CN116360397A - Whole vehicle control system and method for new energy rail locomotive - Google Patents
Whole vehicle control system and method for new energy rail locomotive Download PDFInfo
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Abstract
The application discloses a whole vehicle control system and method of a new energy rail locomotive, wherein the system comprises a power supply, a whole vehicle controller TCU, a driving torque calculation module and a braking torque calculation module. According to the invention, through the multi-architecture multi-core hardware structure strategy based on ARM-FPGA-DSP, the problem that the input and output capacity of the existing whole vehicle controller does not meet the running requirement of a new energy rail locomotive is effectively solved, the high-precision multi-channel switch input and multi-channel analog input acquisition are realized, and the multi-channel high-side output and multi-channel low-side output with high driving capacity are realized. The system CAN store the captured CAN bus operation message in the EMMC in a file format, so that the defects of fault diagnosis schemes of the system and a module level are overcome; the system operation performance is improved, meanwhile, the diagnosis difficulty of systematic faults caused by communication logic faults of all components is effectively solved, and the system operation stability is guaranteed.
Description
Technical Field
The application relates to the technical field, in particular to a whole vehicle control system and method of a new energy rail locomotive.
Background
At present, a whole vehicle controller mostly adopts a single processing chip architecture, and a small amount of parameter information is stored by adopting an EEPROM storage chip; in the I/O configuration block, in order to meet the running control requirement of the rail locomotive, an extended peripheral I/O plate is adopted, and data acquisition and switch instruction transmission are carried out through CAN communication; in the aspect of track slipping caused by rain and snow weather conditions and unbalanced weight of the whole vehicle, the existing method is to additionally install an anti-skid device, and a solution with good effect is not provided by a whole vehicle control system.
In addition, the whole vehicle controller in the prior art has the following defects:
1. the input and output driving capability of the existing vehicle controller is insufficient
Aiming at the problem of shortage of I/O resources, the system at the present stage has to select an I/O expansion board, and communication is usually carried out between CAN communication and the I/O expansion board and is controlled. However, this solution causes hardware delay and software delay, and has the hidden trouble of low safety and stability of I/O control.
2. The existing whole vehicle controller does not have the capability of storing a large amount of historical data and message diagnosis data
The existing vehicle controller generally adopts an EEPROM memory chip to store a small amount of configuration information and fault records. The scheme has the defects of small storage capacity, incapability of storing all-day CAN bus messages and trouble on fault diagnosis and historical message analysis. At present, a CAN message packet grabbing device is required to be independently configured, and CAN bus messages are collected to analyze the communication condition between the whole vehicle systems and define fault units.
3. The performance of the whole vehicle controller based on the single-chip processing architecture at the present stage is insufficient, the single-chip processing architecture is selected as the whole vehicle controller at the present stage, and the capabilities of data processing, thread management and the like are far lower than those of ARM-FPGA-DSP.
4. The existing vehicle controller does not consider the track slipping problem caused by unbalanced weight of the vehicle due to rain and snow weather conditions. The traditional diesel locomotive burns in the cylinder through fuel oil (diesel oil), converts heat energy into mechanical energy output by a diesel oil crankshaft, converts the mechanical energy into mechanical energy suitable for locomotive traction characteristic requirements through a transmission device, and drives locomotive wheels to rotate on a track through a running part. Based on the power transmission and operation control under the scheme, two schemes are adopted for optimization at present. Scheme one: at present, the adhesion coefficient between the wheel rail and the wheel is improved through structural design, but the phenomenon of wheel slip and spin cannot be completely avoided. And in the second scheme, an anti-skid device is additionally arranged on the basis of the first scheme, the rotating speed of the output wheel is detected, and the sand scattering system is started to increase the friction force of the wheel relative to the track through the judgment of a given threshold value. The scheme control mode can not realize closed-loop control of motor torque and slip idle state, and has certain potential safety hazard.
The existing vehicle control system cannot meet the running control strategy and system requirements under specific working conditions, cannot avoid or avoid rail slip caused by unbalanced weather conditions and vehicle counterweights, has insufficient fineness in the aspect of relevant logic processing, and cannot meet the new energy rail locomotive control requirements facing high performance requirements.
Disclosure of Invention
The main aim of the application is to provide a whole control system of a new energy rail locomotive, so as to solve the current problem.
In order to achieve the above object, the present application provides the following techniques:
the first aspect of the invention provides a whole vehicle control system of a new energy rail locomotive, which comprises a power supply unit for supplying power to the whole vehicle, and further comprises:
locomotive whole controller TCU: the system is used for controlling the whole vehicle according to the whole vehicle strategy framework; the CAN bus data of the whole vehicle system is acquired, the running state is acquired, fault diagnosis is carried out, and the working mode is controlled and selected according to the running state and the diagnosis result; and according to the preset torque and the preset vehicle speed transmitted by the CAN bus, calculating to obtain the motor torque, starting the sand scattering system and dynamically adjusting the motor controller.
As an alternative embodiment of the present application, optionally, the locomotive whole controller TCU includes:
ARM: the system is used for providing an omnibearing communication mode, carrying out data interaction and acquisition, and sending data from the DSP and the FPGA to an upper computer or a background for display;
DSP: the system comprises a control unit, a control unit and a control unit, wherein the control unit is used for acquiring CAN bus data of a whole vehicle system from an FPGA, calculating an operation state and performing fault diagnosis, and controlling and selecting a working mode according to the operation state and a diagnosis result; according to the preset torque and the preset vehicle speed transmitted by the CAN bus, calculating the torque upper limit and the driving demand torque, and carrying out smooth transition treatment on the driving target torque to obtain the final driving demand torque of the motor; according to the preset torque and the preset vehicle speed transmitted by the CAN bus, calculating and obtaining a larger value of the braking demand torque and a lower limit of the braking torque to obtain an actual target torque of the motor, and carrying out smooth transition treatment on the braking target torque to obtain a final braking demand torque of the motor; the motor controller is also used for sending a calculation result, a sand scattering system starting command and a motor controller adjusting command to the ARM, and sending the final driving required torque and the final braking required torque to the motor controller through the ARM;
and (3) FPGA: the CAN bus data acquisition device is used for realizing the opening and closing, overcurrent and overvoltage protection and interface expansion and transmitting the acquired CAN bus data of the whole vehicle system to the ARM and the DSP.
As an alternative embodiment of the present application, optionally, the locomotive whole controller TCU further includes:
system input unit: the FPGA is used for collecting multipath analog quantity and switching value input signals; the method comprises the steps of,
and a system output unit: and the multi-channel high-side output and multi-channel low-side output are realized through the FPGA and the driving circuit module.
As an alternative embodiment of the present application, optionally, the locomotive whole controller TCU further includes:
high-low voltage power supply system: the power-on self-checking device is used for sequentially providing power supply based on a low-voltage system and power supply based on a high-voltage system according to a preset low-voltage power-on flow and a preset high-voltage power-on flow after the TCU of the locomotive whole-vehicle controller performs power-on self-checking.
As an alternative embodiment of the present application, optionally, the locomotive whole controller TCU further includes:
an operation mode determination system: and the fault processing or normal operation is selected and started according to the fault diagnosis result of the TCU of the locomotive whole controller.
As an alternative embodiment of the present application, optionally, a communication unit is further included, where the communication unit includes at least one or more of the following: multipath CAN communication, multipath 485 communication and network port communication.
As an optional embodiment of the present application, optionally, the whole vehicle CAN bus data includes at least one of the following: motor controller data, BMS data, DC/DC data, DC/AC data, man-machine interaction system data acquisition, remote control terminal data, air compressor machine data, motor controller driving instructions, man-machine interaction data, DC/DC working state instructions, DC/AC working state instructions and air compressor machine working state instructions.
As an alternative embodiment of the present application, optionally, the method further includes:
and a storage unit: the storage unit is used for storing the whole vehicle strategy architecture and the whole vehicle system CAN bus data, and at least comprises one or more of the following: EMMC storage, DDR3L storage, FLASH storage, SRAM storage, and dual port RAM storage, wherein the EMMC and DDR3 are used for ARM processing system setup; the FLASH and the SRAM are used for building a DSP processing system; the dual-port RAM is used for data interaction of ARM and DSP, and the captured CAN bus operation message is stored in the EMMC in a file format.
The second aspect of the invention provides a method for a whole vehicle control system of a new energy rail locomotive, which comprises the following steps:
Collecting CAN bus data of a whole vehicle system;
acquiring an operation state and performing fault diagnosis according to the CAN bus data of the whole vehicle system, and controlling and selecting a working mode according to the operation state and a diagnosis result; and according to the preset torque and the preset vehicle speed transmitted by the CAN bus, calculating to obtain the motor torque, starting the sand scattering system and dynamically adjusting the motor controller.
As an alternative embodiment of the present application, optionally, the selecting an operation mode according to the operation state and the diagnosis result control includes:
if the TCU of the whole locomotive controller diagnoses no fault, firstly judging whether the whole locomotive controller is in a charging mode, if so, determining that the working mode is the charging mode, and stopping the locomotive; otherwise, the working mode is determined to be in a non-charging state, and data of a driving mode, a braking mode and a standby mode are sequentially collected and calculated and sent to the motor controller;
if the TCU of the whole locomotive controller diagnoses faults, the TCU enters a fault processing module, and locomotive power output control is carried out through a fault level preset by a fault processing executing unit of the fault processing module.
As an optional implementation manner of the present application, optionally, after the collecting CAN bus data of the whole vehicle system, the method further includes:
The method comprises the steps that a TCU (train control unit) collects current working state and system air pressure data of an air compressor, compares the collected data with a preset air pressure threshold value, judges, and controls starting and stopping of the air compressor according to judging results; and
when the whole locomotive controller TCU detects that the gear state in the cab is neutral gear, a remote control signal is sent out to respond to the remote control device.
As an optional implementation manner of the present application, optionally, after acquiring the running state according to the CAN bus data of the whole vehicle system and performing fault diagnosis, the method further includes:
constructing a motor rotating speed deviation degree formula:
according to the torque formula
Converting and obtaining an actual rotating speed deviation degree formula of the motor:
according to the motor rotational speed deviation degree and the motor actual rotational speed deviation degree, a rotational speed difference balance judgment formula is constructed:
judging the slip and spin degree of the wheels through a rotation speed difference balance formula;
wherein N is the number of motors, T is the actual torque of the motors, N is the rotational speed of the motors, N 1 And n N The rotation speeds of the 1 st and the N th motors are respectively T 1 And T N The actual torque of the 1 st and nth motors, respectively, Δn% is the motor speed offset, Δt% is the motor actual speed offset, and td is the duration.
Compared with the prior art, the application can bring the following technical effects:
the invention provides a whole vehicle control system and a method of a new energy rail locomotive, wherein the system comprises a power supply unit for supplying power to the whole vehicle, and further comprises: locomotive whole controller TCU: the system is used for controlling the whole vehicle according to the whole vehicle strategy framework; the CAN bus data of the whole vehicle system is acquired, the running state is acquired, fault diagnosis is carried out, and the working mode is controlled and selected according to the running state and the diagnosis result; according to the preset torque and the preset vehicle speed transmitted by the CAN bus, calculating to obtain the motor torque, starting the sand scattering system and dynamically adjusting the motor controller; the TCU of the locomotive whole vehicle controller adopted by the invention effectively solves the diagnosis problem of systematic faults caused by communication logic faults of all components while improving the running performance of the system, and is beneficial to ensuring the running stability of the system.
The invention further designs a multi-architecture multi-core hardware structure strategy based on ARM-FPGA-DSP, and effectively solves the problem that the input and output capacity of the existing whole-vehicle controller cannot meet the running requirement of the new energy rail locomotive.
The invention further comprises a storage unit, the reading and writing functions of the file system are realized, and the storage unit improves the storable space of the system through the EMMC storage scheme and CAN be used for storing CAN bus messages.
The self-balancing motor driving optimization control algorithm for controlling the wheel slip rotating speed and the torque of the whole locomotive with the new energy rail locomotive provided by the invention under the background of the working scene requirement can timely, effectively and accurately analyze the severity of the idle running of the wheels under special conditions, and give solutions according to different severity degrees, so that the locomotive can be ensured to run stably. The invention is beneficial to improving the running safety and reliability of the new energy rail locomotive and avoiding the rail abrasion to cause more serious consequences; the novel energy rail locomotive is pushed to replace an internal combustion locomotive, and the novel energy rail locomotive is assisted in the national practice of green emission reduction concepts and the win-win blue sky guard war process.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this application, are included to provide a further understanding of the application and to provide a further understanding of the application with regard to the other features, objects and advantages of the application. The drawings of the illustrative embodiments of the present application and their descriptions are for the purpose of illustrating the present application and are not to be construed as unduly limiting the present application. In the drawings:
FIG. 1 is a schematic diagram of the hardware module composition structure of the whole controller of the new energy rail locomotive of the invention;
FIG. 2 is a block diagram of the overall process of the new energy rail locomotive controller of the present invention;
FIG. 3 is a schematic diagram of the low-voltage upper current process of the present invention;
FIG. 4 is a schematic diagram of the high voltage upper current process of the present invention;
fig. 5 is a schematic diagram of a control flow of the air compressor of the present invention;
FIG. 6 is a schematic diagram of a drive torque calculation flow of the present invention;
fig. 7 is a schematic diagram of a brake torque calculation flow of the present invention.
Detailed Description
In order to make the present application solution better understood by those skilled in the art, the following description will be made in detail and with reference to the accompanying drawings in the embodiments of the present application, it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by one of ordinary skill in the art based on the embodiments herein without making any inventive effort, shall fall within the scope of the present application.
It should be noted that the terms "first," "second," and the like in the description and claims of the present application and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate in order to describe the embodiments of the present application described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
In addition, the term "plurality" shall mean two as well as more than two.
It should be noted that, in the case of no conflict, the embodiments and features in the embodiments may be combined with each other. The present application will be described in detail below with reference to the accompanying drawings in conjunction with embodiments.
Example 1
The invention provides a new energy rail locomotive whole vehicle control system and a method thereof, wherein the system has rich external interfaces, strong input and output driving capability, strong system operation processing capability and high efficiency, and meanwhile, a self-balancing motor driving optimization control algorithm based on wheel slip rotating speed and torque control is invented on the basis of the existing whole vehicle control system, which is helpful for preventing locomotive from slipping and idling.
As shown in fig. 1, a first aspect of the present invention provides a whole vehicle control system of a new energy rail locomotive, including a power supply unit for supplying power to a whole vehicle, and a power supply: the system is used for supplying power to the functional units/systems of the whole rail locomotive; the power supply includes: DC24V, 12V, 5V, 3.3V, 1.8V, 1.5V, 1.1V, used for supplying power to the system; further comprises:
according to the invention, through designing an ARM-FPGA-DSP-based multi-architecture multi-core hardware structure strategy, the performance of each processing unit is fully exerted; the FPGA mainly realizes functions of opening and closing, overcurrent and overvoltage protection, interface expansion and the like. The FPGA sends the sampling data to the ARM and the DSP through the GPMC bus or the EMIF bus respectively. ARM chip AM4376 is responsible for communication, support the all-round communication mode including CAN communication. ARM4376 connects dual-port RAM and DSP through GPMC bus to carry out data interaction, and sends calculation data from DSP to upper computer or background for display. ARM interacts with FPGA through GPMC bus at the same time.
The whole vehicle controller TCU of the whole vehicle control system acquires CAN bus data through the communication unit, analyzes and judges the CAN bus data to obtain a system running state, calculates and obtains motor torque according to preset torque and preset vehicle speed transmitted by the CAN bus in a normal working mode of the system, and sends the motor torque to the motor controller. The TCU performs fault diagnosis on all the acquired information, and if no fault exists, the TCU enters a normal operation mode. If there is a fault, a fault handling module is entered. The normal operation module comprises a charging mode, a driving mode, a braking mode and a standby mode. The TCU working mode of the locomotive whole controller comprises the following steps: charging mode, driving mode, braking mode, standby mode, failure handling mode, and other component controls.
Aiming at the problem of shortage of I/O resources, the system at the present stage has to select an I/O expansion board, and communication is usually carried out between CAN communication and the I/O expansion board and is controlled. However, this solution causes hardware delay and software delay, and has the hidden trouble of low safety and stability of I/O control.
Locomotive whole controller TCU: the system is used for controlling the whole vehicle according to the whole vehicle strategy framework; the CAN bus data of the whole vehicle system is acquired, the running state is acquired, fault diagnosis is carried out, and the working mode is controlled and selected according to the running state and the diagnosis result; according to the preset torque and the preset vehicle speed transmitted by the CAN bus, calculating to obtain the motor torque, starting the sand scattering system and dynamically adjusting the motor controller; the whole locomotive controller TCU comprises:
ARM: the system is used for providing an omnibearing communication mode, carrying out data interaction and acquisition, and sending calculation data from the DSP and the FPGA to an upper computer or a background for display;
DSP: the method comprises the steps of acquiring acquisition data from an FPGA, calculating and sending a calculation result to an ARM;
and (3) FPGA: the system is used for realizing the opening and closing, overcurrent and overvoltage protection and interface expansion and sending sampling data to the ARM and the DSP;
ARM: the system is used for providing an omnibearing communication mode, carrying out data interaction and acquisition, and sending calculation data from the DSP and the FPGA to an upper computer or a background for display; the existing whole vehicle controller does not have the capability of storing a large amount of historical data and message diagnosis data, the whole vehicle controller generally adopts an EEPROM memory chip to store a small amount of configuration information and fault records, the EEPROM memory chip has small memory capacity, CAN not store all-day CAN bus messages, trouble is caused to fault diagnosis and analysis of the historical messages, a CAN message packet grabbing device is required to be independently configured, and the CAN bus messages are collected to be used for analyzing the communication condition among the whole vehicle systems so as to determine fault units. The invention CAN store the system configuration information, the history fault information and the CAN bus message data which need to be stored in the EMMC or SD storage unit in a specific file format through the real-time operation system architecture realized based on the ARM chip.
DSP: the method comprises the steps of acquiring acquired data from ARM, calculating and sending a calculation result to ARM;
and (3) FPGA: the method is used for realizing the opening and closing, overcurrent and overvoltage protection and interface expansion and sending the sampling data to the ARM and the DSP.
The ARM and the FPGA carry out data interaction through the GPMC bus, and the FPGA and the DSP carry out data interaction through the EMIF bus. Meanwhile, data interaction can be carried out between the ARM and the DSP through the double-port RAM cache memory, the ARM and the double-port RAM interact data through the GPMC bus, and the double-port RAM exchanges data with the DSP through the EMIF.
A communication unit: the system is used for providing multi-channel communication for the whole vehicle, acquiring and acquiring signal data and CAN bus data of the whole vehicle and sending instructions; the communication unit comprises multiple CAN communication channels, multiple 485 communication channels and network port communication channels.
Analog signal quantity, switching signal quantity, whole car CAN bus data and the like CAN be acquired through the communication unit, and the data CAN be sent to a whole car controller TCU of the locomotive and CAN be used for sending instructions. The analog signal quantity comprises acquisition of an accelerator pedal signal quantity and acquisition of a brake system pressure sensor signal quantity; the switching value signal comprises brake signal quantity acquisition, emergency stop signal quantity acquisition and gear shift signal quantity acquisition of a gear shifter; the whole vehicle CAN data acquisition comprises motor controller data acquisition, BMS data acquisition, DC/DC data acquisition, DC/AC data acquisition, man-machine interaction system data acquisition, remote control terminal data acquisition and air compressor data acquisition; the whole vehicle CAN data transmission comprises motor controller driving instruction transmission, man-machine interaction data forwarding, DC/DC working state instruction setting, DC/AC working state instruction setting and air compressor working state instruction setting.
A driving torque calculation module: the method comprises the steps of calculating the torque upper limit and the driving demand torque, carrying out smooth transition treatment on the driving target torque, obtaining the final demand torque of the motor and sending the final demand torque to a motor controller;
a brake torque calculation module: and the motor control device is used for calculating and obtaining a larger value of the braking demand torque and a lower limit of the braking torque to obtain the actual target torque of the motor, performing smooth transition processing on the braking target torque to obtain the final demand torque of the motor, and sending the final demand torque to a motor controller.
The driving torque calculation process flow of the driving torque calculation module is shown in fig. 6, and the TCU calculates the driver demand torque by performing interpolation processing through MAP lookup according to the motor rotation speed and the accelerator pedal opening. Meanwhile, the allowable driving power of the motor is calculated according to the discharge power limit of the battery, and the allowable driving torque upper limit of the motor is calculated according to the current motor rotating speed. And taking the lower value of the upper limit of the driving torque and the torque required by the driver to obtain the actual target torque of the motor. In order to prevent poor driving smoothness caused by overlarge motor torque variation, the program carries out smooth transition processing on the target torque according to the current torque of the motor to obtain the final required torque of the motor and sends the final required torque to a motor controller through a CAN. Meanwhile, the TCU collects motor rotation speed information, and the wheel slip and idle degree are judged through a rotation speed difference balance formula. Starting the sand scattering system when the slip and idle degree is at a slight level; when the slip and idle degree is at or above the medium level, starting the sand scattering system, dynamically adjusting the output torque of the motors corresponding to the idle and slip, and enabling the locomotive to be quickly separated from the idle state through a motor closed-loop control algorithm. The rotation speed difference balance formula is as follows:
Let the number of motors be N, the actual torque of the motors be T, the rotational speed of the motors be N
Motor rotational speed offset degree formula:
according to the torque formula
Converting and obtaining an actual rotating speed deviation degree formula of the motor:
according to the motor rotational speed deviation degree and the motor actual rotational speed deviation degree, a rotational speed difference balance judgment formula is constructed:
wherein N is the number of motors, T is the actual torque of the motors, N is the rotational speed of the motors, N 1 And n N The rotation speeds of the 1 st and the N th motors are respectively T 1 And T N Actual torque of the 1 st and the nth motors respectively, Δn% is a motor rotational speed deviation degree, Δt% is a motor actual rotational speed deviation degree, and td is time_delay and indicates duration.
The braking torque processing flow of the braking torque calculation module is shown in fig. 7, and the TCU calculates braking torque by performing interpolation processing by checking the MAP according to the motor rotation speed and the brake pedal position. Meanwhile, the allowable braking power of the motor is calculated according to the charging power limit of the battery, and the allowable braking torque lower limit (the braking torque in the program is a negative value) of the motor is calculated according to the current motor rotating speed. And taking the lower limit of the braking torque and the larger value of the braking demand torque to obtain the actual target torque of the motor. And the same program carries out smooth transition treatment on the target torque according to the current torque of the motor to obtain the final required torque of the motor, and the final required torque is sent to a motor controller through a CAN.
In this embodiment, the ARM processor may select other main control chips except the AM4376 according to the functional requirement; in addition to adopting a wireless handle scheme, the wireless terminal control in the system can also adopt a site on-site wireless scheme, namely, a station needing the operator to get off the vehicle is arranged in a working scene, and a remote control device is arranged on the station.
As an alternative embodiment of the present application, optionally, the method further includes:
a communication unit: including multichannel CAN communication, multichannel 485 communication and net gape communication for provide multichannel communication for whole car, include:
acquiring and acquiring the whole vehicle signal data and the whole vehicle CAN bus data, wherein the method comprises the following steps of: the method comprises the steps of motor controller data acquisition, BMS data acquisition, DC/DC data acquisition, DC/AC data acquisition, man-machine interaction system data acquisition, remote control terminal data acquisition and air compressor data acquisition;
the method comprises the steps of,
transmitting CAN data of the whole vehicle, comprising: the method comprises the steps of motor controller driving instruction sending, man-machine interaction data forwarding, DC/DC working state instruction setting, DC/AC working state instruction setting and air compressor working state instruction setting.
As an alternative embodiment of the present application, optionally, the locomotive whole controller TCU further includes:
System input unit: the FPGA is used for collecting multipath analog quantity and switching value input signals; the method comprises the steps of,
and a system output unit: and the multi-channel high-side output and multi-channel low-side output are realized through the FPGA and the driving circuit module.
As an alternative embodiment of the present application, optionally, the locomotive whole controller TCU further includes:
high-low voltage power supply system: the power supply method comprises the steps of providing power supply based on a low-voltage system and power supply based on a high-voltage system in sequence according to a preset low-voltage power-on flow and a preset high-voltage power-on flow after a TCU of the locomotive whole controller is subjected to power-on self-test.
As an alternative embodiment of the present application, optionally, the locomotive whole controller TCU further includes:
an operation mode determination system: the method is used for selecting and starting fault processing or normal operation according to the fault diagnosis result of the TCU of the locomotive whole controller, and comprises the following steps:
if the TCU diagnostic system of the locomotive whole controller has no fault, selecting and starting normal operation, and entering a driving torque calculation module according to a driving flow or entering a braking torque calculation module according to a braking flow;
if the TCU diagnostic system of the whole locomotive controller has faults, fault processing is selected and started, and locomotive power output control is performed according to the fault level preset by the TCU of the whole locomotive controller.
As an alternative embodiment of the present application, optionally, the method further includes:
and a storage unit: the method is used for storing the whole vehicle strategy architecture and the whole vehicle system CAN bus data and comprises the following steps: EMMC storage, DDR3L storage, FLASH storage, SRAM storage, and dual port RAM storage, wherein the EMMC and DDR3 are used for ARM processing system setup; the FLASH and the SRAM are used for building a DSP processing system; the dual-port RAM is used for data interaction of ARM and DSP, and the captured CAN bus operation message is stored in the EMMC in a file format.
As an alternative embodiment of the present application, optionally, the locomotive whole controller TCU further includes:
system input unit: the FPGA is used for collecting multipath analog quantity and switching value input signals; and a system output unit: and the multi-channel high-side output and multi-channel low-side output are realized through the FPGA and the driving circuit module.
The system input unit realizes multi-path analog quantity and switching value input signal acquisition through the FPGA, and the system output unit realizes multi-path high-side output and multi-path low-side output through the FPGA and the driving circuit module.
As an alternative embodiment of the present application, optionally, the locomotive whole controller TCU further includes:
High-low voltage power supply system: the power supply method comprises the steps of providing power supply based on a low-voltage system and power supply based on a high-voltage system in sequence according to a preset low-voltage power-on flow and a preset high-voltage power-on flow after a TCU of the locomotive whole controller is subjected to power-on self-test.
As shown in fig. 3 and 4, the high-low voltage power supply system includes an upper low voltage system, an upper high voltage system, a lower low voltage system, and a lower high voltage system. The low-voltage power supply system is used for supplying power to the low-voltage 24V control unit and the lower control unit, and comprises a motor driver control power supply, a cooling device power supply, a man-machine interaction system power supply, an accelerator pedal power supply, a brake power supply and a gear shifter power supply; the high-voltage power supply system refers to direct-current 650V direct-current working unit power supply and comprises DC/DC power supply, DC/AC power supply and motor power supply.
After the TCU of the locomotive whole controller is powered on, a low-voltage power-on flow is carried out according to the scheme shown in fig. 3, and self-checking is firstly carried out to judge whether the hardware of the TCU is normal. And then judging whether each CAN communication node is normal in communication. Under the condition of normal communication, whether the controllers of all the communication nodes are normal or not, and whether faults are reported or not. And then judging whether the sensor signal is normal or not. And if several conditions are normal, the low-voltage power-up is completed. After the low voltage is applied, the high voltage determination switch and analog signal are input according to the signal shown in fig. 4, and when the accelerator is 0, the gear N range, the emergency brake signal is 0, and the internal relay of the battery is engaged, the high voltage is started. If one of the above conditions is not met, wait is continued. The high-voltage process is to attract the pre-charging relay first, when the voltage difference between the front end voltage of the motor controller and the battery voltage is smaller than 30V, the main positive relay is closed, after 1 second, the pre-charging relay is opened, the pre-charging is completed, and the high-voltage is completed.
As an alternative embodiment of the present application, optionally, the locomotive whole controller TCU further includes an operation mode determination system:
an operation mode determination system: the fault processing module or the normal operation module is used for selecting and starting the configured fault processing module or the normal operation module according to the fault diagnosis result of the TCU of the locomotive whole controller, and comprises the following steps:
if the TCU diagnostic system of the locomotive whole controller has no fault, selecting and starting a configured normal operation module, and entering a driving torque calculation module according to a driving flow or a braking torque calculation module according to a braking flow;
if the TCU diagnostic system of the locomotive whole controller has faults, the configured fault processing module is selected and started, and locomotive power output control is performed according to the fault level preset by the TCU of the locomotive whole controller.
As shown in FIG. 2, the whole control system of the new energy rail locomotive is a whole block diagram. The work mode judging system aims at acquiring CAN bus data through a communication unit at a locomotive whole controller TCU, performing fault diagnosis on all acquired information, and entering a normal operation mode if no fault exists. If there is a fault, a fault handling module is entered. The normal operation module comprises a charging mode, a driving mode, a braking mode and a standby mode. If the system is not faulty, it is first determined whether it is in the charging mode. And judging that the condition is that a charging interface is inserted, and the TCU acquires an effective charging permission signal and an instruction signal for permitting charging of a CAN bus message of the charging device, and when the condition is met, the system considers that the working mode is a charging mode. Otherwise, judging the working mode as other working modes.
When the key is in a non-charging state currently, the key is placed at a START position above 0.5S, a forward gear signal or a backward gear signal system is detected to enter a driving mode, the TCU calculates the current expected moment according to gear information, accelerator pedal position information, vehicle speed, battery discharge power limit and motor state, enters a driving torque calculation module, calculates the actual required driving torque, and sends a CAN instruction to a motor controller to drive a locomotive to run. When the system collects braking signals, the braking signals enter a braking torque calculation module, actual required braking torque is calculated, and an instruction is sent to a motor controller to realize braking energy recovery. When the system detects a neutral signal for 30 minutes, the system is operating in a standby state.
If the system detects a fault signal, the system enters a fault handling execution unit. The fault level is set in advance, and faults are divided into three levels, including slight faults, slight faults and serious faults. Limiting power to 60% operation when a light fault signal is detected; when a moderate fault signal is detected, the power is limited to 50 percent; when a severe fault signal is detected, the system shuts down the power output.
As shown in fig. 5, the operation mode of the TCU of the locomotive whole controller includes, in addition to the charging mode, the driving mode, the braking mode, the standby mode, the failure handling mode, other component control including air compressor control operation, remote control operation. The control flow of the air compressor is shown in fig. 5, and the starting and stopping of the air compressor are controlled by collecting the current working state and pressure data of the air compressor. The remote control device is used for controlling the working condition of the rail locomotive running outside the vehicle by an operator without people in the cab. Only if the gear state in the cab is neutral, the whole vehicle controller can respond to the remote control signal.
When the key is in a non-charging state currently, the key is placed at a START position above 0.5S, a forward gear signal or a backward gear signal system is detected to enter a driving mode, the TCU calculates the current expected moment according to gear information, accelerator pedal position information, vehicle speed, battery discharge power limit and motor state, enters a driving torque calculation module, calculates the actual required driving torque, and sends a CAN instruction to a motor controller to drive a locomotive to run. In the embodiment, the driving control module reasonably distributes power setting through the driving control module based on a self-balancing motor driving optimization control algorithm controlled by the wheel slip rotating speed and the torque, so that the phenomenon of rail locomotive slip is avoided, and safe and reliable operation of the new energy rail locomotive is realized.
When the system collects braking signals, the braking signals enter a braking torque calculation module, actual required braking torque is calculated, and an instruction is sent to a motor controller to realize braking energy recovery. When the system detects a neutral signal for 30 minutes, the system is operating in a standby state.
By adopting the scheme, the system provided by the invention effectively solves the problem that the input and output capacity of the existing whole-vehicle controller does not meet the running requirement of a new energy rail locomotive through the multi-architecture multi-core hardware structure strategy based on ARM-FPGA-DSP; realizing the reading and writing functions of a file system; the storage space of the system is increased through the EMMC storage scheme, and the EMMC storage scheme CAN be used for storing CAN bus messages; the system operation performance is improved, meanwhile, the diagnosis difficulty of systematic faults caused by communication logic faults of all components is effectively solved, and the system operation stability is guaranteed. The ARM-FPGA-DSP can realize multi-channel analog input signal detection, multi-channel switch input signal detection, multi-channel high-side output and multi-channel low-side output, and the system start-in acquisition and drive-out output meet the application scene requirements of the new energy rail locomotive. The high-precision multi-channel switch input and multi-channel analog input acquisition are realized, and the multi-channel high-side output and multi-channel bottom-side output with high driving capability are realized. The system CAN store the captured CAN bus operation message in the EMMC in a file format, so that the defects of fault diagnosis schemes of the system and a module level are overcome.
Example 2
Based on the whole vehicle control system of the new energy rail locomotive of the embodiment 1, the embodiment provides a method for controlling the locomotive by using the whole vehicle control system of the new energy rail locomotive.
As shown in fig. 2, a second aspect of the present invention provides a method for executing the above-mentioned whole vehicle control system of a new energy rail locomotive, comprising the following steps:
s1, collecting a switching signal and an analog signal: after the system initialization is completed, acquiring switching signals and analog signal quantity information through a locomotive whole vehicle controller TCU, wherein the switching signals comprise but are not limited to brake signal quantity acquisition, emergency stop signal quantity acquisition and gear signal quantity acquisition of a gear shifter; analog signals of the system are used for analog signal quantity collection including but not limited to accelerator pedal signal quantity collection and brake system pressure sensor signal quantity collection;
prior to system initialization, system initialization is required: after the system is electrified, the TCU of the whole locomotive controller is electrified, and enters a system self-checking flow to check whether hardware connection and communication are normal or not; if the system is correct, reading preset system configuration file configuration related given data and threshold information;
s2, high-low voltage power-on: after the TCU of the locomotive whole controller is electrified, self-checking is carried out, whether hardware of the TCU is normal or not is judged, whether communication of each CAN communication node is normal or not is judged, a judging result is obtained, and power supply based on a low-voltage system and power supply based on a high-voltage system are sequentially provided according to a preset low-voltage power-on flow and a preset high-voltage power-on flow;
After the TCU of the locomotive whole controller is powered on, a low-voltage power-on flow is carried out according to the scheme shown in fig. 3, and self-checking is firstly carried out to judge whether the hardware of the TCU is normal. And then judging whether each CAN communication node is normal in communication. Under the condition of normal communication, whether the controllers of all the communication nodes are normal or not, and whether faults are reported or not. And then judging whether the sensor signal is normal or not. And if several conditions are normal, the low-voltage power-up is completed. After the low voltage is applied, the high voltage determination switch and analog signal are input according to the signal shown in fig. 4, and when the accelerator is 0, the gear N range, the emergency brake signal is 0, and the internal relay of the battery is engaged, the high voltage is started. If one of the above conditions is not met, wait is continued. The high-voltage process is to attract the pre-charging relay first, when the voltage difference between the front end voltage of the motor controller and the battery voltage is smaller than 30V, the main positive relay is closed, after 1 second, the pre-charging relay is opened, the pre-charging is completed, and the high-voltage is completed.
S3, CAN bus data receiving and transmitting: after the CAN communication node communicates normally, the CAN bus message reading analysis and the CAN bus message data reforming are executed concurrently, and the working instruction is sent;
after the communication of the CAN communication nodes is normal, the system needs to concurrently execute the operations of CAN bus message reading and analyzing, and CAN bus message data reforming and sending. The whole vehicle CAN data acquisition comprises motor controller data acquisition, BMS data acquisition, DC/DC data acquisition, DC/AC data acquisition, man-machine interaction system data acquisition, remote control terminal data acquisition and air compressor data acquisition; the whole vehicle CAN data transmission comprises motor controller driving instruction transmission, man-machine interaction data forwarding, DC/DC working state instruction setting, DC/AC working state instruction setting and air compressor working state instruction setting.
S4, judging a working mode and performing operation processing: the method comprises the steps that a locomotive whole vehicle controller TCU collects CAN bus data of a whole vehicle system, analyzes and judges a system running state according to the CAN bus data, performs fault diagnosis, and controls and selects a working mode according to the running state and a diagnosis result; and calculating the motor torque and controlling the motor controller according to the preset torque and the preset vehicle speed transmitted by the CAN bus.
If the system is not faulty, it is first determined whether it is in the charging mode. And judging that the condition is that a charging interface is inserted, and the TCU acquires an effective charging permission signal and an instruction signal for permitting charging of a CAN bus message of the charging device, and when the condition is met, the system considers that the working mode is a charging mode. Otherwise, judging the working mode as other working modes.
When the key is in a non-charging state currently, the key is placed at a START position above 0.5S, a forward gear signal or a backward gear signal system is detected to enter a driving mode, the TCU calculates the current expected moment according to gear information, accelerator pedal position information, vehicle speed, battery discharge power limit and motor state, enters a driving torque calculation module, calculates the actual required driving torque, and sends a CAN instruction to a motor controller to drive a locomotive to run. When the system collects braking signals, the braking signals enter a braking torque calculation module, actual required braking torque is calculated, and an instruction is sent to a motor controller to realize braking energy recovery. When the system detects a neutral signal for 30 minutes, the system is operating in a standby state.
If the system detects a fault signal, the system enters a fault handling execution unit. The whole vehicle controller divides the faults into three stages, including slight faults, slight faults and serious faults. Limiting power to 60% operation when a light fault signal is detected; when a moderate fault signal is detected, the power is limited to 50 percent; when a severe fault signal is detected, the system shuts down the power output.
As an optional implementation manner of the present application, optionally, in step S4, the step of analyzing and judging the system running state according to the CAN bus data and performing fault diagnosis, and controlling to select the working mode according to the running state and the diagnosis result includes:
if the TCU of the whole locomotive controller diagnoses no fault, firstly judging whether the whole locomotive controller is in a charging mode, if so, determining that the working mode is the charging mode, and stopping the locomotive; otherwise, the working mode is determined to be in a non-charging state, and data of a driving mode, a braking mode and a standby mode are sequentially collected and calculated and sent to the motor controller;
if the TCU of the whole locomotive controller diagnoses faults, the TCU enters a fault processing module, and locomotive power output control is carried out through a fault level preset by a fault processing executing unit of the fault processing module.
As an alternative embodiment of the present application, optionally, in step S4, the method further includes:
and (3) starting and stopping control of the air compressor: the method comprises the steps that a TCU (train control unit) collects current working state and system air pressure data of an air compressor, compares the collected data with a preset air pressure threshold value, judges, and controls starting and stopping of the air compressor according to judging results; and
unmanned remote control of the cab: the remote control device is used for no person in the cab, and when the whole locomotive controller TCU detects that the gear state in the cab is neutral gear, a remote control signal is sent out to respond to the remote control device.
As an optional embodiment of the present application, optionally, in step S4, while controlling the selection of the operation mode according to the operation state and the diagnosis result, the method further includes:
constructing a motor rotating speed deviation degree formula:
according to the torque formula
Converting and obtaining an actual rotating speed deviation degree formula of the motor:
according to the motor rotational speed deviation degree and the motor actual rotational speed deviation degree, a rotational speed difference balance judgment formula is constructed:
judging the slip and spin degree of the wheels through a rotation speed difference balance formula;
wherein N is the number of motors, T is the actual torque of the motors, N is the rotational speed of the motors, N 1 And n N The rotation speeds of the 1 st and the N th motors are respectively T 1 And T N Actual torque of the 1 st and the nth motors respectively, Δn% is a motor rotational speed deviation degree, Δt% is a motor actual rotational speed deviation degree, and td is time_delay and indicates duration.
The driving control module reasonably distributes power setting based on a self-balancing motor driving optimization control algorithm controlled by the wheel slip rotating speed and the torque, so that the phenomenon of rail locomotive slip is avoided, and safe and reliable operation of the new energy rail locomotive is realized.
And the TCU acquires motor rotation speed information while calculating the driving torque, and judges the wheel slip and idle rotation degree through a rotation speed difference balance formula. Starting the sand scattering system when the slip and idle degree is at a slight level (fault); when the slip and idle degree is at or above the medium level (fault), starting the sand scattering system, dynamically adjusting the output torque of the motors corresponding to the idle and slip, and enabling the locomotive to be quickly separated from the idle state through a motor closed-loop control algorithm. Through the self-balancing motor driving optimization control algorithm for controlling the wheel slip rotating speed and the torque, the wheel idle running severity degree under special conditions can be timely, effectively and accurately analyzed, solutions are given according to different severity degrees, the locomotive is guaranteed to run stably, the running safety and the running reliability of the new energy rail locomotive are improved, rail abrasion is avoided, and more serious consequences are caused.
The existing vehicle controller does not consider the track slipping problem caused by unbalanced weight of the vehicle due to rain and snow weather conditions. The invention designs a self-balancing motor driving optimization control algorithm based on the wheel slip rotating speed and torque control, and reasonably distributes power setting through a driving control module, so that the phenomenon of rail locomotive slip is avoided, and the safe and reliable operation of the new energy rail locomotive is realized.
It will be appreciated by those skilled in the art that embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present invention is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flowchart illustrations and/or block diagrams, and combinations of flows and/or blocks in the flowchart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
It should be noted that the above embodiments are only for illustrating the technical solution of the present invention and not for limiting the scope of protection thereof, and although the present invention has been described in detail with reference to the above embodiments, it should be understood by those skilled in the art that various changes, modifications or equivalents may be made to the specific embodiments of the application after reading the present invention, and these changes, modifications or equivalents are within the scope of protection of the claims appended hereto.
Claims (12)
1. The utility model provides a new forms of energy track locomotive whole car control system, includes the power supply unit for whole car power supply, its characterized in that still includes:
the acquisition unit is used for acquiring CAN bus data of the whole vehicle system;
locomotive whole controller TCU: the system is used for controlling the whole vehicle according to the whole vehicle strategy framework; acquiring an operation state and performing fault diagnosis according to the CAN bus data of the whole vehicle system, and controlling and selecting a working mode according to the operation state and a diagnosis result; and according to the preset torque and the preset vehicle speed transmitted by the CAN bus, calculating to obtain the motor torque, starting the sand scattering system and dynamically adjusting the motor controller.
2. The new energy rail locomotive whole control system as claimed in claim 1, wherein said locomotive whole controller TCU comprises:
ARM: the system is used for providing an omnibearing communication mode, carrying out data interaction and acquisition, and sending data from the DSP and the FPGA to an upper computer or a background for display;
DSP: the system comprises a control unit, a control unit and a control unit, wherein the control unit is used for acquiring CAN bus data of a whole vehicle system from an FPGA, calculating an operation state and performing fault diagnosis, and controlling and selecting a working mode according to the operation state and a diagnosis result; according to the preset torque and the preset vehicle speed transmitted by the CAN bus, calculating the torque upper limit and the driving demand torque, and carrying out smooth transition treatment on the driving target torque to obtain the final driving demand torque of the motor; according to the preset torque and the preset vehicle speed transmitted by the CAN bus, calculating and obtaining a larger value of the braking demand torque and a lower limit of the braking torque to obtain an actual target torque of the motor, and carrying out smooth transition treatment on the braking target torque to obtain a final braking demand torque of the motor; the motor controller is also used for sending a calculation result, a sand scattering system starting command and a motor controller adjusting command to the ARM, and sending the final driving required torque and the final braking required torque to the motor controller through the ARM;
And (3) FPGA: the CAN bus data acquisition device is used for realizing the opening and closing, overcurrent and overvoltage protection and interface expansion and transmitting the acquired CAN bus data of the whole vehicle system to the ARM and the DSP.
3. The new energy rail locomotive complete vehicle control system of claim 2, wherein said locomotive complete vehicle controller TCU further comprises:
system input unit: the FPGA is used for collecting multipath analog quantity and switching value input signals; the method comprises the steps of,
and a system output unit: and the multi-channel high-side output and multi-channel low-side output are realized through the FPGA and the driving circuit module.
4. The new energy rail locomotive complete vehicle control system of claim 3, wherein said locomotive complete vehicle controller TCU further comprises:
high-low voltage power supply system: the power-on self-checking device is used for sequentially providing power supply based on a low-voltage system and power supply based on a high-voltage system according to a preset low-voltage power-on flow and a preset high-voltage power-on flow after the TCU of the locomotive whole-vehicle controller performs power-on self-checking.
5. A new energy rail locomotive overall control system as claimed in any one of claims 2-4, wherein said locomotive overall controller TCU further comprises:
an operation mode determination system: and the fault processing or normal operation is selected and started according to the fault diagnosis result of the TCU of the locomotive whole controller.
6. A whole control system of a new energy rail locomotive according to claim 1, wherein,
the communication unit at least comprises one or more of the following: multipath CAN communication, multipath 485 communication and network port communication.
7. The new energy rail locomotive whole control system as claimed in claim 1, wherein the whole car CAN bus data comprises at least one of the following: motor controller data, BMS data, DC/DC data, DC/AC data, man-machine interaction system data acquisition, remote control terminal data, air compressor machine data, motor controller driving instructions, man-machine interaction data, DC/DC working state instructions, DC/AC working state instructions and air compressor machine working state instructions.
8. The new energy rail locomotive whole control system as in claim 5, further comprising:
and a storage unit: the storage unit is used for storing the whole vehicle strategy architecture and the whole vehicle system CAN bus data, and at least comprises one or more of the following: EMMC storage, DDR3L storage, FLASH storage, SRAM storage, and dual port RAM storage, wherein the EMMC and DDR3 are used for ARM processing system setup; the FLASH and the SRAM are used for building a DSP processing system; the dual-port RAM is used for data interaction of ARM and DSP, and the captured CAN bus operation message is stored in the EMMC in a file format.
9. The method of the whole vehicle control system of the new energy rail locomotive is characterized by comprising the following steps of:
collecting CAN bus data of a whole vehicle system;
acquiring an operation state and performing fault diagnosis according to the CAN bus data of the whole vehicle system, and controlling and selecting a working mode according to the operation state and a diagnosis result; and according to the preset torque and the preset vehicle speed transmitted by the CAN bus, calculating to obtain the motor torque, starting the sand scattering system and dynamically adjusting the motor controller.
10. The method of claim 9, wherein the selecting an operating mode based on the operating state and the diagnostic control comprises:
if the TCU of the whole locomotive controller diagnoses no fault, firstly judging whether the whole locomotive controller is in a charging mode, if so, determining that the working mode is the charging mode, and stopping the locomotive; otherwise, the working mode is determined to be in a non-charging state, and data of a driving mode, a braking mode and a standby mode are sequentially collected and calculated and sent to the motor controller;
if the TCU of the whole locomotive controller diagnoses faults, the TCU enters a fault processing module, and locomotive power output control is carried out through a fault level preset by a fault processing executing unit of the fault processing module.
11. The method of claim 9, wherein after the acquiring the CAN bus data of the entire vehicle system, further comprising:
the method comprises the steps that a TCU (train control unit) collects current working state and system air pressure data of an air compressor, compares the collected data with a preset air pressure threshold value, judges, and controls starting and stopping of the air compressor according to judging results; and
when the whole locomotive controller TCU detects that the gear state in the cab is neutral gear, a remote control signal is sent out to respond to the remote control device.
12. The method of claim 9, wherein after acquiring the operation state and performing the fault diagnosis according to the CAN bus data of the whole vehicle system, further comprising:
constructing a motor rotating speed deviation degree formula:
according to the torque formula
Converting and obtaining an actual rotating speed deviation degree formula of the motor:
according to the motor rotational speed deviation degree and the motor actual rotational speed deviation degree, a rotational speed difference balance judgment formula is constructed:
judging the slip and spin degree of the wheels through a rotation speed difference balance formula;
wherein N is the number of motors, T is the actual torque of the motors, N is the rotational speed of the motors, P is the power of the motors, N 1 And n N The rotation speeds of the 1 st and the N th motors are respectively T 1 And T N Actual torque of 1 st and N th motors, P 1 And P N The power of the 1 st and the N th motors respectively, delta N% is the motor rotation speed deviation degree, delta T% is the motor actual rotation speed deviation degree, and td is the duration.
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| CN112918518A (en) * | 2021-03-19 | 2021-06-08 | 中车青岛四方车辆研究所有限公司 | Vehicle-mounted lumped electronic control platform |
| CN113212177A (en) * | 2021-06-01 | 2021-08-06 | 湖南根轨迹智能科技有限公司 | Magnetic-levitation train and integral-train centralized suspension control system used for same |
| CN115782881A (en) * | 2022-12-23 | 2023-03-14 | 中国重汽集团济南动力有限公司 | TCU (transmission control unit) request torque distribution method and system in braking state and vehicle |
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