero.
8. The speed control method of an ac powered locomotive according to claim 6, wherein the acceleration target value is positive when the speed target value is positively deviated from the speed actual value; when the speed target value and the speed actual value are negative deviation, the acceleration target value is negative; and setting an acceleration target value according to the deviation.
9. The method of claim 6, wherein the speed target value is a constant operating speed value.
10. An AC powered locomotive, comprising: precision parking and constant speed operation using the speed control method according to any one of claims 1-9.
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| CN202211562663.3A CN115805820A (en) | 2022-12-07 | 2022-12-07 | Speed control method of alternating current transmission locomotive |
| PCT/CN2023/127139 WO2024120045A1 (en) | 2022-12-07 | 2023-10-27 | Speed control method for alternating-current transmission locomotive |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202211562663.3A CN115805820A (en) | 2022-12-07 | 2022-12-07 | Speed control method of alternating current transmission locomotive |
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| WO2024120045A1 (en) * | 2022-12-07 | 2024-06-13 | 中车大连机车车辆有限公司 | Speed control method for alternating-current transmission locomotive |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| JPH10117408A (en) * | 1996-10-11 | 1998-05-06 | H S S T Kaihatsu Kk | Drive and braking controller for train and the like by acceleration and deceleration control method |
| KR20170119088A (en) * | 2016-04-18 | 2017-10-26 | 현대자동차주식회사 | Method for improving brake efficiency of vehicle |
| CN109455203B (en) * | 2019-01-28 | 2019-05-03 | 湖南中车时代通信信号有限公司 | Train running speed autocontrol method, device, equipment, system and medium |
| CN109774721B (en) * | 2019-02-28 | 2021-08-20 | 国机智骏汽车有限公司 | Speed closed-loop control system and method and electric automobile |
| CN111267637A (en) * | 2019-12-03 | 2020-06-12 | 中国国家铁路集团有限公司 | Motor train unit speed control method and system |
| CN113267995B (en) * | 2021-04-27 | 2022-08-26 | 长春同泽科技有限公司 | Drive control device, control method and mine transport vehicle |
| CN113147410B (en) * | 2021-05-20 | 2024-06-11 | 广东高标智能科技股份有限公司 | E-ABS control method for small electric vehicle |
| CN114454729B (en) * | 2022-02-28 | 2024-01-23 | 河南嘉晨智能控制股份有限公司 | Vehicle acceleration limiting method and system |
| CN115805820A (en) * | 2022-12-07 | 2023-03-17 | 中车大连机车车辆有限公司 | Speed control method of alternating current transmission locomotive |
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| WO2024120045A1 (en) * | 2022-12-07 | 2024-06-13 | 中车大连机车车辆有限公司 | Speed control method for alternating-current transmission locomotive |
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