CN208530558U - A kind of consistent control device of heavy loading locomotive gross load hauled - Google Patents
A kind of consistent control device of heavy loading locomotive gross load hauled Download PDFInfo
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- CN208530558U CN208530558U CN201821133498.9U CN201821133498U CN208530558U CN 208530558 U CN208530558 U CN 208530558U CN 201821133498 U CN201821133498 U CN 201821133498U CN 208530558 U CN208530558 U CN 208530558U
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- torque sensor
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- traction motor
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Abstract
The utility model belongs to tractive force overall control technical field, disclose a kind of consistent control device of heavy loading locomotive gross load hauled, comprising: the first permanent-magnet synchronizing traction motor, the second permanent-magnet synchronizing traction motor, third permanent-magnet synchronizing traction motor, the 4th permanent-magnet synchronizing traction motor, the first independently rotating wheel, the second independently rotating wheel, third independently rotating wheel, the 4th independently rotating wheel, the first torque sensor, the second torque sensor, third torque sensor, the 4th torque sensor, reconfigurable control distributor, sideway controller；Adder.The utility model carries out power reallocation, with the tractive force that being optimal can be generated using locomotive, keeps constant before maintaining the hauling capacity of a locomotive to break down with motor in adjustable finite time by making full use of traction electric machine power redundancy.The utility model can be improved the stability and safety when the reliability and locomotive driving of locomotive traction system.
Description
Technical field
The utility model belongs to tractive force overall control technical field more particularly to a kind of heavy loading locomotive gross load hauled is consistent
Control device.
Background technique
Currently, the prior art commonly used in the trade is such thatThe safety and reliability of heavy loading locomotive is concerned, as
The motor trailer system for influencing one of the most key component of motorcycle safety, due to its local environment it is changeable etc. it is various it is complicated because
Element, there are many incipient faults, such as: orbital environment is changed from drying to humidity, and locomotive adhesion coefficient can change, cause
The hauling capacity of a locomotive changes；Axle weight transfer can occur in the process of running for locomotive, and axis reduces most wheels to occurring at first again
Idle running, and then lose the hauling capacity of a locomotive.
Once electric system breaks down, it is impossible to maintenance process in a short time may result in locomotive traction deficiency,
It is not normally functioning locomotive, is thus likely to result in very huge economic loss.
So how redistributing traction electric machine power output when a certain motor breaks down in motor trailer system, making
It obtains and is kept constant before maintaining the hauling capacity of a locomotive to break down with motor in adjustable finite time, guarantee that locomotive is normally steadily transported
Capable problem is badly in need of solving.
In conclusion problem of the existing technology is:
When a certain motor breaks down in motor trailer system, traction electric machine power output how is redistributed, so that
It is kept constant before maintaining the hauling capacity of a locomotive to break down with motor in adjustable finite time, guarantees the normal even running of locomotive
Problem is badly in need of solving.
Utility model content
In view of the problems of the existing technology, the utility model provides a kind of consistent control of heavy loading locomotive gross load hauled
Device.
The utility model is realized in this way a kind of consistent control device of heavy loading locomotive gross load hauled is provided with locomotive
Bogie, reconfigurable control distributor, sideway controller are bolted on engine truck, and the first torque sensor passes through
Shaft coupling is connect with the first permanent-magnet synchronizing traction motor, and the second torque sensor passes through shaft coupling and the second permanent-magnet synchronous traction electricity
Machine connection, third torque sensor are connect by shaft coupling with third permanent-magnet synchronizing traction motor, and the 4th torque sensor passes through
Shaft coupling is connect with the 4th permanent-magnet synchronizing traction motor, and reconfigurable control distributor passes through data line and the first torque sensing respectively
Device, the second torque sensor, third torque sensor, the 4th torque sensor, the connection of sideway controller；
By reconfigurable control distributor respectively with the first torque sensor, the second torque sensor, third torque sensor,
4th torque sensor, the connection of sideway controller, can be used for redistributing tractive force when locomotive failure；Pass through the first torque
Sensor, the second torque sensor, third torque sensor, the 4th torque sensor can obtain each motor torque letter in real time
Breath；The emergency case for solving traction electric machine failure in real time by reconfigurable controller makes full use of power redundancy, carries out power and divides again
Match, with the tractive force that being optimal can be generated using motor, and maintains the hauling capacity of a locomotive and failure within the desired time
Before keep constant, improve the stability and reliability of trailer system.
Further, sideway controller is bolted on engine truck position of centre of gravity, and passes through data line and first
Torque sensor, the second torque sensor, third torque sensor, the connection of the 4th torque sensor；
By being connected with torque sensor, can be used in controlling locomotive sideway.
Further, adder is bolted on engine truck, and adder passes through data line and first turn respectively
Square sensor, the second torque sensor, third torque sensor, the connection of the 4th torque sensor；
By the way that adder is arranged, the data that torque sensor is measured are added, and guarantee that total output torque is constant.
Further, the first permanent-magnet synchronizing traction motor, the second permanent-magnet synchronizing traction motor, third permanent-magnet synchronizing traction motor
It is connect respectively by axle box with bogie, the first permanent-magnet synchronizing traction motor is connected by transmission shaft and the first independently rotating wheel
It connects, the second permanent-magnet synchronizing traction motor is connect by transmission shaft with the second independently rotating wheel, third permanent-magnet synchronizing traction motor
It is connect by transmission shaft with third independently rotating wheel, the 4th permanent-magnet synchronizing traction motor is rotated by the way that transmission shaft and the 4th are independent
Wheel connection.
By using more permanent-magnet synchronizing traction motor control wheel rotations, so that each motor is individually controlled, reduce event
Interference when barrier to each other.
Detailed description of the invention
Fig. 1 is the consistent controling device structure diagram of heavy loading locomotive gross load hauled provided by the embodiment of the utility model；
Fig. 2 is the hauling capacity of a locomotive total amount control provided by the embodiment of the utility model based on weighted least-squares control distribution
The control block diagram of method processed；
Fig. 3 is train starting provided by the embodiment of the utility model into normal course of operation, and multi-machine system torque becomes
Change figure；
Fig. 4 is that locomotive provided by the embodiment of the utility model is operated normally to during carrying out failure reconfiguration, more department of electrical engineering
System torque variation diagram；
In figure: 1, the first permanent-magnet synchronizing traction motor；2, the second permanent-magnet synchronizing traction motor；3, third permanent-magnet synchronous is drawn
Motor；4, the 4th permanent-magnet synchronizing traction motor；5, the first independently rotating wheel；6, the second independently rotating wheel；7, third is independent
Swivel wheel；8, the 4th independently rotating wheel；9, the first torque sensor；10, the second torque sensor；11, third torque passes
Sensor；12, the 4th torque sensor；13, reconfigurable control distributor；14, sideway controller；15, adder.
Specific embodiment
For the invention, features and effects that can further appreciate that the utility model, the following examples are hereby given, and cooperates
Detailed description are as follows for attached drawing.
The structure of the utility model is explained in detail with reference to the accompanying drawing.
As shown in Figure 1, the consistent control device of heavy loading locomotive gross load hauled provided by the embodiment of the utility model includes:
One permanent-magnet synchronizing traction motor 1, the second permanent-magnet synchronizing traction motor 2, third permanent-magnet synchronizing traction motor 3, the 4th permanent-magnet synchronous
The independent rotation of traction electric machine 4, the first independently rotating wheel 5, the second independently rotating wheel 6, third independently rotating wheel the 7, the 4th
Wheel 8, the first torque sensor 9, the second torque sensor 10, third torque sensor 11, the 4th torque sensor 12, reconstruct
Control distributor 13, sideway controller 14, adder 15.
Reconfigurable control distributor 13, sideway controller 14 are bolted on engine truck, the first torque sensing
Device 9 is connect by shaft coupling with the first permanent-magnet synchronizing traction motor 1, and the second torque sensor 10 passes through shaft coupling and the second permanent magnetism
Sync pulling motor 2 connects, and third torque sensor 11 is connect by shaft coupling with third permanent-magnet synchronizing traction motor 3, and the 4th
Torque sensor 12 is connect by shaft coupling with the 4th permanent-magnet synchronizing traction motor 4, and reconfigurable control distributor 13 passes through data line
Respectively with the first torque sensor 9, the second torque sensor 10, third torque sensor 11, the 4th torque sensor 12, sideway
Controller 14 connects.
Sideway controller 14 is bolted on engine truck position of centre of gravity, and is passed by data line and the first torque
Sensor 9, the second torque sensor 10, third torque sensor 11, the connection of the 4th torque sensor 12.
Adder 15 is bolted on engine truck, and adder 15 is passed by data line and the first torque respectively
Sensor 9, the second torque sensor 10, third torque sensor 11, the connection of the 4th torque sensor 12.
First permanent-magnet synchronizing traction motor 1, the second permanent-magnet synchronizing traction motor 2, third permanent-magnet synchronizing traction motor 3 are distinguished
It is connect by axle box with engine truck, the first permanent-magnet synchronizing traction motor 1 is connected by transmission shaft and the first independently rotating wheel 5
It connects, the second permanent-magnet synchronizing traction motor 2 is connect by transmission shaft with the second independently rotating wheel 6, third permanent-magnet synchronous traction electricity
Machine 3 is connect by transmission shaft with third independently rotating wheel 7, and the 4th permanent-magnet synchronizing traction motor 4 is only by transmission shaft and the 4th
Vertical swivel wheel 8 connects.
As shown in Fig. 2, the hauling capacity of a locomotive provided by the embodiment of the utility model based on weighted least-squares control distribution
Total control method, comprising the following steps:
Step 1 establishes the mathematical model of multi-machine system；
In formula: RmFor m platform motor stator resistance；urm=udm+juqm, it is stator voltage space vector；ωemFor electric angle speed
Degree；irm=idm+jiqm, it is stator current space vector；ψrm=ψdm+jψqm, it is stator magnetic linkage space vector；ψfmFor permanent magnet magnetic
Chain；LrmFor stator inductance；TemFor electromagnetic torque；p0mFor motor number of pole-pairs.
Assuming that permanent magnet flux linkage ψfmIt is constant, then it can release
Step 2, the sliding mode controller of the mathematical model construction Super-Twisting algorithm based on multi-machine system are right
The electromagnetic torque of multi-machine system is controlled；
In formulaIt is defined as torque deviation, wherein Te *For actual value, TeFor measured value.
Step 3, the expression formula of the General Second Order Super-Twisting algorithm are as follows:
The stability of General Second Order Super-Twisting algorithm is proved as follows:
It enables
Therefore A is Hurwitz matrix, to arbitrary positive definite symmetric matrices Q, certainly exists a positive definite symmetric matrices P, is met
ATP+PA=-Q considers Quadratic Function Optimization V (x, y)=ζTP ζ alternately Lyapunov function, in formulaV (x, y) is continuous positive definite integral form, and radially unbounded.
Wherein V meets
Due toIt is available
V&≤-λmin(Q)||ζ||2
WhenWhen, V=0, system can converge to origin at this time.
Step 4 establishes the locomotive sideway model under motor breaks down；
In formula: m is traction locomotive quality, and α is yaw angle, and γ is yaw velocity, and V is wheel to speed, IzTurn for sideway
Dynamic inertia, trThe axial length between train wheel, la、lbRespectively the distance between locomotive front and back wheel pair and center of gravity, FxiFor side occurs
Tractive force suffered by motor car wheel, F when slidingyiThe lateral force generated when to break away.
Step 5 is based on locomotive sideway modelling reconfigurable control distributor, redistributes to electromagnetic torque；
When certain motor breaks down, linear model x&=Ax+BuKu
K is the efficiency matrix of actuator, for indicating the effective level of motor, K=diag { k1,k2,k3,k4}
For i-th motor, ki=0 indicates that motor is entirely ineffective, and tractive force is provided by other motors；0 < ki< 1 is indicated
Motor part failure, the motor distribution portion tractive force, few part make up by other motors；ki=1 expression motor is normally transported
Row, all motors rationally divide equally tractive force.If K matrix it is known that the i.e. state that whether works normally of motor it is known that can pass through
More motors are solved based on weighted least-squares control allocation algorithm to break down, and how Redundant binary number problem are carried out to tractive force.
It is as follows based on weighted least-squares method control allocation algorithm:
min{μ||wu(u-ud)||2+(1-μ)||wv(Bu-v)||2}
Final control assignment problem can be changed into
U=(Fx1,Fx2,Fx3,Fx4)TFor the tractive force of distribution needed for each motor, and u meets constraint condition umin< u <
umax, wu,wvRespectively tractive force FxiWith the weighting matrix of yaw moment M.
Wherein
The tractive force after the available each electrical fault reconstruct of distribution method is controlled according to weighted least-squares, is then passed through
Conversion relation between tractive force and electromagnetic torque obtains the torque distributed needed for each motor.So that total torque always turns with before failure
Square is consistent.
The hauling capacity of a locomotive total control method based on weighted least-squares control distribution is made below with reference to experiment detailed
Description.
1.5N.m is given as motor torque reference using initial moment, p in this emulation0=4, Rs1=2.2 Ω, Ls1=
8.8mH, ψf1=0.174Wb, J1=0.0007, Rs1=2.3 Ω, Ls1=8.5mH, ψf1=0.176Wb, J1=0.0006, Rs1=
2.4 Ω, Ls1=8.7mH, ψf1=0.175Wb, J1=0.0005, Rs1=2.5 Ω, Ls1=8.6mH, ψf1=0.173Wb, J1=
0.0008.Control effect of the designed reconfigurable control distributor of verifying when motor breaks down.
Fig. 3 shows motor from starting normal operation, and the output torque of motor 1,2,3,4 changes to 1.5N.m from 0,
Total output torque
Fig. 4 shows that as t=0.8S, motor 1 breaks down, and output torque changes to 1.05N.m by 1.5N.m, at this moment weighs
Structure controller can redistribute output torque according to weighted least square algorithm, and the output torque of motor 2,3,4 can be by 1.5N.m
1.65N.m is changed to, to guarantee that total output torque is constant.
Working principle of the utility model is: four permanent magnet synchronous motors individually control four independently rotating wheels, turn
Square sensor obtains each motor torque information in real time, and sideway controller is located at engine truck position of centre of gravity, with torque sensor
It is connected, for controlling locomotive sideway, reconfigurable control distributor is connected with torque sensor, sideway controller respectively, is used for locomotive
Tractive force is redistributed when failure, the data that adder measures torque sensor are added, and guarantee total output torque not
Become.
When locomotive operates normally, driver is according to current vehicle speed judgement department control handle gear at this, corresponding to the gear
Total moment information is considered as given value, and locomotive computer processing system is at this time in order to guarantee each motor uniform output, therefore will give
Value is divided equally, and then transmits each permanent magnet synchronous motors by locomotive bus, last each motor is further according to received torque
Information band motor car wheel rotates.Sensor by each motor reality output torque measured by adder sum, and with given value ratio
Compared with theoretically the two numerical value is consistent.
Once certain motor breaks down, sideway can occur for wheel, and inwardly outside track squeezes wheel track, influences traffic safety,
Sensor can receive the moment information of variation at this time, and after adder, total output torque also changes, and weigh at this time
Structure controller is according to the moment information before reconstructing failure based on weighted least-squares method control allocation algorithm, to guarantee that torque is extensive
It is multiple；Sideway controller action simultaneously makes locomotive sideway phenomenon disappear, and final total output torque does not change.
The above is only the preferred embodiment to the utility model, is not made in any form to the utility model
Limitation, it is all according to the technical essence of the utility model any simple modification made to the above embodiment, equivalent variations with
Modification, is all within the scope of the technical scheme of the utility model.
Claims (4)
1. a kind of consistent control device of heavy loading locomotive gross load hauled, which is characterized in that the heavy loading locomotive gross load hauled one
The control device of cause is provided with
Engine truck；
Reconfigurable control distributor, sideway controller are bolted on engine truck, and the first torque sensor passes through connection
Axis device is connect with the first permanent-magnet synchronizing traction motor, and the second torque sensor passes through shaft coupling and the second permanent-magnet synchronizing traction motor
Connection, third torque sensor are connect by shaft coupling with third permanent-magnet synchronizing traction motor, and the 4th torque sensor passes through connection
Axis device is connect with the 4th permanent-magnet synchronizing traction motor, reconfigurable control distributor pass through respectively data line and the first torque sensor,
Second torque sensor, third torque sensor, the 4th torque sensor, the connection of sideway controller.
2. the consistent control device of heavy loading locomotive gross load hauled as described in claim 1, which is characterized in that sideway controller is logical
It crosses bolt and is fixed on engine truck position of centre of gravity, and pass through data line and the first torque sensor, the second torque sensor, the
Three torque sensors, the connection of the 4th torque sensor.
3. the consistent control device of heavy loading locomotive gross load hauled as described in claim 1, which is characterized in that adder passes through spiral shell
Bolt is fixed on engine truck, and adder passes through data line and the first torque sensor, the second torque sensor, third respectively
Torque sensor, the connection of the 4th torque sensor.
4. the consistent control device of heavy loading locomotive gross load hauled as described in claim 1, which is characterized in that the first permanent-magnet synchronous
Traction electric machine, the second permanent-magnet synchronizing traction motor, third permanent-magnet synchronizing traction motor pass through axle box respectively and engine truck connects
It connects, the first permanent-magnet synchronizing traction motor is connect by transmission shaft with the first independently rotating wheel, the second permanent-magnet synchronizing traction motor
It is connect by transmission shaft with the second independently rotating wheel, third permanent-magnet synchronizing traction motor is independently rotated by transmission shaft and third
Wheel connection, the 4th permanent-magnet synchronizing traction motor are connect by transmission shaft with the 4th independently rotating wheel.
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| CN201821133498.9U CN208530558U (en) | 2018-07-16 | 2018-07-16 | A kind of consistent control device of heavy loading locomotive gross load hauled |
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108791324A (en) * | 2018-07-16 | 2018-11-13 | 湖南工业大学 | A kind of consistent system of heavy loading locomotive gross load hauled and control distribution method |
| CN112009259A (en) * | 2019-05-28 | 2020-12-01 | 比亚迪股份有限公司 | Vehicle and power distribution method thereof |
| KR20210101599A (en) * | 2020-02-10 | 2021-08-19 | 현대로템 주식회사 | System for independently rotating wheelset type railway vehicle and railway vehicle aving the same, control method of the system for independently rotating wheelset type railway vehicle |
| KR20210106229A (en) * | 2020-02-20 | 2021-08-30 | 현대로템 주식회사 | Control method of individual braking system for independently rotating wheel type railway vehicles, and braking system for independently rotating wheel type railway vehicles |
-
2018
- 2018-07-16 CN CN201821133498.9U patent/CN208530558U/en active Active
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN108791324A (en) * | 2018-07-16 | 2018-11-13 | 湖南工业大学 | A kind of consistent system of heavy loading locomotive gross load hauled and control distribution method |
| CN108791324B (en) * | 2018-07-16 | 2023-06-20 | 湖南工业大学 | Heavy-duty locomotive traction total amount consistency system and control distribution method |
| CN112009259A (en) * | 2019-05-28 | 2020-12-01 | 比亚迪股份有限公司 | Vehicle and power distribution method thereof |
| CN112009259B (en) * | 2019-05-28 | 2022-08-09 | 比亚迪股份有限公司 | Vehicle and power distribution method thereof |
| KR20210101599A (en) * | 2020-02-10 | 2021-08-19 | 현대로템 주식회사 | System for independently rotating wheelset type railway vehicle and railway vehicle aving the same, control method of the system for independently rotating wheelset type railway vehicle |
| KR102308706B1 (en) * | 2020-02-10 | 2021-10-05 | 현대로템 주식회사 | System for independently rotating wheelset type railway vehicle and railway vehicle aving the same, control method of the system for independently rotating wheelset type railway vehicle |
| KR20210106229A (en) * | 2020-02-20 | 2021-08-30 | 현대로템 주식회사 | Control method of individual braking system for independently rotating wheel type railway vehicles, and braking system for independently rotating wheel type railway vehicles |
| KR102308707B1 (en) * | 2020-02-20 | 2021-10-05 | 현대로템 주식회사 | Control method of individual braking system for independently rotating wheel type railway vehicles, and braking system for independently rotating wheel type railway vehicles |
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