CN116373915B - Multi-shaft electric locomotive torque balance control method - Google Patents
Multi-shaft electric locomotive torque balance control method Download PDFInfo
- Publication number
- CN116373915B CN116373915B CN202310470405.0A CN202310470405A CN116373915B CN 116373915 B CN116373915 B CN 116373915B CN 202310470405 A CN202310470405 A CN 202310470405A CN 116373915 B CN116373915 B CN 116373915B
- Authority
- CN
- China
- Prior art keywords
- locomotive
- speed
- axle
- creep
- traction
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 230000003137 locomotive effect Effects 0.000 title claims abstract description 343
- 238000000034 method Methods 0.000 title claims abstract description 100
- 238000009826 distribution Methods 0.000 claims abstract description 32
- 230000008859 change Effects 0.000 claims description 65
- 238000004364 calculation method Methods 0.000 claims description 57
- 230000000694 effects Effects 0.000 abstract description 22
- 230000001360 synchronised effect Effects 0.000 description 42
- 238000012545 processing Methods 0.000 description 41
- 230000001133 acceleration Effects 0.000 description 32
- 238000005070 sampling Methods 0.000 description 32
- 230000008569 process Effects 0.000 description 21
- 238000005259 measurement Methods 0.000 description 15
- 230000005251 gamma ray Effects 0.000 description 14
- 238000010586 diagram Methods 0.000 description 13
- 238000012423 maintenance Methods 0.000 description 9
- 238000013178 mathematical model Methods 0.000 description 9
- 230000001276 controlling effect Effects 0.000 description 8
- 238000001914 filtration Methods 0.000 description 7
- 238000011084 recovery Methods 0.000 description 7
- 230000009467 reduction Effects 0.000 description 7
- 230000009471 action Effects 0.000 description 6
- 238000005457 optimization Methods 0.000 description 6
- 238000012546 transfer Methods 0.000 description 6
- 230000005540 biological transmission Effects 0.000 description 5
- 230000007423 decrease Effects 0.000 description 5
- 230000035945 sensitivity Effects 0.000 description 5
- 239000000853 adhesive Substances 0.000 description 4
- 230000001070 adhesive effect Effects 0.000 description 4
- 238000012937 correction Methods 0.000 description 3
- 230000033228 biological regulation Effects 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 239000005433 ionosphere Substances 0.000 description 2
- 238000010606 normalization Methods 0.000 description 2
- 238000011946 reduction process Methods 0.000 description 2
- NAWXUBYGYWOOIX-SFHVURJKSA-N (2s)-2-[[4-[2-(2,4-diaminoquinazolin-6-yl)ethyl]benzoyl]amino]-4-methylidenepentanedioic acid Chemical compound C1=CC2=NC(N)=NC(N)=C2C=C1CCC1=CC=C(C(=O)N[C@@H](CC(=C)C(O)=O)C(O)=O)C=C1 NAWXUBYGYWOOIX-SFHVURJKSA-N 0.000 description 1
- 229920002430 Fibre-reinforced plastic Polymers 0.000 description 1
- 238000005299 abrasion Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000003749 cleanliness Effects 0.000 description 1
- 230000000052 comparative effect Effects 0.000 description 1
- 239000002131 composite material Substances 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 230000006866 deterioration Effects 0.000 description 1
- 239000011151 fibre-reinforced plastic Substances 0.000 description 1
- 230000002068 genetic effect Effects 0.000 description 1
- 230000003993 interaction Effects 0.000 description 1
- 230000007774 longterm Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 239000002245 particle Substances 0.000 description 1
- 230000001105 regulatory effect Effects 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
- B61C15/14—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels controlling distribution of tractive effort between driving wheels
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
A torque balance control method for multi-axle electric locomotive carries out traction force distribution among axles according to speed difference among axles, when idle running risk is low, traction force of each axle is distributed as evenly as possible according to wheel load, when speed difference among axles is large, distribution of traction force is reduced greatly for axles with high idle running risk, and idle running of axles is avoided as much as possible under the premise of maintaining traction force of a main locomotive unchanged in traction force distribution stage. When the wheel set cannot be prevented from idling, the speed of the traction force relief of each shaft is controlled in a nonlinear way by the creep degree of the shaft, and when the creep degree of the shaft is large, the idling is serious, so that the speed of the relief is large, and the idling factor can be quickly eliminated; when the creep degree is small, the idling is light, the load shedding is performed, but the load shedding rate is small, so that the overall idling control effect is improved.
Description
Technical Field
The invention belongs to the technical field of locomotive traction control, and particularly relates to a torque balance control method of a multi-shaft electric locomotive.
Background
The train running is realized through the interaction between the wheel tracks, and the power of the traction motor can be further utilized only on the premise of ensuring the effective adhesion between the wheel tracks. The track adhesion characteristics are related not only to the locomotive itself and the track material, but also to a series of uncertainty factors that vary over time, such as line conditions, track surface cleanliness, etc. If the traction force is greater than the available adhesive force between the wheel tracks in the running process of the locomotive, the excessive traction force accelerates the wheels to form idling, the relative sliding speed is increased quickly, the available adhesive force is reduced quickly, the abrasion and even damage of the wheel tracks can be caused, the maintenance cost of railway operation is increased, and the safe running of the locomotive can be threatened. Due to the ever-changing conditions of locomotive operation, changes in driver handling or deterioration of rail surface conditions during traction, lost motion cannot be completely avoided; at present, a domestic alternating-current and direct-current locomotive mainly adopts a combined correction method to carry out anti-idle and anti-skid control, firstly, the acceleration of wheels is judged, when the acceleration exceeds a certain threshold value, the phenomenon of idle sliding is severe, and the driving torque of the wheels is rapidly and deeply reduced, namely the traction force of the locomotive is reduced; if the acceleration of the wheel does not exceed the threshold value, the creep speed is judged, and when the creep speed exceeds the threshold value, the driving torque is adjusted to a larger extent, otherwise, the normal running condition is judged. Judging whether idling occurs by adopting 2 or more single threshold conditions in the used combination correction method, and when the idling does not occur, not realizing comprehensive judgment of idling risk; when the idling has occurred, comprehensive judgment of the idling degree cannot be achieved.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a torque balance control method of a multi-shaft electric locomotive, which particularly comprises the step of distributing traction force among shafts according to speed difference among the shafts and wheel load. Each shaft 1 to n carries out upper limit limiting control on locomotive traction by an adhesion coefficient empirical calculation model, judges whether the locomotive wheel pair idles according to the inter-shaft speed difference and the creep degree change rate, and determines whether to carry out load shedding control on the locomotive traction after the upper limit limiting according to the idling judgment result; n is the number of axles of the multi-axle electric locomotive.
The specific method for distributing the traction force between the axles according to the speed difference between the axles and the wheel load is as follows
Calculating the speed difference weight b of the shaft j j The method comprises the steps of carrying out a first treatment on the surface of the Wherein x is j1 Is the inter-axis speed difference of axis j, θ 1 The value of j is one of 1 to n as the inter-axis speed difference threshold; gamma ray F Is a nonlinear adjustment coefficient, gamma F The value range of (2) is 0.85-gamma F ≤1.5。
According to
Distributing traction force among shafts, wherein F j1 For locomotive traction assigned to axle j, P j For the wheel load of axis j, P l Wheel load for axle l, b l And F is the speed difference weight value of the shaft l, and F is the total traction force of the locomotive.
The adhesion coefficient empirical calculation model is
Wherein V is locomotive speed, mu k Is to calculate the adhesion coefficient, a 1 、a 2 、a 3 、a 4 Empirical formula parameters for calculating the sticking coefficient. The method for performing upper limit limiting control on the traction force of the locomotive by each shaft through the adhesion coefficient empirical calculation model is that,
wherein mu k ·P j For maximum traction limit of axis j, F j1 The traction force F of the axle j locomotive before upper limit control j2 The traction force of the locomotive of the shaft j after the upper limit limiting control is set; the axles 1 to n respectively carry out upper limit limiting control on the traction force of the locomotive.
The method for judging whether the locomotive wheel pair idles according to the speed difference between the shafts and the creep degree change rate is that when the idling risk value E of the shaft j j When the speed is more than or equal to 1, the wheel set of the axle j locomotive idles; idle run risk value E j According to
Performing calculation, wherein x j1 Is an axleDifference in speed, theta 1 Is an inter-axle speed difference threshold; x is x j2 For the rate of change of creep, θ 2 Is a creep change rate threshold; x is x j3 For the degree of creep, θ 3 Is a creep threshold; gamma ray 1 、γ 2 、γ 3 Is a nonlinear weighted exponential factor and has gamma 1 ≥1、γ 2 ≥1、γ 3 ≥1。
By reducing the idle traction control ratio phi j The traction load shedding of the locomotive of the shaft j is carried out, and the idle traction control is realized; idle traction control ratio phi j Is the ratio between the traction force of the axle j locomotive after the idle traction control and the traction force of the axle j locomotive before the idle traction control, and has the value of 0.ltoreq.phi j And is less than or equal to 1. The axles 1 to n respectively judge whether the locomotive wheel pair idles or not, and the idle traction control is realized.
By reducing the idle traction control ratio phi j The traction load shedding method of the axle j locomotive is that the traction load shedding speed of the axle j locomotive is represented by a load shedding slope d jd Controlling; creep degree x j3 Smaller load shedding slope d jd The smaller the value of (2), the creep degree x j3 The greater the load shedding slope d jd The greater the value of (2); load shedding slope d of axis j jd Is a creep relief factor e from the axis j j Control according to
Calculating the creep relief factor e j Wherein, gamma 0 Load shedding control factor for creep and gamma is not less than 1 0 2 or less; the same creep load shedding control factor values are taken by the axes 1 to n.
Load shedding slope d of axis j jd According to
Performing calculation, wherein d H To the upper limit value of the load shedding slope, d L Is the lower limit value of the load shedding slope; d, d H And d L The values of (a) are each selected between 0.3/s and 2/s, and d H ≥d L The method comprises the steps of carrying out a first treatment on the surface of the The same load shedding slope upper limit value d is taken by the axes 1 to n H And a load shedding slope lower limit value d l ；e m Load shedding factor limit for creep, and has
The locomotive wheel idle running comprehensive judgment processing module realizes the idle running traction control process that:
a process I, idle traction reduction process; from the idling risk value E j 1 or more and continuing to increase to an idling risk value E j Ending when changing from continuous increase to start decrease, the axle j idle traction control ratio phi j With load shedding slope d jd A reduction; phi at the end of Process I j Value of the minimum maintenance value phi jL 。
A step II of maintaining the minimum maintenance value of the idle traction; from the end of process I, the idle risk value E j Ending when the continuous reduction is smaller than 1, and controlling phi by the locomotive wheel to idle rotation comprehensive judgment processing module j Equal to the minimum maintenance value phi jL 。
A process III, an idle traction recovery process; from the end of Process II, control φ j To restore the slope d ju Increase to phi j The increase ends when it is equal to 1. Recovery slope d ju The rate of rise of (2) is selected between 0.05/s and 0.5/s.
The method for realizing the torque balance control of the multi-axis electric locomotive is realized by a multi-axis electric locomotive traction control system comprising a traction self-balance distribution module 10, a traction limiting self-setting module 11, a locomotive wheel idle rotation comprehensive judgment processing module 12 and a locomotive speed adjustment processing module.
The traction self-balancing distribution module inputs as the total traction force F and the inter-axle speed difference x between the axle 1 and the axle n 11 To x n1 The method comprises the steps of carrying out a first treatment on the surface of the Locomotive traction force F output as distributed axle 1 to axle n 11 To F n1 . The input of the traction force limiting self-tuning module is locomotive traction force F of axle 1 to axle n 11 To F n1 And locomotive speed V; the output of the traction force limiting self-tuning module is locomotive traction force F of axle 1 to axle n 12 To F n2 . The input of the locomotive wheel idle rotation comprehensive judgment processing module is locomotive traction force F of the axle 1 to the axle n 12 To F n2 And locomotive speed related quantity C for axes 1 through n 21 To C 2n The output of the locomotive wheel idle rotation comprehensive judgment processing module is locomotive traction force F of the axle 1 to the axle n 13 To E to n3 。
The locomotive speed adjustment processing module comprises a locomotive wheel rotation speed acquisition unit, a locomotive radar speed acquisition unit, a vehicle satellite positioning system speed acquisition unit and a speed adjustment calculation unit. The locomotive speed adjustment processing module acquires locomotive radar speed, vehicle satellite positioning system speed and locomotive wheel rotation speeds of axes 1 to n, outputs locomotive speed V sent to the traction force limiting self-tuning module and inter-axis speed difference x sent to the traction force self-balancing distribution module 11 To x n1 And locomotive speed related quantity C sent to locomotive wheel empty rotation comprehensive judgment processing module 21 To C 2n ，C 21 To C 2n Including locomotive speed V and inter-axle speed difference x 11 To x n1 Rate of change of creep x 12 To x n2 And creep degree x 13 To x n3 。
The locomotive speed adjusting and processing module periodically collects the locomotive wheel rotation speed V j (h) And locomotive radar speed W (h), cycle time T V . The locomotive speed adjustment processing module periodically acquires the speed U (k) of the vehicle-mounted satellite positioning system and the vehicle-mounted satellite positioning state information X (k), reads the acquired locomotive radar speed W (k) acquired at the synchronous acquisition time point and the locomotive wheel rotation speed V of the axle 1 to the axle n 1 (k) To V n (k) And performing iterative calculation, wherein the period time is T U K is the current iteration calculation generation number; t (T) U Greater than T V 。
Judging whether the acquired vehicle-mounted satellite positioning system speed U (k) is effective or not and counting continuous effective times during the kth iterative computation; and judging whether the satellite speed synchronous setting of the speed adjustment model parameters can be carried out. When it is determined that the satellite velocity synchronization adjustment of the velocity adjustment model parameters is possible, the method is performed according to the formula
Calculating the current radar speed adjustment coefficient P W (k) And the wheel/truck speed ratio coefficient P of the current axle 1 to the axle n j (k) The method comprises the steps of carrying out a first treatment on the surface of the When i is equal to 1, 2, 3, … and m, U (k-3), U (k-2), U (k-3), … and U (k-m) are respectively the vehicle satellite positioning system speeds read in the previous m times of iterative computation of the locomotive speed adjustment processing module, and V j (k-1)、V j (k-2)、V j (k-3)、…、V j (k-m) the rotational speeds of the locomotive wheels of the axles j acquired at the synchronous acquisition time points read in the previous m iterative calculations, P W (k-1)、P W (k-2)、P W (k-3)、…、P W (k-m) are respectively the radar speed adjustment coefficients obtained in the previous m iterative computations, P j (k-1)、P j (k-2)、P j (k-3)、…、P j (k-m) is the wheel/vehicle speed ratio coefficient of the shaft j obtained in the previous m iterative computations, and W (k-1), W (k-2), W (k-3), … and W (k-m) are the locomotive radar speeds read in the previous m iterative computations respectively; according to
Calculating the current radar synchronous adjustment speed W * (k)。
When it is determined that the satellite velocity synchronization adjustment of the velocity adjustment model parameters is not possible, the method is according to the formula
Calculating the current radar speed adjustment coefficient P W (k) The method comprises the steps of carrying out a first treatment on the surface of the i is equal to 1, 2, 3, …, m respectively 0 At the time P W (k-1)、P W (k-2)、P W (k-3)、…、P W (k-m 0 ) Respectively the first m 0 The radar speed adjustment coefficients obtained in the iterative calculation are mu W (k-1), mu W (k-3), … and mu W (k-1) m 0 ) Is equal to P W (k-1)、P W (k-2)、P W (k-3)、…、P W (the radar speed weighting coefficient corresponding to k-m 0; according to the formula
Calculating the current radar synchronous adjustment speed W * (k) The method comprises the steps of carrying out a first treatment on the surface of the According to W * (k) According to
Setting the wheel/truck speed ratio coefficients P of the current axles 1 to n j (k) The method comprises the steps of carrying out a first treatment on the surface of the i is equal to 1, 2, 3, …, m respectively 0 At-1, W * (k-1)、W * (k-2)、W * (k-3)、…、W * (k-m 0 +1) are respectively m before locomotive speed adjustment processing modules 0 -1 radar synchronous adjustment speed obtained during iterative calculation, P j (k-1)、P j (k-2)、P j (k-3)、…、P j (k-m 0 +1) are respectively the previous m 0 -wheel/vehicle speed ratio coefficient of axis j obtained in 1 iteration calculation, V j (k-1)、V j (k-2)、V j (k-3)、…、V j (k-m 0 +1) are respectively the previous m 0 -locomotive wheel rotation speed of axle j acquired at the synchronized acquisition time point read at 1 iteration calculation.
The method for judging whether the satellite speed synchronous setting of the speed adjustment model parameters can be carried out is that the positioning state information X (k) comprises information of effective positioning or ineffective positioning of the positioning state; when the positioning states in the positioning state information X (k) and X (k-1) are both effective positioning, the satellite speed synchronous setting of the speed adjustment model parameters is judged to be possible, otherwise, the satellite speed synchronous setting of the speed adjustment model parameters is judged to be impossible. X is X(k-1) is the vehicle satellite positioning system data read at the previous iteration calculation. In the iterative calculation process, judging whether the vehicle satellite positioning system speed U (k) is effective and counting the continuous effective times, specifically, m is equal to the continuous effective times minus 1 and less than or equal to m 0 -1，m 0 Is an integer of 3 or more.
Radar speed weighting coefficient, satisfying
The relation of (a) is that mu is respectively calculated from big to small W (k-1)、μ W (k-2)、μ W (k-3)、…、μ W (k-m 0 ) And (5) taking a value.
Current locomotive speed V C (h) According to
Calculating, calculating period and sampling period T V The same applies. Taking locomotive speed V as current locomotive speed V C (h)。
According to
Calculating the current creep x of axis j j3 (h) Calculation period and sampling period T V The same degree of creep x j3 Equal to the current creep degree x j3 (h)。
Rate of change of creep x of axis j j2 According to
Calculating the current creep change rate x of the shaft j j2 Calculation period and sampling period T V The same applies. X is x j3 (h-1) the previous sampling period T V And calculating the current creep degree of the shaft j obtained when the creep degree is taken.
Inter-axis speed difference x of axis j j1 According to
x j1 ＝V j (h)-V 0 (h)
Calculating, calculating period and sampling period T V The same applies. V (V) 0 (h) Locomotive wheel rotational speeds V for axes 1 to n 1 (h) To V n (h) Is the minimum value of (a).
The tau-th locomotive wheel rotation speed acquisition time before the sampling time of the vehicle-mounted satellite positioning system speed U (k) is the U (k) synchronous acquisition time point, tau is the delay interval period number, and the locomotive wheel rotation speed of the shaft j acquired at the time point is V j (k) A. The invention relates to a method for producing a fibre-reinforced plastic composite Similarly, the tau-th locomotive radar speed acquisition time before the sampling time of the vehicle-mounted satellite positioning system speed U (k) is the U (k) synchronous acquisition time point, and the synchronous acquisition time points of the locomotive radar speed W (k) and the locomotive wheel rotation speed V (k) are consistent. The delay interval period number tau is the acquisition period T converted from the time lag value of the vehicle satellite positioning system speed acquisition time lag behind the acquisition time of the locomotive wheel rotation speed and the locomotive radar speed V A multiplier value. When the speed U (k) of the vehicle-mounted satellite positioning system is invalid, the sampling time of the vehicle-mounted satellite positioning system still exists, namely, the synchronous acquisition time point of the U (k) still exists. When meeting the requirements
And most recently consecutive m 1 When the average time judges that the speed of the vehicle-mounted satellite positioning system is effective, calculating the delay interval period number tau, m 1 Not less than 10; epsilon is an acceleration change threshold value greater than 0, specifically epsilon may have a value of +.>To->Is selected from the numerical range of->Is the average acceleration of the locomotive. In the above formula, beta (k) is beta (k-i) when i is equal to 0, and is the calculated last locomotive acceleration change rate; i is equal to 1,2, respectively 1 Beta (k-i) at-1 is the nearest m 1 -a locomotive acceleration rate of change of 1.
Locomotive acceleration rate of change is in accordance with
Calculating; wherein alpha (k) is the last acquired locomotive acceleration, and alpha (k-1) is the last acquired locomotive acceleration.
The locomotive acceleration is measured and collected by an accelerometer, and the period of the accelerometer for measuring and collecting the locomotive acceleration is T U . Alternatively, locomotive acceleration is in accordance with
Calculating; wherein U (k-1) is the vehicle satellite positioning system speed of the last acquisition of U (k).
The method for calculating the delay interval period number tau is that the parameter to be optimized is set to be the delay interval period number tau * And the radar speed scaling factor p W * . The delay interval period number is tau * At the time, the rotation speed of the locomotive wheel acquired at the synchronous acquisition time point corresponding to U (k-i) is V j * (k-i) the locomotive radar speed acquired at the synchronous acquisition time point corresponding to U (k-i) is W * (k-i), namely the rotation speed of the locomotive wheel and the radar speed of the locomotive acquired at the synchronous acquisition time point corresponding to U (k) are respectively V j * (k)、W * (k-i) the rotation speed of the locomotive wheel and the radar speed of the locomotive acquired at the synchronous acquisition time point corresponding to U (k-1) are V respectively j * (k-1)、W * (k-1) and U (k-2)The rotation speed of locomotive wheels and the speed of locomotive radar acquired at corresponding synchronous acquisition time points are respectively V j * (k-2)、W * (k-2), and so on. The minimum optimization objective function is
；
Taking the lag interval period tau satisfying the optimal value (i.e. Q is the minimum value) Q * Is the lag interval period number tau; τ * The range of the value of (2) is more than 0 and less than 2/T V Integer of p W * The value range is more than or equal to 0.8 and less than or equal to 1.2.
In the locomotive speed adjusting and processing module, the collected locomotive wheel rotating speed is obtained after the sampled locomotive wheel rotating speed is filtered; filtering the sampled locomotive radar speed to obtain the collected locomotive radar speed; and filtering the sampled vehicle-mounted satellite positioning system speed to obtain the acquired vehicle-mounted satellite positioning system speed. Before acquiring the first vehicle-mounted satellite positioning system speed, the method comprises the following steps of
Wherein i=1, 2, … …, m-1; j=1, 2, … …, n.
The beneficial effects of the invention are as follows: when the axle weight transfer causes the wheel set with large load shedding amount to have idle running trend, the speed difference between the axles is increased; the invention does not specifically analyze and calculate the magnitude of the axle weight transfer, and carries out the traction force distribution among the axles according to the speed difference among the axles, if the speed difference among the axles is small, the traction force distribution proportion is large, if the speed difference among the axles is large, the traction force distribution proportion is small, the influence of the speed difference among different axles on the traction force distribution proportion is nonlinear, and if the speed difference among the axles is small, the change of the speed difference among the axles has small influence on the traction force distribution proportion, namely, when the idling risk is low, the traction force of each axle is distributed according to the wheel load as much as possible, or the traction force of the locomotive which is reduced by the idling high risk axle is borne by the axle with the average of the axle with the small speed difference among other axles; when the inter-axle speed difference is large, particularly in the vicinity of an inter-axle speed difference threshold (i.e. an idle judgment threshold), the influence of the change of the inter-axle speed difference on the traction distribution proportion is large, namely, the distribution of traction is greatly reduced for the wheel axle with high idle risk, so that the idle of the wheel axle is avoided as much as possible under the premise of maintaining the traction of the main locomotive in the traction distribution stage. The nonlinear influencing factors of the traction force distributed according to the speed difference between the shafts can be changed through the set parameters so as to adapt to different occasions and achieve the optimal effect. Meanwhile, the system limits the maximum traction force of each shaft according to an empirical formula of the calculated adhesion coefficient based on a large amount of experimental data, so that the maximum traction force limit of the locomotive can be changed in real time along with the change of the locomotive speed, and the locomotive traction is carried out under the condition that the idle running of a wheel set does not occur as much as possible. When the traction force distribution and the upper limit limiting according to the speed difference between the shafts still do not avoid the idle running of the wheel pairs, for example, the total traction force is large, and the sum of the traction forces of all shafts (the sum of tangential forces of the circumference of the wheels) after limiting the amplitude still exceeds the sum of the adhesive force of the wheel tracks under the condition that the traction force distribution and the upper limit limiting are carried out, the idle running of part of the wheel pairs or all the wheel pairs cannot be avoided; at the moment, after judging that a certain axle wheel set idles, the speed of the traction load shedding of the axle is controlled in a nonlinear way according to the creep degree of the axle, when the creep degree of the axle is large, the idling is serious, so that the load shedding speed is large, and the idling factor is quickly eliminated; when the creep degree is small, the idling is light, and the load shedding is performed but the load shedding rate is small. The creep degree adopts a nonlinear mode to control the traction force load shedding rate, so that the control sensitivity near the creep degree threshold is high, the control effect of the idling wheel pair can be improved, and the overall idling control effect is improved. The nonlinear influence factor of controlling the traction force load shedding rate according to the creep degree can be changed through the set parameters so as to adapt to different occasions and achieve the optimal effect. According to the invention, the idle running risk value is calculated by adopting the nonlinear mathematical model to judge the idle running of each wheel axle, the multiple single threshold judgment conditions of the idle running of the traditional wheel set and the weighting judgment conditions under the condition that the single threshold condition are not met are integrated, the judgment basis is simplified, and the multiple factors are quantized and then weighted calculation is carried out under the condition that the single threshold condition is not met, so that the comprehensive judgment of multiple factors is realized, and the idle running judgment is more comprehensive and accurate. The non-linear mathematical model is selected, so that the possibility of misjudgment of the weighting judgment conditions under the condition that the single threshold condition is not met can be avoided as much as possible. Meanwhile, the action size of the weighting judgment conditions can be set and adjusted through parameters, and the relative action size of each weighting term can also be set and adjusted through parameters, so that the locomotive wheel idle rotation judgment method based on the nonlinear mathematical model normalization can be suitable for different locomotive types and running conditions.
Drawings
FIG. 1 is a schematic diagram of a traction control system of a multi-axis electric locomotive;
fig. 2 is a schematic diagram of idle traction control of the axle 1 of the locomotive wheel pair idle rotation comprehensive judgment processing module when the locomotive wheel pair is idle;
FIG. 3 is a graph of the creep relief factor e for shaft 1 1 And x 11 /θ 1 Is a schematic of the relationship;
FIG. 4 is a schematic diagram of a locomotive speed adjustment processing module;
FIG. 5 is a flow chart for calculating a wheel/vehicle speed ratio coefficient;
FIG. 6 is a schematic diagram of an embodiment of a first order fit of radar speed adjustment coefficients;
FIG. 7 is a flow chart for calculating the number of stall cycles;
FIG. 8 is a schematic diagram of a vehicle satellite positioning system speed acquisition delay, locomotive acceleration, and locomotive acceleration rate of change;
FIG. 9 is a schematic diagram of a synchronous acquisition time point of the rotational speed of a locomotive wheel and the speed of a locomotive radar for the speed of a vehicle-mounted satellite positioning system.
Detailed Description
The invention is further described below with reference to the accompanying drawings.
The multi-axis electric locomotive is an electric locomotive capable of carrying out n-axis control traction, and n is the number of axes of the axis control traction electric locomotive. FIG. 1 is a diagram of a multi-axis electric locomotive traction control system for implementing a multi-axis electric locomotive torque balance control methodThe system structure schematic diagram comprises a traction self-balancing distribution module 10, a traction limiting self-setting module 11, a locomotive wheel idle rotation comprehensive judgment processing module 12 and a locomotive speed adjustment processing module 13. The traction self-balancing distribution module inputs as the total traction force F of the locomotive and the inter-axle speed difference x between the axle 1 and the axle n 11 To x n1 The method comprises the steps of carrying out a first treatment on the surface of the Locomotive traction force F output as distributed axle 1 to axle n 11 To F n1 . The traction self-balancing distribution module distributes traction force among axles according to the speed difference among axles and the wheel load, and the specific method is as follows
Calculating the speed difference weight value b of the axes 1 to n j The method comprises the steps of carrying out a first treatment on the surface of the Wherein x is j1 Is the inter-axis speed difference of axis j, θ 1 Is the inter-axis speed difference threshold, x j1 Exceeding theta 1 Then the shaft j is considered to be idling; the value of j is one of 1 to n, and the speed difference weight values of the axes 1 to n are respectively calculated according to the formula (1). Gamma ray F Is a nonlinear adjustment coefficient, gamma F The value range of (2) is 0.85-gamma F ≤1.5；γ F B when the value is larger j And x j1 /θ 1 The non-linear condition between the two increases, x j1 /θ 1 Even if there is a certain increase in the reference value of 0, i.e. the change in the case of a small risk of idling does not substantially affect b j ，b j Approximately equal to 1; gamma ray F B when the value is smaller j And x j1 /θ 1 The nonlinear condition between them is weakened, x j1 /θ 1 Variations near and above the 0 value reference also cause b j There are variations.
According to
Distributing traction force among shafts, wherein F j1 For locomotive traction assigned to axle j, P j Wheel load for axle j; pl also hasAnd (2) the wheel load of the shaft l, and bl is the speed difference weight value of the shaft l. F is the locomotive control system or controller, such as a locomotive speed controller, requesting the total locomotive traction force provided by all axle traction motors together; j has a value of one of 1 to n, and the traction force F of the axes 1 to n j1 Calculated according to formula (2). When locomotive traction force distribution is carried out according to the formula (2), P is not considered j When the axle weight transfer changes to change the speed difference between the axles, the traction force of each axle is redistributed only according to the speed difference between the axles. If the change amount of the axle weight transfer is small, and the speed difference between the axles is small, the possibility that the wheel set idles due to the axle weight transfer is small, the weight value of the speed difference between the axles is approximately equal to 1, and the traction force of the locomotive is basically distributed according to the axle weight when the axle weight transfer is not carried out.
The model of the adhesion coefficient empirical calculation in the traction force limiting self-tuning module is
In the formula (3), V is the locomotive speed, mu k Is to calculate the adhesion coefficient, a 1 、a 2 、a 3 、a 4 In order to calculate the empirical formula parameters of the adhesion coefficient, the a is respectively taken from the domestic shaft-control electric locomotives HXD1C, HXD1D, HXD2, HXD3, SS4 and the like 1 ＝0.24、a 2 ＝12、a 3 ＝100、a 4 =8. The unit of locomotive speed V is km/h.
The input of the traction force limiting self-tuning module is locomotive traction force F of axle 1 to axle n 11 To F n1 And locomotive speed V; the output of the traction force limiting self-tuning module is the traction force F of the locomotives from the axle 1 to the axle n after the upper limit control 12 To F n2 . The method for performing upper limit limiting control on locomotive traction by the traction limiting self-tuning module according to the adhesion coefficient empirical calculation model comprises the following steps of
In the formula (4), F j1 Is F 11 To F n1 One is that the traction force limits the traction force of the locomotive with the shaft j input by the setting module, namely the traction force of the locomotive with the shaft j distributed after the coordination among multiple shafts; f (F) j2 Is F 12 To F n2 One of them. P (P) j And locomotive tractive effort F, F j1 、F j2 、F j3 Is kN; the locomotive tractive effort may also be converted to torque when needed. j has one of values 1 to n, and the axes 1 to n respectively carry out the upper limit limiting control of the traction force of the locomotive according to the formula (4).
Locomotive wheel idle rotation comprehensive judgment processing module, namely locomotive wheel idle rotation comprehensive judgment processing device, and locomotive traction force F of which input is from axle 1 to axle n 12 To F n2 And locomotive speed related quantity C 21 To C 2n I.e. the inter-axis speed difference x of axes 1 to n 11 To x n1 Rate of change of creep x 12 To x n2 And creep degree x 13 To x n3 The method comprises the steps of carrying out a first treatment on the surface of the The output is locomotive traction force F of the axle 1 to the axle n after the locomotive wheel is subjected to the comprehensive judgment processing of the idle rotation 13 To F n3 . The locomotive wheel idle rotation comprehensive judgment processing module adopts an established nonlinear mathematical model to calculate an idle rotation risk value, and an idle rotation risk value E of a shaft j j According to
And (5) performing calculation. In the formula (5), x j1 Is the inter-axis speed difference of axis j, θ 1 Is an inter-axle speed difference threshold; x is x j2 For the rate of change of creep of axis j, θ 2 Is a creep change rate threshold; gamma ray 1 、γ 2 Is a nonlinear weighted exponential factor, and gamma 1 ≥2、γ 2 And is more than or equal to 2. Inter-axle speed difference x j1 Rate of change of creep x j2 Are all non-negative values. The idling judgment condition of the wheel set of the axle j locomotive is that when E j And if the speed is more than or equal to 1, judging that the locomotive wheel set of the shaft j idles. The idle judgment logic obtained by combining the expression (5) and the idle judgment condition is that: there are 3 cases (orIf one of the 3 conditions is satisfied), it can be determined that the wheel set of the axle j has idled, respectively, (1) when the inter-axle speed difference x j1 Greater than or equal to threshold value theta 1 When in use; (2) alternatively, when the rate of change of creep x j2 Greater than or equal to threshold value theta 2 When in use; (3) alternatively, when the inter-axle speed difference x j1 Less than threshold value theta 1 And the rate of change of creep x j2 Less than threshold value theta 2 And idle running risk value E j When the ratio is 1 or more. The first 2 conditions (1) (2) are single-term threshold conditions, i.e. single term satisfies x j1 ≥θ 1 When or in single item satisfying x j2 ≥θ 2 All satisfy E j And 1 or more, namely meeting the condition of idle running judgment. The condition (3) is a weight judgment condition in the case where none of the individual threshold conditions is satisfied. Gamma ray 1 、γ 2 The larger the values of the two are, the larger the single super threshold judgment occupies the factors, and the smaller the effect of the weighting judgment of the condition (3) is; when gamma is 1 、γ 2 When both are large enough, the main body of the idle judgment logic is a single threshold condition (1) (2), and the condition (3) has little or no effect; for example gamma 1 、γ 2 When both are equal to 200, 0.99 200 Equal to 0.134, even x j1 /θ 1 、x j2 /θ 2 Equal to 0.99, idle risk value E j Equal to 0.268, E j And also less than 1, the idling determination condition cannot be satisfied, and the weighting determination hardly works. The smaller τ, the greater the weighting of condition (3), e.g., γ 1 、γ 2 When all are equal to 2, if x j1 /θ 1 Equal to 0.8, x j2 /θ 2 E at 0.6 j Equal to 1, the idling determination condition has been satisfied. Nonlinear weighted exponential factor gamma 1 、γ 2 The relative magnitude of the two items is used for determining the magnitude of the relative action between weighted items, and the judgment condition of each item exceeding the threshold value is not influenced; gamma ray 1 、γ 2 The larger the value of a certain term is, the smaller the weighting effect of the corresponding judgment term is; conversely, gamma 1 、γ 2 The smaller the value of a certain term is, the larger the weighting function of the corresponding judgment term is; for example, gamma 1 Small, gamma 2 If it is large, the idling risk value E under condition (3) j In the calculation, x j1 /θ 1 The 1 term plays a role in the weighting calculation, the ratio term x j2 /θ 2 The single threshold condition (1) and (2) has a large effect, and the idle running judgment condition is still satisfied as long as any one of the threshold conditions (1) and (2) reaches or exceeds the threshold value.
Risk value E of idle running of shaft j j Or according to
And (5) performing calculation. In formula (6), x j1 Is the speed difference between shafts, theta 1 Is an inter-axle speed difference threshold; x is x j2 For the rate of change of creep, θ 2 Is a creep change rate threshold; x is x j3 For the degree of creep, θ 3 Is a creep threshold; gamma ray 1 、γ 2 、γ 3 Is a nonlinear weighted exponential factor and simultaneously satisfies gamma 1 ≥1、γ 2 ≥1、γ 3 And is more than or equal to 1. Inter-axle speed difference x j1 Rate of change of creep x j2 Degree of creep x j3 Are all non-negative values. The idling judgment condition of the wheel set of the axle j locomotive is that when E j And if the speed is more than or equal to 1, judging that the locomotive wheel set of the shaft j idles. The idle judgment logic obtained by combining the expression (6) and the idle judgment condition is: the occurrence of the idle running of the wheel set of the axle j can be judged in 4 cases (or in one of 4 conditions is satisfied), respectively, (1) when the inter-axle speed difference x j1 Greater than or equal to threshold value theta 1 When in use; (2) alternatively, when the rate of change of creep x j2 Greater than or equal to threshold value theta 2 When in use; (3) alternatively, when creep degree x j3 Greater than or equal to threshold value theta 3 When in use; (4) alternatively, when the inter-axle speed difference x j1 Less than threshold value theta 1 And the rate of change of creep x j2 Less than threshold value theta 2 And creep degree x j3 Less than threshold value theta 3 And idle running risk value E j When the ratio is 1 or more. The first 3 conditions (1) (2) (3) are single-term threshold conditions, i.e. single term satisfies x j1 ≥θ 1 When or in single item satisfying x j2 ≥θ 2 When or in single item satisfying x j3 ≥θ 3 All satisfy E j And 1 or more, namely meeting the condition of idle running judgment. The condition (4) is a weight judgment condition in the case where none of the single threshold conditions is satisfied; gamma ray 1 、γ 2 、γ 3 The larger the values of the three are, the larger the single super threshold judgment occupies the factors, and the smaller the weighting judgment is; when; gamma ray 1 、γ 2 、γ 3 When the three are large enough, the main body of the idle judgment logic is a single threshold condition (1) (2) (3), and the condition (4) has little or no effect; for example gamma 1 、γ 2 、γ 3 All equal 100, even x j1 /θ 1 、x j2 /θ 2 、x j3 /θ 3 Equal to 0.99, idle risk value E j Only 0.833, E j And also less than 1, the idling determination condition cannot be satisfied, and the weighting determination hardly works. When gamma is 1 、γ 2 、γ 3 When the three values are smaller, the weighting effect of the condition (4) is more effective, for example, gamma 1 、γ 2 、γ 3 When both are 1, if x j1 /θ 1 、x j2 /θ 2 Are all equal to 0.59, x j3 /θ 3 E when equal to 0 j Also equal to 1.01, can meet the condition of judging idling; gamma ray 1 、γ 2 、γ 3 When both are 2, if x j1 /θ 1 Equal to 0.8, x j2 /θ 2 Equal to 0, x j3 /θ 3 When it is required to be equal to 0.73, E j 1.002, and meets the idling judgment condition; gamma ray 1 、γ 2 、γ 3 When both are 2, if x j1 /θ 1 Equal to 0.7, x j2 /θ 2 Equal to 0.7, x j3 /θ 3 Equal to 0.54E j Equal to 0.996, the idling judgment condition is not satisfied; gamma ray 1 、γ 2 、γ 3 When both are 2, if x j1 /θ 1 Equal to 0.7, x j2 /θ 2 Equal to 0.7, x j3 E when θ is equal to 0.55 j Equal to 1.006, the idle running judgment condition is satisfied. Nonlinear weighted exponential factor gamma 1 、γ 2 、γ 3 The relative magnitude of the two items is used for determining the magnitude of the relative action between weighted items, and the judgment condition of each item exceeding the threshold value is not influenced; gamma ray 1 、γ 2 、γ 3 The larger the value of a certain term is, the smaller the weighting effect of the corresponding judgment term is; conversely, gamma 1 、γ 2 、γ 3 The smaller the value of a certain term, the greater the weighting effect of the corresponding judgment term. For example, gamma 1 Small, gamma 2 、γ 3 If the value is large, the idling risk value E under the condition (4) j In the calculation, x j1 /θ 1 The 1 term plays a role in the weighting calculation, the ratio term x j2 /θ 2 、x j3 /θ 3 All are large, but the effect of the single threshold conditions (1) (2) (3) is unchanged, and the idle judgment condition is still satisfied as long as any one of the conditions (1) (2) (3) reaches or exceeds the threshold value.
Theta aforementioned theta 1 The range of the value of (2) is between 0.05m/s and 0.4 m/s; θ 2 The range of the value of (2) is between 0.0001/s and 0.005/s; θ 3 The range of the value of (2) is between 0.005 and 0.05. Threshold value θ of axis 1 to axis n 1 The same, threshold θ for axes 1 to n 2 The same, threshold θ for axes 1 to n 3 The same applies. X is x j1 、x j2 、x j3 Units of respectively and theta 1 、θ 2 、θ 3 Is the same in units of (a). j has one of values 1 to n, and axes 1 to n respectively calculate idling risk values according to the formula (5) and independently judge; alternatively, the axes 1 to n are each calculated and individually judged as an idling risk value according to the expression (6).
After the locomotive wheel pair idles, the locomotive wheel idle running comprehensive judgment processing device (module) judges that the axle j locomotive wheel pair idles, the idle running traction control ratio phi is reduced j To carry out the traction load shedding of the locomotive with the shaft j and realize the idle traction control. FIG. 2 is a schematic diagram showing the control of the idle traction of the axle 1 of the locomotive wheel pair to the idle comprehensive judgment processing module when the locomotive wheel pair is idle, phi 1 For the idle traction control ratio, d, of the shaft 1 1d The load shedding slope of the axis 1, d1u is the recovery slope of the axis 1. Idle traction control ratio phi j Axle j locomotive traction force F output by comprehensive judgment processing module for locomotive wheel idle rotation j3 With input shaftj locomotive traction force F j2 The ratio of them satisfies
F j3 ＝φ j ·F j2 0≤φ j ≤1 (7)
Is a relationship of (3). T in FIG. 2 1 Previously, idle running risk value E 1 Less than 1, the locomotive wheelset of axle 1 is not idling, the idling traction control ratio phi 1 And 1, the locomotive wheel idle comprehensive judgment processing module does not perform idle traction control on the shaft 1. In the locomotive wheel idle rotation comprehensive judgment processing module, the axes 1 to n are respectively calculated according to the formula (7), and the idle traction control process of the axis j is as follows:
a process I, idle traction reduction process; from the idling risk value E j 1 or more and continuing to increase to an idling risk value E j Ending from continuous increase to start decrease, the axle j idle traction control ratio phi j With load shedding slope d jd A reduction; phi at the end of Process I j Value of the minimum maintenance value phi jL . In the example of FIG. 2, procedure I is from t 1 Starting at time t 2 Ending the moment; locomotive wheel empty rotation comprehensive judgment processing module control phi 1 With load shedding slope d 1d Beginning to decrease, phi at the end of Process I 1 Value of the minimum maintenance value phi 1L . Minimum maintenance value phi of axis j jL Not less than 0.
A step II of maintaining the minimum maintenance value of the idle traction; from the end of process I, the idle risk value E j Ending continuously reducing to less than 1, and controlling phi by the locomotive wheelset idling comprehensive judgment processing module j Equal to the minimum maintenance value phi jL . In FIG. 2, process II from t 2 Starting at time t 3 The moment ends.
A process III, an idle traction recovery process; beginning from the end of Process II to phi j Ending the increase to 1, and controlling phi by the locomotive wheelset idling comprehensive judgment processing module j To restore the slope d ju And starts to increase. In FIG. 2, process III proceeds from t 3 Starting at time t 4 The moment ends.
When the idle rotation risk value E j Increasing from less than 1 to 1 or more satisfies the idling risk value E j And 1 or more and continuously increasing. Phi when the axis j j Equal to 1 and its idling risk value E j And when the speed is continuously less than 1, the locomotive wheel idle running comprehensive judgment processing module does not carry out idle running traction control on the shaft j.
The rate of traction load shedding of the axle j locomotive is determined by the load shedding slope d jd Controlling; creep degree x j3 Smaller load shedding slope d jd The smaller the value of (2), the creep degree x j3 The greater the load shedding slope d jd The greater the value of (2). Specifically, the load shedding slope d of the axis j jd Is of the magnitude of the creep relief factor e of the axis j j Control according to
Calculating the creep relief factor e j Wherein, gamma 0 Load shedding control factor for creep and gamma is not less than 1 0 2 or less; the same creep load shedding control factor values are taken by the axes 1 to n. FIG. 3 is gamma 0 Axis 1 creep relief factor e equal to 1 1 And x 13 /θ 3 E m Load shedding factor limit for creep, i.e. x 13 /θ 3 Creep reduction factor value at +. the atan () in the formulas (5), (6) and (8) is an arctangent function, so there areCreep load shedding factor limit e for axes 1 to n m Equal.
Load shedding slope d of axis j jd According to
Performing calculation, wherein d H To the upper limit value of the load shedding slope, d L D is the lower limit value of the load shedding slope H And d L The values of (a) are each selected between 0.3/s and 2/s, and d H ≥d L For example, select d H ＝0.9，d L =0.4; when d is selected H ＝d L When the load is reduced, the load-shedding slope d 1 ＝d L No creep load shedding factor e j Is changed by a change in (a). The same load shedding slope upper limit value d is taken by the axes 1 to n H And a load shedding slope lower limit value d L 。
Load shedding slope d jd The value of (a) represents the control phi j A reduced rate. For example, the load shedding slope d 1d The rate of decrease of (2) is selected to be 0.5/hour, then a 1s time will be phi 1 The reduction of 50% may be a reduction of 1s time from 100% to 50%, or a 1s time phi 1 From 80% to 30%, etc. Recovery slope d ju Is selected between 0.05/s and 0.5/s, e.g. recovery slope d 1u When the rising rate of (2) is selected to be 0.2/s, then 1s will be phi 1 An increase of 20%, which may be 1s time phi 1 From 40% to 60%, or 1s time from 50% to 70%, etc. It is recommended that axes 1 to n take the same recovery slope.
2 items in formula (5), 3 items in formula (6), and 8, each of which includes, for example
Function terms of the form shown, where ρ is x, respectively j1 /θ 1 、x j2 /θ 2 、x j3 /θ 3 As shown in FIG. 3, when the threshold value is not exceeded, that is, 0.ltoreq.ρ < 1, the slope of the curve increases as ρ increases, that is, the closer the correlation value is to the corresponding threshold value, the greater the influence of the change in the value on the function term, for example, in x j1 And theta 1 Comparative example, x j1 Off theta 1 The closer, x j1 Can also cause e 0 Large variations. This characteristic of the function amplifies the value to be determined around the threshold (i.e., x j1 、x j2 、x j3 ) The effect of the change is more sensitive around the threshold; conversely, when the value to be judged is far from the threshold valueAnd in the process, the sensitivity is reduced, so that the possibility of misjudgment of the weighting judgment conditions under the condition that the single threshold condition is not met is avoided as much as possible. In the formulas (5) and (6), gamma is 1 、γ 2 、γ 3 The larger the value of (2), the larger the slope change of the curve is when 0.ltoreq.ρ < 1, the more sensitive the curve is near the threshold, and the less sensitive the curve is away from the threshold.
In the formula (10), when ρ is larger than or equal to 1, along with the increase of ρ, the slope of the curve decreases and ρ tends to +. 0 =3, i.e. the more the correlation value exceeds the corresponding threshold, the smaller the effect of its value variation on the function term, eventually towards a limit value. When ρ is larger than or equal to 0, x is equal to the whole function of formula (8) j3 Off theta 3 The closer, x j3 The change causes e j The higher the sensitivity of the change; x is x j3 Off theta 3 The closer, x j3 The change causes e j The lower the sensitivity of the change; thus, the load shedding slope d jd Also x j3 Off theta 3 The closer x j3 Change vs. load shedding slope d jd The greater the influence of the variation in (a) and ρ tends to +.o time e j With a limit value, in theory even x j3 Overrunning theta 3 Extremely large load shedding slope d jd The reduction in (2) is also limited.
The nonlinear mathematical model type (5) and the nonlinear mathematical model type (6) for calculating the idle running risk value are respectively provided with an inter-shaft speed difference and a creep degree change rate term. The rate of change of the creep is the rate of change of the creep, and the greater the value thereof, i.e., the faster the rate of increase of the creep, the higher the risk of occurrence of idle running. When the multi-axle locomotive runs idle, the speed difference between axles of a certain axle is large, which indicates that the axle has run idle or the risk of running idle is high, and the magnitude of the speed difference between axles directly reflects the risk of running idle or the degree of running idle of the locomotive wheel set. The formula (6) also has a creep degree term, wherein the creep degree is the relative difference between the speed of the locomotive wheel pair and the speed of the locomotive, the magnitude of the creep degree is also used for reflecting the degree of idling of the locomotive wheel pair or the degree of idling, but the creep degree is a relative value related to the speed of the locomotive, and the effect ratio at low speed is higher than that at high speed; the inter-axis speed difference is absolute and is more effective at high speeds. Calculating risk of idle running The value of formula (5) or formula (6) may be selected according to the need; when selecting (6), determining gamma because of the tendency of the effect of the speed difference and the creep degree between the shafts 1 、γ 3 The size should be considered.
The nonlinear mathematical model of the idle running risk value is calculated, namely the formula (5) or the formula (6), and corresponding idle running judgment conditions are combined into a whole, so that the judgment basis is simplified, and the multiple factors are quantized and then weighted under the condition that the single threshold condition is not met, so that the comprehensive judgment of multiple factors is realized, and the idle running judgment is more comprehensive and accurate. The non-linear mathematical model is selected, so that the possibility of misjudgment of the weighting judgment conditions under the condition that the single threshold condition is not met can be avoided as much as possible. Meanwhile, the action size of the weighting judgment conditions can be set and adjusted through parameters, and the relative action size of each weighting term can also be set and adjusted through parameters, so that the locomotive wheel idle rotation judgment method based on the nonlinear mathematical model normalization can be suitable for different locomotive types and running conditions. Traction force distribution is carried out according to the inter-axle speed difference, the traction force distribution proportion is large when the inter-axle speed difference is small, the traction force distribution proportion is small when the inter-axle speed difference is large, the influence of different inter-axle speed differences on the traction force distribution proportion is nonlinear, the influence of the change of the inter-axle speed difference on the traction force distribution proportion is small when the inter-axle speed difference is small, namely the traction force of each axle is distributed as evenly as possible according to the wheel load when the idling risk is low, or the traction force of a locomotive which is carried out by the idling high risk axle is evenly borne by an axle with other small inter-axle speed difference; when the inter-axle speed difference is large, particularly in the vicinity of an inter-axle speed difference threshold (i.e. an idle judgment threshold), the influence of the change of the inter-axle speed difference on the traction distribution proportion is large, namely, the distribution of traction is greatly reduced for the wheel axle with high idle risk, so that the idle of the wheel axle is avoided as much as possible under the premise of maintaining the traction of the main locomotive in the traction distribution stage. The nonlinear influencing factors of the traction force distributed according to the speed difference between the shafts can be changed through the set parameters so as to adapt to different occasions and achieve the optimal effect.
In the conventional combined correction method at home, no matter how the idling degree is, the moment unloading strategy is fixed, and the wheel track adhesion state in the unloading process is not considered; firstly, the unloading depth is insufficient, and idle running is not completely restrained; secondly, the unloading depth is too large, so that the traction loss of the locomotive is caused; thirdly, unloading is stopped only when the acceleration or the creep rate is smaller than a set threshold value, and the unloading depth is easy to be excessively large. The locomotive wheel idle rotation comprehensive judgment processing module is used for controlling idle traction according to the idle running risk value for realizing the comprehensive judgment of multiple factors, the locomotive traction load shedding degree and the locomotive traction load shedding process are controlled by the idle running risk value reflecting the wheel track adhesion state, and the situations that the unloading depth is insufficient, the idle running is not completely inhibited or the unloading depth is overlarge, and the locomotive traction loss is caused can be avoided as far as possible; the unloading is stopped when the idle running risk value is changed from increasing to decreasing, and the consequence of overlarge unloading depth can be well avoided. The nonlinear characteristic of the idling risk value can enable the judgment item with larger risk to play a relatively more obvious control role. When the traction force distribution is performed according to the speed difference between the shafts, the idle running of the wheel pairs is not avoided, for example, the total traction force is large, the sum of the traction forces of all the shafts after limiting the amplitude still exceeds the total adhesive traction force under the condition that the traction force is distributed and the upper limit limiting is carried out, and the idle running of part of the wheel pairs or all the wheel pairs cannot be avoided; at the moment, after judging that a certain axle wheel set idles, the speed of the traction load shedding of the axle is controlled in a nonlinear way according to the creep degree of the axle, when the creep degree of the axle is large, the idling is serious, so that the load shedding speed is large, and the idling factor is quickly eliminated; when the creep degree is small, the idling is light, and the load shedding is performed but the load shedding rate is small. The creep degree adopts a nonlinear mode to control the traction force load shedding rate, so that the control sensitivity near the creep degree threshold is high, the control effect of the idling wheel pair can be improved, and the overall idling control effect is improved. The nonlinear influence factor of controlling the traction force load shedding rate according to the creep degree can be changed through the set parameters so as to adapt to different occasions and achieve the optimal effect.
FIG. 4 is a schematic diagram of a locomotive speed adjustment processing module, or locomotive speed adjustment system, implementing a locomotive speed adjustment method. The locomotive wheel rotation speed acquisition unit 101 periodically acquires locomotive wheel rotation speed V j (h) Locomotive wheel rotational speeds V of axes 1 to n 1 (h) To V n (h) The acquisition cycle time is T V The method comprises the steps of carrying out a first treatment on the surface of the The locomotive wheel rotation speed acquisition unit 101 outputs the acquired locomotive wheel rotation speeds V of the axles 1 to n 1 (h) To V n (h) (containing V) 1 (k) To V n (k) To the speed adjustment calculation unit 104, n is the number of axles of the locomotive, e.g., an 8-axle locomotive, then n is equal to 8;6 axle locomotive, then n equals 6. The locomotive radar speed acquisition unit 103 periodically acquires locomotive radar speed W (h), and the acquisition period time is T V The method comprises the steps of carrying out a first treatment on the surface of the The locomotive radar speed acquisition unit 103 outputs the acquired locomotive radar speed W (h) (including W (k)) to the speed adjustment calculation unit 104. The vehicle satellite positioning system speed acquisition unit 102 periodically acquires and outputs the vehicle satellite positioning system speed U (k) and positioning state information X (k) to the speed adjustment calculation unit 104; the speed adjustment calculation unit 104 performs adjustment calculation on the wheel/vehicle speed ratio adjustment model parameters and the locomotive radar speed adjustment model parameters according to the input information, and outputs locomotive speed, inter-axle speed difference, creep degree and creep degree change rate. Specifically, the combination switch SW1 in the speed adjustment calculation unit 104 is controlled by the positioning state information X (k) input from the terminal 5; when the vehicle-mounted satellite positioning system speed is judged to be effective according to X (k), the terminal 1 of the combined switch SW1 is controlled to be connected with the terminal 2 and the terminal 3, and parameters of the wheel/vehicle speed ratio adjustment model and the locomotive radar speed adjustment model are adjusted by the vehicle-mounted satellite positioning system speed U (k); terminal 4 is suspended, and radar synchronous adjustment speed W output by locomotive radar speed adjustment model is adjusted * (k) At this time unused, i.e. W * (k) This is not effective. When the vehicle satellite positioning system speed is judged to be invalid according to X (k), a terminal 4 of the control SW1 is connected with a terminal 2, the locomotive radar speed adjustment model recursively calculates parameters of the locomotive radar speed adjustment model according to a given method, and the locomotive radar speed adjustment model synchronously collects a locomotive at a time point in a locomotive radar speed value W (h)The radar speed value W (k) of the vehicle is adjusted to obtain the radar synchronous adjustment speed W * (k) Synchronous adjustment of speed W by radar * (k) Parameters of a model are adjusted through the adjustment of the wheel/vehicle speed ratio; the terminals 1 and 3 are suspended, namely, the vehicle satellite positioning system speed U (k) is not used (or is invalid) at the moment, and the parameters of the locomotive radar speed adjustment model are not set by external signals. The wheel/vehicle speed ratio adjusting model is used for adjusting the speed V of the input locomotive wheel 1 (h) To V n (h) The radar speed W (k) of locomotive is regulated and calculated, and the locomotive speed V sent to the traction limiting self-setting module and the locomotive speed related quantity C sent to the locomotive wheel idle rotation comprehensive judgment processing module are output 2j I.e. locomotive speed related quantity C 21 To C 2n ；C 2j Comprising inter-axle speed difference x j1 Rate of change of creep x j2 Degree of creep x j3 The method comprises the steps of carrying out a first treatment on the surface of the Inter-axle speed difference x j1 Comprising x 11 To x n1 Rate of change of creep x j2 Comprising x 12 To x n2 Creep degree x j3 Comprising x 13 To x n3 . The combination switch SW1 in fig. 4 is a schematic switch, which means that the signal flow direction is controlled according to X (k), and is usually implemented by a program branching method in digital control.
In the locomotive speed adjusting system embodiment, the acquisition period T of the locomotive wheel rotation speed acquisition unit V 32ms of acquisition period T of speed acquisition unit of vehicle-mounted satellite positioning system U 1s, m is equal to 4. At the output locomotive wheel rotation speed V 1 (h) To V n (h) When the speed W (h) of the locomotive radar is the same, the corresponding speed acquisition unit performs corresponding filtering processing according to specific conditions in the speed sampling and data processing links; for example, if the rotation speed of the locomotive wheel is sampled by adopting a pulse rotation speed sensor (encoder), jitter interference of pulse edges and high-frequency interference in the pulse transmission process are filtered correspondingly; if the rotation speed of the locomotive wheel and the speed of the locomotive radar directly output analog quantity or digital quantity, low-pass filtering, smooth filtering, kalman filtering and other filtering means can be adopted singly or in combination to filter out high-frequency interference, random interference and white noise Acoustic interference, etc. The vehicle-mounted satellite positioning system speed acquisition unit comprises one or more receiving terminals in a Global Navigation Satellite System (GNSS), for example, one or more of a GPS system receiving terminal, a Beidou satellite navigation system receiving terminal, a Galileo satellite navigation system receiving terminal and a GLONASS system receiving terminal, and also comprises a corresponding receiving processing module; the receiving processing module receives information such as the number of satellites of the position being resolved, the ground speed (the speed of a vehicle-mounted satellite positioning system), whether the positioning state is valid or not and the like of one or a plurality of receiving terminals; or further comprises the steps of receiving longitude, latitude, UTC time, altitude and other information of one or more receiving terminals, and calculating the speed of the vehicle-mounted satellite positioning system according to the longitude, latitude, UTC time, altitude and other information. The technical means adopted in the locomotive wheel rotation speed acquisition unit, the locomotive radar speed acquisition unit and the vehicle satellite positioning system speed acquisition unit are conventional technical means in the field.
FIG. 5 is a flowchart of a method for adjusting the speed of a locomotive, which comprises the steps of calculating the parameters of a wheel/car speed ratio adjustment model and the parameters of a radar speed adjustment model, calculating the wheel/car speed ratio coefficients and the related quantities of the speed of each locomotive, wherein the iterative calculation period is the same as the collection period of a speed collection unit of a vehicle-mounted satellite positioning system, and the specific steps of each iterative calculation are as follows:
Step 1, when the kth iterative calculation is read (equivalent to kT U Sampling time), including a vehicle satellite positioning system speed U (k) and positioning state information X (k);
step 2, reading locomotive wheel rotation speeds V of axes 1 to n acquired at synchronous acquisition time points of speed U (k) of vehicle-mounted satellite positioning system j (k) And locomotive radar speed W (k), V j (k) I.e. the rotational speeds V of the locomotive wheels of the axles 1 to n 1 (k) To V n (k)；
Step 3, judging whether the collected speed U (k) of the vehicle-mounted satellite positioning system is effective and counting continuous effective times to obtain a continuous effective time value m2; judging whether satellite speed synchronous setting of the speed adjustment model parameters can be carried out or not; when the satellite speed synchronization adjustment of the speed adjustment model parameters can be judged, the step 4 is switched to; when the satellite speed synchronization adjustment of the speed adjustment model parameters is judged to be impossible, the step 5 is switched to;
step 4, adjusting model parameters according to the U (k) set wheel/vehicle speed ratio and locomotive radar speed, namely according to the model parameters
Setting current radar speed adjustment coefficient P W (k) And the wheel/truck speed ratio coefficient P of the current axle 1 to the axle n j (k) The method comprises the steps of carrying out a first treatment on the surface of the According to
Calculating the current radar synchronous adjustment speed W * (k) The method comprises the steps of carrying out a first treatment on the surface of the Turning to step 6;
step 5, calculating and adjusting locomotive radar speed model parameter example 1, namely, for m 0 Points (k-1, P) W (k-1))、(k-2，P W (k-2))、…、(k-m 0 ，P W (k-m 0 ) Performing straight line fitting to obtain a radar speed adjustment first-order fitting straight line, and taking points (k, P) on the radar speed adjustment first-order fitting straight line W * (k) Value P on W * (k) Adjusting the coefficient P for the current radar speed W (k) The method comprises the steps of carrying out a first treatment on the surface of the Example m 0 Equal to 4, for 4 points (k-1, P W (k-1))、(k-2，P W (k-2))、(k-3，P W (k-3)、(k-4，P W (k-4 performing a straight line fitting to obtain a first order fitted straight line for radar speed adjustment. Calculating parameters for adjusting a model of locomotive radar speed example 2, according to the formula
Calculating the current radar speed adjustment coefficient P W (k)；
According to
/>
Calculating the current radar synchronous adjustment speed W * (k) The method comprises the steps of carrying out a first treatment on the surface of the According to W * (k) According to
Setting the wheel/truck speed ratio coefficients P of the current axles 1 to n j (k) The method comprises the steps of carrying out a first treatment on the surface of the Turning to step 6;
and 6, calculating the speed related quantity of each locomotive.
In step 3, the method for judging whether the satellite speed synchronous setting of the rotation speed adjustment model parameter can be carried out is that the positioning state information X (k) comprises information of effective positioning or ineffective positioning of the positioning state; when the positioning states in the positioning state information X (k) and X (k-1) are both effective positioning, the satellite speed synchronous setting of the speed adjustment model parameters is judged to be possible, otherwise, the satellite speed synchronous setting of the speed adjustment model parameters is judged to be impossible. X (k-1) is the vehicle satellite positioning system data read in step 1 at the moment of k-1 when the vehicle speed adjustment method of FIG. 5 is iterated and calculated last time. At this time, when the positioning state in the positioning state information X (k) is invalid, the acquired vehicle-mounted satellite positioning system speed U (k) is invalid; when the positioning state in the positioning state information X (k) is valid, the acquired vehicle-mounted satellite positioning system speed U (k) is valid. In an embodiment, the vehicle-mounted satellite positioning system speed acquisition unit comprises a GPS system receiving terminal and a corresponding receiving processing module.
In step 3, judging whether the method of synchronous setting of satellite speed of the speed adjustment model parameter can be carried out or not, wherein the positioning state information X (k) comprises information of effective positioning or ineffective positioning of the positioning state and satellite quantity information of the using resolving position; when the positioning states in the positioning state information X (k) and the positioning state information X (k-1) are both effective positioning and the number of satellites in the positioning state information X (k) and the positioning state information X (k-1) in-use resolving positions is more than or equal to delta, the satellite speed synchronous setting of the speed adjustment model parameters is judged to be capable, otherwise, the satellite speed synchronous setting of the speed adjustment model parameters is judged to be incapable. In the embodiment, the vehicle-mounted satellite positioning system speed acquisition unit comprises a GPS system receiving terminal and a corresponding receiving processing module, and delta is 5. In general, δ is required to have a value of 4 or more. At this time, when the positioning state in the positioning state information X (k) is invalid or the number of satellites in X (k) that are using the resolved positions is smaller than δ, the acquired vehicle-mounted satellite positioning system speed U (k) is invalid; when the positioning state in the positioning state information X (k) is valid and the number of satellites in X (k) using the resolved positions is δ or more, the acquired vehicle-mounted satellite positioning system speed U (k) is valid.
P in step 4-5 j (k) For the current wheel/car speed ratio coefficient of axis j, e.g. P 1 (k) A current wheel/truck speed ratio coefficient for axle 1; i is equal to 1, 2, 3, …, m respectively 0 P at-1 j (k-1)、P j (k-2)、P j (k-3)、…、P j (k-m 0 +1), respectively, is the first m 0 -1 wheel/vehicle speed ratio coefficient of the shaft j obtained when the locomotive speed adjustment method is iterated; i is equal to P when 1, 2, 3, …, m respectively j (k-1)、P j (k-2)、P j (k-3)、…、P j (k-m) respectively obtaining the wheel/vehicle speed ratio coefficient of the shaft j when the locomotive speed adjustment method is iterated and calculated for the previous m times. In the step 4, i is equal to U (k-1), U (k-2), U (k-3), … and U (k-m) when 1, 2, 3, … and m are respectively the vehicle-mounted satellite positioning system speeds read in the previous m iterative computations; i is equal to W (k-1), W (k-2), W (k-3), … and W (k-m) when 1, 2, 3, … and m respectively, and is the locomotive radar speed read in the previous m iterative calculations respectively. P in step 4-5 W (k) Adjusting a coefficient for the current radar speed; i is equal to P when 1, 2, 3, …, m respectively W (k-1)、P W (k-2)、P W (k-3)、…、P W (k-m) respectively the radar speed adjustment obtained in the previous m iterative calculationsCoefficients; i is equal to 1, 2, 3, …, m respectively 0 P at time W (k-1)、P W (k-2)、P W (k-3)、…、P W (k-m 0 ) Respectively the first m 0 And obtaining a radar speed adjustment coefficient during iterative calculation. In step 5, i is equal to 1, 2, 3, …, m, respectively 0 W at-1 * (k-1)、W * (k-2)、W * (k-3)、…、W * (k-m 0 +1, respectively the first m 0 The radar synchronous regulation speed obtained in 1 iterative calculation, namely the radar synchronous regulation speed obtained by calculation according to the formula (12) and the formula (14). In step 4-5, i is equal to V at 1, 2, 3, …, m, respectively j (k-1)、V j (k-2)、V j (k-3)、…、V j (k-m) respectively reading the rotation speeds of locomotive wheels of each shaft acquired at the synchronous acquisition time points of the speed U (k) of the vehicle-mounted satellite positioning system in the previous m iterative computations; i is equal to 1, 2, 3, …, m respectively 0 V at-1 j (k-1)、V j (k-2)、V j (k-3)、…、V j (k-m 0 +1), respectively, is the first m 0 -reading locomotive wheel rotation speed acquired at synchronous acquisition time points of the speed U (k) of the vehicle-mounted satellite positioning system during 1 iterative calculation. In step 5, i is equal to 1, 2, 3, …, m, respectively 0 Mu at time W (k-1)、μ W (k-2)、μ W (k-3)、…、μ W (k-m 0 ) Is equal to P W (k-1)、P W (k-2)、P W (k-3)、…、P W (k-m 0 ) Corresponding radar speed weighting coefficients, satisfying the following
Is a relationship of (3). Mu from big to small W (k-1)、μ W (k-2)、μ W (k-3)、…、μ W (k-m 0 ) Take on values, e.g. m 0 When equal to 4, mu W (k-1)、μ W (k-2)、μ W (k-3)、μ W (k-4) is equal to 0.4, 0.3, 0.2, 0.1, or 0.55, 0.27, 0.13, 0.05, etc., respectively.
In step 4, mThe value and the vehicle satellite positioning system speed U (k) acquired by judging in the step 3 are valid and the continuous valid time value m is counted 2 In particular, when m 2 Less than m 0 When m is equal to m 2 -1; when m is 2 M is greater than or equal to 0 When m is equal to m 0 -1. For example, example m 0 When the vehicle-mounted satellite positioning system speed U (k) continuously output by the vehicle-mounted satellite positioning system speed acquisition unit for 2 times is effective, m is equal to 1; when the vehicle-mounted satellite positioning system speed U (k) continuously output by the vehicle-mounted satellite positioning system speed acquisition unit for 3 times is effective, m is equal to 2; when the vehicle-mounted satellite positioning system speed U (k) output by the vehicle-mounted satellite positioning system speed acquisition unit for 4 times or more continuously is valid, m is equal to 3.m is m 0 Is an integer of 3 or more.
Fig. 6 is a schematic diagram of a first order fit of radar speed adjustment coefficients. In FIG. 6, the 4 "+" points from left to right are points (k-4, P) W (k-4))、(k-3，P W (k-3))、(k-2，P W (k-2))、(k-1，P W (k-1)), the point "o" on the first order fitting straight line of the radar speed adjusting coefficient is the point (k, P) W * (k) A kind of electronic device. FIG. 6 is a graph showing that the coefficient values of the 4 "+" points are not actual data, and that the error is purposely identified as large and the slope of the first order fitted line is purposely identified as large for clarity of illustration.
In step 6, each locomotive speed related quantity includes locomotive speed V, and creep degree x of axis 1 to axis n j3 Rate of change of creep x j2 Speed difference x between axes j1 . Current locomotive speed V C (k) According to
Calculating, calculating period and sampling period T V The same applies. V (V) j (h)、V j (k)、W(h)、W(k)、U(k)、W * (k) Units of VC (h) are m/s; t (T) V 、T U Is s. Taking locomotive speed V as current locomotive speed VC (h), wherein the unit of locomotive speed V is km/h, and the unit is the following unitAfter conversion of m/s to km/h, the value of locomotive speed V is equal to 3.6 times the value of VC (h).
P j (k) Reflecting the ratio between the wheel set speed of the axle j and the locomotive speed, the creep degree x of the axle 1 to the axle n j3 Can be according to
Calculating, calculating period and sampling period T U The same applies. Alternatively, according to the formula
Calculating the current creep degree x of the axes 1 to n j3 (h) Calculation period and sampling period T V The same degree of creep x j3 Equal to the current creep degree x j3 (h)。
Creep change rate x of axis 1 to axis n j2 According to
Calculating, calculating period and sampling period T U The same applies. P (P) j (k-1) is the wheel/vehicle speed ratio coefficient of the shaft j obtained by the previous iterative calculation according to the locomotive speed adjustment method. Alternatively, according to the formula
Calculating the current creep change rate x of the shaft j j2 Calculation period and sampling period T V The same applies. X is x j3 (h-1) the previous sampling period T V And calculating the current creep degree of the shaft j obtained when the creep degree is taken.
The wheel/vehicle speed ratio adjustment model in the speed adjustment calculation unit receives the locomotive wheel rotations of the axles 1 to nVelocity V 1 (h) To V n (h) After that, for V j (h) Comparing n values of (V) 1 (h) To V n (h) Is compared with n values, and the minimum value is taken as the minimum value V of the rotation speed of the locomotive wheel 0 (h) Inter-axis speed difference x of axis 1 to axis n j1 According to
x j1 ＝V j (h)-V 0 (h) (22) performing calculation, calculation period and sampling period T V The same applies. As defined, the minimum value V of the rotation speed of the locomotive wheel 0 (h) The inter-axis speed difference of the located axes is equal to 0.
Calculating the creep degree x by using (18) j3 In this case, it is recommended to calculate the creep change rate x by using the formula (20) j2 The method comprises the steps of carrying out a first treatment on the surface of the Calculating the creep degree x by using (19) j3 In this case, it is recommended to calculate the creep change rate x by using the formula (21) j2 . The value of j in each step of the locomotive speed adjusting method is 1 to n, for example, V j (k) For the rotation speed V of locomotive wheels 1 (k) To V n (k) The method comprises the steps of carrying out a first treatment on the surface of the Wheel/vehicle speed ratio coefficients P for axes 1 to n j (k) And x j1 、x j2 、x j3 The calculation (setting) is performed separately.
FIG. 7 is a flowchart of a method for calculating a cycle number of a delay interval according to an embodiment of a vehicle speed adjustment system, wherein the calculated cycle is the same as a collection cycle of a speed collection unit of a vehicle satellite positioning system, and the calculation is performed after the iterative calculation of the vehicle speed adjustment method, and the specific method is as follows:
step (1), the current time, namely, the k time (namely, kT U Sampling time) and positioning state information X (k);
step (2), judging whether the condition for calculating the delay interval period number is satisfied, and satisfying the formula
And most recently consecutive m 1 Step 3, if the speed of the vehicle satellite positioning system is judged to be effective, the step is carried out, otherwise, the step is carried out; m is m 1 10 or more.The acceleration change threshold epsilon may be selected in conjunction with experimentation based on the acceleration capability of the locomotive. The value of ε may be inTo->Is selected from the numerical range of->The average acceleration is started for the locomotive. In the examples, T U With 1s, m1 is equal to 20, and average acceleration of 0-200m of locomotive can reach 0.4m/s 2 The value of epsilon may be selected in the range of 0.4 to 2.4 at this time, for example epsilon may be 1.2. In the formula (21), beta (k-i) when i is equal to 0 is the locomotive acceleration change rate beta (k) at the current moment; i is equal to beta (k-i) when 1, and is the locomotive acceleration change rate obtained when the delay interval period number is calculated in the previous time (namely, the wheel/vehicle speed ratio coefficient is calculated in an iterative mode); similarly, β (k-i) when i is equal to 1 to m1-1, respectively the first m 1 -a rate of change of locomotive acceleration obtained when calculating the number of stall cycles 1 time. Recently consecutive m 1 The average time judges that the vehicle satellite positioning system speed is effective, and the locomotive speed adjusting method can be used for iteratively calculating the continuous effective time value m of judging whether the acquired vehicle satellite positioning system speed 1 (k) in the step 3 is effective or not and counting 2 When the continuous effective times value m 2 M is greater than or equal to 1 When it meets the nearest consecutive m 1 Judging that the speed of the vehicle-mounted satellite positioning system is effective; when the continuous effective times value m 2 Less than m 1 When it does not satisfy the nearest consecutive m 1 And judging that the speed of the vehicle-mounted satellite positioning system is effective. Recently consecutive m 1 Judging whether the vehicle-mounted satellite positioning system speed is effective or not again in the step (2), wherein the method for judging whether the vehicle-mounted satellite positioning system speed is effective or not is that the vehicle-mounted satellite positioning system speed is ineffective when the positioning state in the positioning state information X (k) is ineffective; when the positioning state in the positioning state information X (k) is validIn this case, the vehicle-mounted satellite positioning system is effective in speed. The method for judging whether the speed of the vehicle-mounted satellite positioning system is effective or not is that the speed of the vehicle-mounted satellite positioning system is ineffective when the positioning state in the positioning state information X (k) is ineffective or the number of satellites in the X (k) using the resolving positions is less than delta; when the positioning state in the positioning state information X (k) is valid and the number of satellites in X (k) that are using the resolved positions is δ or more, the vehicle-mounted satellite positioning system speed is valid.
Step (3), optimizing and obtaining the delay interval period number tau by setting the parameter to be optimized as the delay interval period number tau * And the radar speed scaling factor p W * ；τ * The value of (2) is selected within the range that the delay interval is not more than 2s, namely more than 0 and less than 2/T V Is an integer of (2); in the examples, T V Equal to 32ms, i.e. 0.032s;2/T V Equal to 62.5, so τ * The range of the value of (2) is more than 0 and less than or equal to 62.P is p W * The value range of (2) is more than or equal to 0.8 and less than or equal to 1.2, and the parameter p to be optimized W * Only in this optimization process. The delay interval period number is tau * At the time, the radar speed of the locomotive acquired at the synchronous acquisition time point corresponding to U (k-i) is W * (k-i) synchronously acquiring the locomotive wheel rotation speeds V of the shafts acquired at the time points j (k-i) the minimum optimization objective function is
The optimization can adopt various optimization algorithms such as genetic algorithm, particle swarm optimization, and the like, and takes the delay interval period tau meeting the optimal value (minimum value) Q * Is the stall interval period number tau.
In step (1), kT is obtained U The method of the acceleration change rate beta (k) of the locomotive at the sampling moment is as follows
And calculating, wherein alpha (k) is the currently acquired locomotive acceleration, and alpha (k-1) is the last acquired locomotive acceleration. In an embodiment, the currently acquired locomotive acceleration alpha (k) is measured and acquired by an accelerometer, or according to the formula
And calculating, wherein U (k) is the current acquired vehicle-mounted satellite positioning system speed, and U (k-1) is the last acquired vehicle-mounted satellite positioning system speed. The locomotive acceleration alpha (k) can also be measured and acquired by adopting an accelerometer. Alpha (k) is m/s 2 The method comprises the steps of carrying out a first treatment on the surface of the Beta (k) has the unit of m/s 3 。
FIG. 8 is a schematic diagram of the vehicle satellite positioning system speed acquisition delay, locomotive acceleration, and locomotive acceleration rate of change, wherein V 1 (t) is V 1 (h) The locomotive wheel rotation speed of the continuous shaft 1 is W (t) which is the locomotive radar speed of the continuous shaft W (h), and U (t) which is the vehicle satellite positioning system speed of the continuous shaft U (k); t (T) τ The method comprises the steps that the speed acquisition time of a vehicle-mounted satellite positioning system lags behind the acquisition time of the rotating speed of locomotive wheels; points k-7 to k are each sampling time (k-7) T of the vehicle satellite positioning system speed U To kT U The method comprises the steps of carrying out a first treatment on the surface of the Alpha (k) and beta (k) are locomotive acceleration and locomotive acceleration change rate respectively.
FIG. 9 is a schematic diagram of a synchronous acquisition time point of locomotive radar speed for vehicle satellite positioning system speed, wherein the sampling time (kT) at which U (k) is located U ) The current time of performing iterative calculation on the locomotive speed adjusting method for the locomotive speed adjusting system is W (h-tau), W (h-tau+1),. The first to third, W (h-3), W (h-2), W (h-1), W (h) and the like are sampling times of locomotive radar speed, for example, the time of W (h) is the sampling time hT of the locomotive radar speed V . Due to the influence of ionosphere delay and the like, the vehicle-mounted satellite positioning system is used for acquiring the speed of the locomotive (including the speed of the vehicle-mounted satellite positioning system and the speed of a locomotive radar) and the rotation speed of the wheels of the locomotive at the same momentThe speed obtaining time is delayed from the obtaining time of the rotating speed of the locomotive wheel and the radar speed of the locomotive, and the time delay value is T τ The method comprises the steps of carrying out a first treatment on the surface of the The delay interval period tau is the collection period T relative to the rotation speed of the locomotive wheel V The cycle number T of the delay interval is the acquisition cycle T obtained by converting the time lag value of the acquisition time lag of the vehicle satellite positioning system speed to the acquisition time lag of the locomotive wheel rotation speed and the locomotive radar speed V A multiplier value. In FIG. 9, the sampling time (h- τ) T at which W (h- τ) is located V Synchronously acquiring a time point for the defined vehicle-mounted satellite positioning system speed U (k), wherein the acquired locomotive radar speed W (h-tau) is the locomotive radar speed W (k); specifically, the tau-th locomotive radar speed acquisition time before the sampling time of the vehicle-mounted satellite positioning system speed U (k), namely the locomotive wheel rotation speed acquisition time is the synchronous acquisition time point of the vehicle-mounted satellite positioning system speed U (k). The cycle and time of the acquisition of the locomotive radar speed are the same as the acquisition cycle and time of the locomotive wheel rotation speed, and the mutual delay between the two is negligible, so that the sampling time of the locomotive radar speeds W (h-tau), W (h-tau+1) and the locomotive radar speeds W (h-3), W (h-2), W (h-1) and W (h) are respectively the locomotive wheel rotation speeds V of the shafts j (h-τ)、V j (h-τ+1)、......、V j (h-3)、V j (h-2)、V j (h-1)、V j (h) Is the same as the sampling time of V j Sampling time (h- τ) T at which (h- τ) is located V The sampling time of the same W (h-tau) is the rotation speed V of locomotive wheels of each shaft acquired by the sampling time j (h- τ) is the rotational speed V of the locomotive wheel j (k)。
Similarly, taking fig. 9 as an example, when the delay interval period number τ is optimally calculated, τ is * If equal to 1, the sampling point where W (h-1) is located is the corresponding synchronous acquisition time point, V j * (k) Equal to V j (h-1)，W * (k) Equal to W (h-1); if τ * Equal to 2, then V j (h-2) the sampling point at which it is located is its corresponding synchronous acquisition time point, V j * (k) Equal to V j (h-2)，W * (k) Equal to W (h-2); and so on. It is noted that e.g. τ * Equal to 1, V j * (k) Equal to V j (h-1), and V j * (k-1) is not V j (h-2); in one embodiment, the vehicle satellite positioning system speed is sampled once, and the locomotive wheel rotational speed is sampled 31.25 times on average, so if τ * Equal to 1, V j * (k) Equal to V j (h-1), then V j * (k-1) may be V j (h-32), or V j (h-33)。
Because of the creeping, especially the idle running of the wheel set, the speed of the locomotive wheel set is inconsistent with the actual locomotive speed, and when judging whether the wheel set runs empty or not and calculating the data such as the creeping rate, the creeping degree and the like, the speed of the locomotive wheel set and the locomotive speed need to be measured separately, and the speed of the locomotive wheel set cannot be used for replacing the locomotive speed. The speed measuring method of the locomotive speed is commonly used for radar speed measurement and satellite positioning speed measurement. The satellite positioning speed measurement is to track information such as the running speed and the position of the locomotive in real time through satellite positioning, and then transmit the information to a locomotive control end through a satellite for processing, so that the locomotive speed is finally obtained; the satellite positioning speed measurement can overcome errors caused by the spin and the slip of locomotive wheelsets, but the satellite positioning capacity is greatly influenced by weather and terrain, and the speed measurement cannot be realized in 100% of time; the data transmission delay exists, and the transmission delay time is not fixed due to the change of the distance and the ionosphere condition, so that the real-time performance of speed measurement is affected. The radar speed measuring device is generally arranged at the bottom of a locomotive, and the radar antenna forms a certain included angle with the ground When the locomotive and the ground relatively move, the received radar wave can generate frequency shift according to the wavelength, the frequency shift quantity and the included angle of the radar wave>The data such as radar installation height and the like are calculated, and the locomotive speed can be obtained; but include angle->Radar installation height and other dataTime shift fluctuation can be generated, the road surface conditions of the locomotives are inconsistent, and the radar mounting height can also change along with the road surface conditions, so that the radar speed measurement precision is influenced. In the locomotive speed adjusting system for realizing the locomotive speed adjusting method, when satellite positioning speed measurement is effective, the satellite positioning speed measurement data is used for adjusting the estimated wheel/locomotive speed ratio adjusting model parameters and the locomotive radar speed adjusting model parameters; when the satellite positioning speed measurement is invalid, the new locomotive radar speed adjustment model parameters are calculated according to a given expression or by adopting a first-order fitting straight line method, the wheel/vehicle speed ratio adjustment model parameters are calculated by adjusting the adjusted radar speed adjustment model parameters, and then the locomotive speed and various locomotive speed related quantities such as the creep change rate of each axle, the creep, the inter-axle speed difference and the like are calculated according to the wheel/vehicle speed ratio adjustment model. The method combines the advantages of high satellite positioning speed measurement precision, good radar speed measurement instantaneity and long-term normal operation, and improves the accuracy and reliability of measuring the relevant quantity of the speed of each locomotive. The locomotive speed adjusting method further comprises the steps of judging whether the locomotive is in a variable speed motion state, if so, acquiring information obtained by radar speed measurement, satellite positioning speed measurement and locomotive wheel pair speed measurement after the locomotive is in the variable speed motion state, and carrying out satellite positioning data transmission time, namely, optimizing calculation of delay interval period numbers, so as to obtain accurate real-time satellite positioning data transmission delay time (namely, delay interval period numbers), and further guaranteeing accuracy and reliability of relevant speed data calculated by the locomotive speed adjusting method. / >
Claims (1)
1. A torque balance control method of a multi-shaft electric locomotive is characterized in that traction force distribution is carried out according to speed difference between shafts and wheel load;
shaft 1 to shaftnEach axle carries out upper limit limiting control on locomotive traction by an adhesion coefficient empirical calculation model, judges whether the locomotive wheel pair idles according to the speed difference between the axles and the creep degree change rate, and determines whether to carry out load shedding on the locomotive traction after the upper limit limiting according to the idling judgment resultControlling;nthe number of the axles of the multi-axle electric locomotive is the number of the axles of the multi-axle electric locomotive;
the specific method for carrying out traction force distribution according to the speed difference between shafts and the wheel load is as follows
Computing shaftjIs a velocity difference weight value of (2)b j The method comprises the steps of carrying out a first treatment on the surface of the Wherein,x j1 is an axlejIs provided with a difference in the inter-axis speed,θ 1 as the inter-axle speed difference threshold value,jhas a value of 1 tonOne of them;γ F for the non-linear adjustment coefficient(s),γ F the value range of (2) is 0.85-0γ F ≤1.5；
According to
The distribution of the traction force is performed, wherein,F j1 for allocation to shaftsjIs used for controlling the traction force of the locomotive,P j is an axlejIs used for controlling the wheel load of the vehicle,P l is an axlelIs used for controlling the wheel load of the vehicle,b l is an axlelIs used for the speed difference weight value of (a),Fthe total traction force of the locomotive;
the adhesion coefficient empirical calculation model is
Wherein,Vis the speed of the locomotive,μ K is to calculate the adhesion coefficient, alpha 1 、α 2 、α 3 、α 4 、α 5 Empirical formula parameters for calculating the sticking coefficient;
The method for performing upper limit limiting control on the traction force of the locomotive by each shaft through the adhesion coefficient empirical calculation model is that,
wherein,μ K •P j is an axlejThe maximum traction force limit value is set to be equal to the maximum traction force limit value,F j1 is the shaft before the upper limit limiting controljThe traction force of the locomotive,F j2 is the shaft after upper limit amplitude limiting controljLocomotive traction;
the method for judging whether the locomotive wheel pair idles according to the speed difference between the shafts and the creep degree change rate is that when the shafts are used forjIdle risk value of (2)E j When the ratio is greater than or equal to 1, then the shaftjThe locomotive wheel pair idles; idle risk valueE j According to
A calculation is performed, wherein,x j1 in the form of a speed difference between the shafts,θ 1 is an inter-axle speed difference threshold;x j2 in order to provide a rate of change of the creep,θ 2 is a creep change rate threshold;x j3 in order to achieve a degree of creep,θ 3 is a creep threshold;γ 1 、γ 2 、γ 3 is a nonlinear weighted exponential factor and hasγ 1 ≥1、γ 2 ≥1、γ 3 ≥1；
By reducing the idle traction control ratioΦ j Proceeding shaftjLocomotive traction force load shedding is realized, and idle traction force control is realized; idle traction control ratioΦ j For axles after idle traction controljAxle before locomotive traction and idle traction controljThe ratio of the traction force of the locomotive is 0-0Φ j ≤1 ；
By reducing the idle traction control ratioΦ j To perform the shaftjThe method for reducing locomotive traction force is that the axlejLocomotive with a wheel axleThe rate of traction load shedding is determined by the load shedding slope d jd Controlling; degree of creepx j3 Smaller load shedding sloped jd The smaller the value of (3) the creep degreex j3 Load shedding slope at largerd jd The greater the value of (2); shaftjLoad shedding sloped jd Is of the size of (a) from the shaftjCreep relief factore j Control according to
Calculating creep relief factore j Wherein, the method comprises the steps of, wherein,γ 0 load shedding control factors for creep and is less than or equal to 1 percentγ 0 2 or less; shaftjLoad shedding slope of (2)d jd According to
A calculation is performed, wherein,d H in order to unload the upper limit value of the slope,d L is the lower limit value of the load shedding slope;e m load shedding factor limit for creep, and has 。
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310470405.0A CN116373915B (en) | 2023-04-27 | 2023-04-27 | Multi-shaft electric locomotive torque balance control method |
| CN202410187000.0A CN117842109A (en) | 2023-04-27 | 2023-04-27 | Locomotive wheel empty-rotation comprehensive judging and processing device |
| CN202410187001.5A CN117842110A (en) | 2023-04-27 | 2023-04-27 | Vehicle-mounted satellite positioning system speed delay interval cycle number measurement method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310470405.0A CN116373915B (en) | 2023-04-27 | 2023-04-27 | Multi-shaft electric locomotive torque balance control method |
Related Child Applications (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202410187000.0A Division CN117842109A (en) | 2023-04-27 | 2023-04-27 | Locomotive wheel empty-rotation comprehensive judging and processing device |
| CN202410187001.5A Division CN117842110A (en) | 2023-04-27 | 2023-04-27 | Vehicle-mounted satellite positioning system speed delay interval cycle number measurement method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN116373915A CN116373915A (en) | 2023-07-04 |
| CN116373915B true CN116373915B (en) | 2024-03-12 |
Family
ID=86973361
Family Applications (3)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202310470405.0A Active CN116373915B (en) | 2023-04-27 | 2023-04-27 | Multi-shaft electric locomotive torque balance control method |
| CN202410187001.5A Pending CN117842110A (en) | 2023-04-27 | 2023-04-27 | Vehicle-mounted satellite positioning system speed delay interval cycle number measurement method |
| CN202410187000.0A Pending CN117842109A (en) | 2023-04-27 | 2023-04-27 | Locomotive wheel empty-rotation comprehensive judging and processing device |
Family Applications After (2)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202410187001.5A Pending CN117842110A (en) | 2023-04-27 | 2023-04-27 | Vehicle-mounted satellite positioning system speed delay interval cycle number measurement method |
| CN202410187000.0A Pending CN117842109A (en) | 2023-04-27 | 2023-04-27 | Locomotive wheel empty-rotation comprehensive judging and processing device |
Country Status (1)
| Country | Link |
|---|---|
| CN (3) | CN116373915B (en) |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1845842A (en) * | 2003-09-19 | 2006-10-11 | 通用电气公司 | Enhanced locomotive adhesion control |
| AU2009214833A1 (en) * | 2008-02-15 | 2009-08-20 | Schaffler International Pty Limited | Traction control system and method |
| CN108068837A (en) * | 2016-11-14 | 2018-05-25 | 易安迪机车公司 | For the weight offset mechanism of power vehicle bogie |
| CN108944963A (en) * | 2018-07-03 | 2018-12-07 | 西南交通大学 | The locomotive adhesion control method coordinated based on dynamic axle weight transfer compensation and multiaxis |
| CN112249043A (en) * | 2020-10-29 | 2021-01-22 | 株洲中车时代电气股份有限公司 | Train power distribution method and device |
| CN112406559A (en) * | 2020-11-25 | 2021-02-26 | 中车大连电力牵引研发中心有限公司 | High-power electric locomotive idling rapid recovery control method |
| CN114407940A (en) * | 2022-02-18 | 2022-04-29 | 中车大连电力牵引研发中心有限公司 | Locomotive idling adjusting method |
-
2023
- 2023-04-27 CN CN202310470405.0A patent/CN116373915B/en active Active
- 2023-04-27 CN CN202410187001.5A patent/CN117842110A/en active Pending
- 2023-04-27 CN CN202410187000.0A patent/CN117842109A/en active Pending
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1845842A (en) * | 2003-09-19 | 2006-10-11 | 通用电气公司 | Enhanced locomotive adhesion control |
| AU2009214833A1 (en) * | 2008-02-15 | 2009-08-20 | Schaffler International Pty Limited | Traction control system and method |
| CN108068837A (en) * | 2016-11-14 | 2018-05-25 | 易安迪机车公司 | For the weight offset mechanism of power vehicle bogie |
| CN108944963A (en) * | 2018-07-03 | 2018-12-07 | 西南交通大学 | The locomotive adhesion control method coordinated based on dynamic axle weight transfer compensation and multiaxis |
| CN112249043A (en) * | 2020-10-29 | 2021-01-22 | 株洲中车时代电气股份有限公司 | Train power distribution method and device |
| CN112406559A (en) * | 2020-11-25 | 2021-02-26 | 中车大连电力牵引研发中心有限公司 | High-power electric locomotive idling rapid recovery control method |
| CN114407940A (en) * | 2022-02-18 | 2022-04-29 | 中车大连电力牵引研发中心有限公司 | Locomotive idling adjusting method |
Non-Patent Citations (3)
| Title |
|---|
| 任强 ; 黄景春 ; 张思宇 ; .基于模糊路况识别的电力机车粘着控制.计算机仿真.2015,(03),全文. * |
| 基于模糊路况识别的电力机车粘着控制;任强;黄景春;张思宇;;计算机仿真;20150315(03);全文 * |
| 多轴协调的电力机车粘着控制;张思宇;黄景春;;计算机仿真;20160515(05);全文 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN117842109A (en) | 2024-04-09 |
| CN116373915A (en) | 2023-07-04 |
| CN117842110A (en) | 2024-04-09 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN102009654B (en) | Longitudinal speed evaluation method of full-wheel electrically-driven vehicle | |
| CN102486400A (en) | Vehicle mass identification method and device | |
| US20040193345A1 (en) | Active steering for handling/stability enhancement | |
| US20110295457A1 (en) | System for controlling a vehicle with determination of its instantaneous speed relative to the ground | |
| CN109532799B (en) | Brake controller based on real-time road surface observation | |
| CN103946679A (en) | Vehicle mass estimation method and system | |
| Villagra et al. | Robust stop-and-go control strategy: an algebraic approach for non-linear estimation and control | |
| CN105910833B (en) | A kind of air-pressure brake procedural test system and error calibration method | |
| CN108984970A (en) | A kind of track train slide system is anti-skidding to stick together optimal control method | |
| CN105329191B (en) | A kind of energy-efficient electric automobile continuation of the journey control system | |
| CN116238549A (en) | Adhesion control system of electric locomotive | |
| CN109760683B (en) | Slope climbing torque control method and system for distributed-drive pure electric vehicle | |
| CN116373915B (en) | Multi-shaft electric locomotive torque balance control method | |
| CN111114562B (en) | Locomotive and weighting parameter adhesion control method thereof | |
| CN113639838B (en) | Automatic weighing system for vehicle | |
| CN109532817B (en) | SOC-based regenerative braking torque distribution method for hybrid electric vehicle | |
| CN116476871A (en) | Traction balance control system of multi-shaft electric locomotive | |
| US9308823B2 (en) | Braking supervision | |
| CN116331269A (en) | Adhesion control method for electric locomotive | |
| CN116679765A (en) | Locomotive speed measurement adjusting device | |
| CN116373916B (en) | Train self-adaptation adhesion control system | |
| CN105320011B (en) | A kind of control system of electric automobile | |
| CN116380505A (en) | Device for measuring and adjusting creep degree of locomotive wheelset | |
| CN113156156B (en) | Speed processing method of multi-speed sensor system for train | |
| CN117922640A (en) | Train wheel set idling judgment method |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |