WO2014089939A1

WO2014089939A1 - Slip rate control-based anti-slip/slide method for motorcycle

Info

Publication number: WO2014089939A1
Application number: PCT/CN2013/072345
Authority: WO
Inventors: 蔡志伟; 曹富智; 周静洁; 陈旭; 吕婷婷
Original assignee: 中国北车集团大连机车车辆有限公司
Priority date: 2012-12-13
Filing date: 2013-03-08
Publication date: 2014-06-19
Also published as: CN103010227A; AU2013263835B2; AU2013263835A1; NZ618397A; CN103010227B

Abstract

A slip rate control-based anti-slip/slide method for a motorcycle employing the following steps: generating a traction (or braking force) control value (VTout) on the basis of an operating state of the motorcycle; detecting the speed (Vt) of the motorcycle; calculating a traction (or braking) slip rate reference value (VBref); detecting the wheel speed (Vn) of each axle; calculating a traction (or braking force) slip rate feedback value (VBfdb); transmitting the slip rate reference value (VBref) and the slip rate feedback value (VBfdb) into a traction (or braking force) slip rate PID closed-loop controller (VB), acquiring a slip rate control value (VBout); and controlling the traction (or braking force) of the motorcycle on the basis of the minimum of the two between the slip rate control value (VBout) and the traction (or braking force) control value (VTout). The method allows for implementation of all-weather anti-slide/slip control for the motorcycle, and not only for maximized utilization of an adhesion force, but also for effective prevention of occurrences of brake sliding or traction slipping.

Description

3⁄4 locomotive anti-air sliding method for slip ratio control

Technical field

When the wheel-wound force or braking force generated by the wheel pair is greater than the stick-in force between the wheel and the rail, the wheel will be idling or snoring. The adhesion between the wheel and the rail is affected by the surface condition of the wheel rail ^(the rail surface has pits, water, Thunder, frost, oil), line conditions (ramp, subgrade, curve, switch), locomotive axle redistribution, etc., and the machine operation mode and brake speed. The idling or slipping will cause the wheel rail to heat up and the wheel and rail to be scratched. In severe cases, it will affect the safe operation of the locomotive. The damage between the wheel and the rail is a complex time-varying system with inaccurate and maximum use. Wheel and rail adhesion, and effective prevention against the bow / vacant Fang Li, a common solution is to equip the locomotive main circuit with three: 1 dynamic relay, each sway relay is connected with two traction motors, With them as the detection of the idling signal, when the locomotive iE is normally running, the electric ffi at both ends of the 3⁄4 moving relay connected to the wi^i motor is balanced. When a wheel is 3⁄4 turn, the potential between the traction motor of the wheel and the traction motor of the other wheel changes, so that the 3⁄4 moving relay is energized, so that the serial connection is in the common opening of the interlocking relay. The sound and light alarm in the circuit is turned on, and the idling alarm is issued. After the driver finds the air's report, the manual sanding and power reduction are connected to the two traction motors through the differential relay, because the motor is low speed and high speed. The back electromotive force of the lower motor is very different. The same 'electricity does not indicate the rate of change of the back EMF of the traction motor under different voltage levels under different locomotive speeds. The voltage difference cannot accurately determine whether the traction motor is really at different locomotive speeds. The occurrence of idling and the severity of the spurt, 3⁄4 stern: In the case of the same 歩 3⁄4 turn, the electric frit at both ends of the slamming relay will be very close, causing the idling relay to not operate. ^ The driver sees the idling indicator light. ^There is a foot sanding, and the manual operation reduces the traction power of the locomotive to stop the idling. This operation takes a long time, and it is difficult to grasp how much power is appropriate.

The 逬-歩 scheme is based on the above, 3⁄4 dynamic relay power-on action, Φ into the intermediate relay in the 3⁄4 moving relay common contact circuit, and the intermediate relay is used to control the locomotive to reduce load and sand. However, as mentioned above, the 1 relay does not accurately determine the 3⁄4牟S turn; on the other hand, the dynamic relay controls the intermediate relay, and it cannot accurately control the size and duration of the locomotive 13⁄4 dynamic load shedding. Received good control effect 'fruit; In addition, the program can not achieve the idling pre-judgment and ease the idling through the sand, can only achieve the sand control and load shedding control at the same time, can not maximize the use of viscosity: Weng traction. : In the prior art, an anti-aircrafting scheme is also adopted, that is, detecting the rotation and current of each traction motor of the locomotive, and measuring the parameters such as the gallium speed 3⁄4, the wheel acceleration, the acceleration differential signal, the current, the current change rate, and the like, and setting these parameters. The limit value, when it exceeds or falls below these limit values, is judged to be idling. According to the size of these parameters, the percentage of load shedding rate and the duration of load shedding are judged, and whether the execution time of sanding and sanding is performed is determined: The scheme has gradually become the mainstream technical solution for the prevention of ffi-to-control. However, there are many shortcomings in the actual application: In different speeds of different locomotives, different speeds, wheel accelerations, accelerations, differentials, currents, currents Rate of change, when the segment is the same, even the same feedback parameters, the ratio of the load shedding rate, the duration of the load shedding, and the execution time of the sanding are still very different. Therefore, the technical solution is adopted. Appropriate load shedding rate, west ratio, load shedding duration, and sand removal execution time are almost impossible, not fully utilized. Adhesive gravitation, that is, idling can not get effective God system; control system software * often complex, too many control links, and each ring affects each other, often adjusts a certain link, and also affects other links; To make it difficult to control, reduce the load continuously, and then load it after idling. In this process, if the loading rate is too fast, the output torque of the motor will be fluctuating up and down.

M S! A bigger idling, if the loading rate is too slow, the locomotive will quickly lose enough bows! The force surface makes the speed of the locomotive drop rapidly, and it stops at the ramp. When the traction motor of the vehicle is idling, it is difficult to select the appropriate reduction according to the parameters such as the rotational speed, the wheel acceleration, the acceleration differential anger, the current, and the current change rate. The percentage of load shedding rate and the duration of load shedding cannot be maximized.

In the prevention of braking and sliding, it is mainly based on the difference in the degree of sag, the degree of reduction, and the slip rate. As long as one of the detection parameters exceeds the value of the measurement, it is immediately reduced. Power and sand, such as an electric letter. Immediately reduce the excitation current when moving, and brake the brake cylinder when the air brakes; Judging the basis of taxiing is mostly judged by empirical formula or empirical data value, but it is difficult to adapt to different external conditions such as wheel and rail surface condition, line condition, 3⁄4 machine operation silver mode, machine operation speed, etc. It is difficult to accurately judge taxiing. At the moment, the taxiing judgment is advanced, the braking force loss will be too large, and the adhesion between the wheel and rail can not be fully utilized. The sliding judgment is delayed, and the sliding will occur, causing the tread surface to be scratched, and the anti-slip effect is not obtained, even if the timing of the sliding is relatively accurate. How much braking force is reduced, how long it lasts is still extremely difficult to grasp, 裉. It is difficult to achieve 旣 can make full use of adhesion, and can prevent sliding

The further scheme is to combine the speed, deceleration and deceleration differential control. It is no longer used. As long as one detection parameter exceeds the set value, the braking force is immediately reduced and sanded, but multiple parameters are observed at the same time. The comprehensive assessment of the utilization status, however. Although the accuracy of judging the timing of taxiing taxiing is improved, it is still difficult to grasp how much braking force is reduced. It is difficult to give a quantitative reasonable value. Therefore, It is difficult to achieve both the full use of adhesion and the prevention of sliding. There is also a kind of prevention system; the scheme of moving the line is to adopt the fuzzy control method. Fuzzy: The control method does not need to understand the precise mathematical model of the flood control system in detail, but makes full use of human experience, imitates the way people think, formalizes and controls the human control experience, and the fuzzy control system usually has 3⁄4 input and output. The interface, the fuzzy controller, the actuator, the scammer and the controlled object are composed of parts, wherein the fuzzy controller is the core of the fuzzy control system. The design of the fuzzy controller depends to a large extent on the actual experience of the field. This requires a large amount of actual control to select the control quantity and the design control rule to select whether the control amount is reasonable and the control rule is effective. How to do a lot of programs to carry out simulation analysis, or wait until the controller design is completed and analyze and verify through experiments. Obviously, both methods need to play a lot of time and energy, and need repeated experimental analysis to finally Ok, the whole process is cumbersome and work stiff - larger.

Inventor

The object of the present invention is to overcome the above-mentioned deficiencies of the prior art, and to provide a locomotive anti-sliding method for slip ratio control, which can be accurately and reasonably controlled in anti-skid control or anti-turn control. Control the slip rate, reduce the traction (or braking force) of the locomotive when the slip rate exceeds the limit, and maintain the wheel slip rate within the plastic range by the Zen control.

The present invention is realized in this way; a method for locomotive anti-air idling and sliding based on slip ratio control, which is characterized by the following steps:

A. Generate traction (or braking force) according to the operating state of the brakes to control the distillation VTout, jiiSt|V3⁄4!n3⁄4VToui 3⁄4 VTma;

B. Detecting locomotive speed Vt;

C. Calculate the traction (or braking,) mobility rate reference Bref;

0, check the wheel speed Vn of each axis, calculate the maximum wheel peripheral speed Vfflax and the minimum wheel linear speed η _;

Ε. Calculate the slip ratio anti-lock value VBfdb. If traction, Vniax 3km/h, VB'j b^(Vmax~Vt) /Vmas, otherwise VBfdb O: If braking, if Vt 3km/h, Bfdb-(Vt-Vmiti)/ t _? Otherwise \3⁄4f<3⁄4 0 ;

F. Send VBref and VBfdb into the bow I (brake) slip ratio ΡΠ) closed-loop controller, get the slip rate control value VBoiit, and limit Vmin ■ V'Bou t Vmax

G, according to the slip ratio control value VBout, 'traction force (or braking force) control 僚 VTout, the minimum value of the control locomotive adopts the scheme of the invention, can realize the anti-skid anti-air idling control of the locomotive all-weather due to P: ii) regulator The function makes the system shift in the slip ratio: when it is large, it has a quick adjustment of the window ^: W characteristic, which has a continuous stable adjustment when the slip ratio is small. The knot characteristic has the advanced adjustment characteristic when the clearing rate signal changes rapidly, which can not only maximize the adhesion, but the fork can effectively prevent the occurrence of brake sliding or traction idling.

DRAWINGS

Circumference J is the main electric traction of AC/DC electric diesel locomotive in the embodiment of the invention.

Ring 2 is a schematic diagram of the main circuit of the resistance braking of the AC-DC electric drive diesel locomotive according to the first embodiment of the present invention. The hidden 4 is the anti-idle control subroutine of the first embodiment of the present invention.

Figure δ is a flow chart of the anti-skid line control subroutine of the first embodiment of the present invention.

detailed description

The technical solutions in the embodiments of the present invention will be described in detail below with reference to the accompanying drawings in the embodiments of the present invention. The present invention is a partial embodiment of the present invention, and not all of the embodiments are based on the implementation of the present invention, and all other embodiments obtained by those skilled in the art without prior creative work, All fall within the scope of protection of the present invention

Embodiments... - Embodiment 1 is a bowing of an AC-DC electric drive diesel locomotive! Force or braking force control,)

Referring to Fig. 1i, the AC-DC drive diesel locomotive of the embodiment of the present invention pulls the main 3⁄4 way, and the excitation current of the excitation of the main generator 1 is controlled by the microcomputer to realize the control of the DC ik after rectification of the main generator. Lt is the excitation resistance, Di is the freewheeling diode, Q1 is the FET, EXC is the excitation generator, ERC is the excitation rectifier, M(; is the main generator, MRC is the main rectifier Mi~ is the traction motor, SD: i~SM is the traction motor speed sensor, 3 is the machine-borne radar body speed detector. The PWM: signal output by the locomotive microcomputer controller controls the excitation current flowing through the EXC's excitation coil by controlling the conduction-to-air ratio of Q. After the ERC rectified by the EXC, the main generator excitation winding is supplied with power, and the main generator sends out the intersection: the flow is 3⁄4 (the main rectification core is rectified and then supplied to Ml~ to adjust the pulse width value of the PWM signal) The adjustment rate is used to induce the DC voltage of the motor, and then the traction force of the traction motor is adjusted. Accordingly, the pulse width value of the signal of P is equivalent to the traction control value.

Referring State 2, the embodiment of the AC and DC transmission chi locomotive brake master resistor circuit according to the present invention, the traction motor Mi~ points relative to Rz MRC AC by rectifier cabinet main rectifier load as a generator line _¾] primary generator issued Rear traction motor M - ~ Μ 6Φ connected to the excitation winding power supply: SDi ~ SD6 for the bow ί motor speed sensor, SD for the machine car Thunder body speed detector » by adjusting the ί « signal pulse width value can be adjusted The excitation current of the excitation winding of the six traction motors is realized, and the adjustment of the braking current of the motor is realized, thereby realizing the adjustment of the braking force. Therefore, the pulse width is equivalent to the power control of the rate mechanism. Value ₄ See show 3. In this embodiment, the application timer 1 interrupt generates an i OmS timer interrupt. The interrupt subroutine first in the box 1. i close the timer 1 interrupt, in the box 1.2 clear 3⁄4 timer 1 interrupt flag and then enter the box 1.3, determine whether the traction command is true: if the beam is, then enter the box L 4, Execute the anti-idle control subroutine, otherwise enter box 1.5. In the block L 5, it is judged whether the brake command is true; if yes, the block i. 6 is executed to execute the anti-skid line control subroutine; otherwise, the block is entered into the frame 1.7. In box 1. 7, open the timer 1 interrupt, ready for the next timer 1 interrupt. ^ interrupt subroutine end

See hidden 4« anti-idle control subroutine in block 2, 1 to calculate the control value Vtout and limit the sub-V' _ffi in to Vmax; in block 2, 2 check the speed Yt; in frame 2.3 calculate the slip rate given 僚YBrei', in the box 2.4, measure the wheel speed VI~Vn of each axis _; in the frame 2. 5 dance: the maximum wheel linear velocity Vmax; in the box 2, 6 judge VmaxXi. i) kra / h? If yes, enter box 2, 7 to calculate Vi5fdb^( Vmax-Vi} /Vma.x; if beam is not entered into box 2. 8 to execute VB b 0; calculate VBout in box 2. 9 and limit j to j Ln to V in box 2. Earn the minimum of VBout:, VTout; Calculate PWM pulse width control in 榣2. i See figure δ _.; Skid line control subroutine in 椐 3. Calculate control 偾V'tout# Vrnin to \3⁄4 _ax; in accordance with 3. 2 check 3⁄4 locomotive speed Vt _; in Figure 3. 3 calculate the slip rate to ^ anger VBref, in box 3.4 detect the speed of each axis wheel V ·! ~ Vn _; in box 3 5 Calculate the minimum round-cycle speed Vmin; Determine whether Vt>3. Okni/h in Box 3, 6? If yes, enter the right 3, 7 count; record ¥Bfdb^(Vt~ViTiIn) ¥t ; 'If no剡 Go to box 3. 8 to execute Έί & 0: Calculate VBout in box 3>9' and ffi to 1« to Vnmx; in box 3, 10 take the minimum of VBou VTout; calculate PWM pulse width control in box m The value of the anti-skid line control subroutine is the end of the operation. The above embodiments are only used to explain the technical solutions of the present invention, and are not limited thereto; although the present invention has been described in detail with reference to the foregoing embodiments, The general technician in the field should 3⁄4 Understanding: It is still possible to modify the technical solutions described in the foregoing embodiments, or to replace some of the technical features, and these modifications or substitutions do not deviate from the essence of the corresponding technical solutions. The fineness and scope of the technical solution.

Claims

1. A locomotive anti-S-sliding method based on slip ratio control, characterized in that the following steps are taken:

A, generate traction (or braking force) according to the operating state of the machine to control the anger VTou ii, limit V in VTout VTimx;

C, calculate the traction (or brake) transfer rate reference VBre^

D, detecting the wheel speed of each axis V calculating the avoidance speed of the large wheel Vraax and the minimum wheel linear velocity V n;

E, calculate the slip rate feedback value VBfdb: If the rate is V ax 3k /h,

No Bfdb 0;

VB db-(¥t-Vniin) M ' Otherwise VBf db 0;

F, send VBref and VBMb into the traction (brake) slippery PiD closed-loop controller VB, and obtain the slip ratio, control value VBout, and limit 3⁄4^=3⁄4^50^ 3⁄4 Vsf)ax _:

G, according to the rate control l VBont, lead: force ' (or braking force) control VT VTot! t.:::: the smallest furnace control locomotive lift gravity ί or turn power: Κ.