CN112977162A - Control method of electric rail locomotive system of industrial and mining enterprises - Google Patents
Control method of electric rail locomotive system of industrial and mining enterprises Download PDFInfo
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- CN112977162A CN112977162A CN202110447044.9A CN202110447044A CN112977162A CN 112977162 A CN112977162 A CN 112977162A CN 202110447044 A CN202110447044 A CN 202110447044A CN 112977162 A CN112977162 A CN 112977162A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
- B60L3/04—Cutting off the power supply under fault conditions
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
- B60L7/26—Controlling the braking effect
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/54—Drive Train control parameters related to batteries
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- 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
- Y02T10/64—Electric machine technologies in electromobility
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- 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
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- 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
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Abstract
The invention discloses a control method of an electric rail locomotive system of an industrial and mining enterprise, belonging to the technical field of rail transit. The electric rail locomotive system includes: a battery system, a power system and a control system; the battery system comprises a storage battery pack and a BMS management system; the power system comprises a plurality of motor units, and each motor unit comprises a motor driver and a motor; the control system comprises a whole vehicle control system, a high-voltage power supply distribution box, an auxiliary power supply, a braking system and an auxiliary device; the whole vehicle control system issues an instruction, the locomotive motor driver adopts an independent control strategy, when a certain path of motor driver or motor is abnormal, the power system of the path is cut off through the whole vehicle control system, the whole vehicle controller uniformly distributes torque to other motors, the locomotive continues to operate, and the system stability is improved.
Description
Technical Field
The invention relates to a control method of an electric rail locomotive system of an industrial and mining enterprise, belonging to the technical field of rail transit.
Background
With the national requirements on policies such as energy conservation and environmental protection, new and old kinetic energy conversion, revolution iron and the like, the development of transportation towards the directions of energy conservation, environmental protection and safety is promoted, the requirements on the aspects of transportation safety guarantee, resource conservation, environmental protection and the like are gradually increased, and the pressure of environmental protection policies in various places is increased year by year. On the premise of guaranteeing normal operation of production, in order to respond to national clean production energy conservation and emission reduction and 2025 major planning, the cost is reduced, the problem of tail gas environmental pollution is solved, a novel rechargeable intelligent rail locomotive can be adopted in the rail shunting industry, a plurality of adverse factors are effectively eliminated, and the development trend of the industry is complied with.
Rail locomotives are rapidly developed at home and abroad, and particularly high-speed trains represented by China are rapidly developed in recent years. In the field of rail freight locomotives, the rail freight locomotives are mainly divided into electric locomotives and internal combustion engine powered locomotives. 1) The conventional electric locomotive adopts a catenary electricity taking technical route, and is suitable for long-distance fixed line freight. However, in the field of working condition enterprises, particularly steel enterprises and other pipelines and bridges are more, the construction of erecting power lines and power taking devices on fixed lines is difficult, and factors such as production requirement line change are not beneficial to the application of the traditional contact power taking electric locomotive. 2) The internal combustion engine powered locomotive does not need to build a power supply network, so that the working condition enterprise freight locomotive almost completely adopts the scheme of the internal combustion engine powered locomotive, but the fuel cost and the operation and maintenance cost are high, and the environmental protection problem is particularly prominent. 3) A hybrid power rail locomotive is developed by a middle-sized vehicle and a resource sun plant, a traditional internal combustion engine is combined with a battery system, energy saving is realized by improving the generating power and energy efficiency of a low-power internal combustion engine, but the internal combustion engine still has the problems of environmental protection and emission and the maintenance workload is increased.
The traditional electric locomotive adopts a catenary electricity taking technical route, and is suitable for long-distance fixed line freight. However, in the field of working condition enterprises, particularly steel enterprises and other pipelines and bridges are more, the construction of erecting power lines and power taking devices on fixed lines is difficult, and factors such as production requirement line change are not beneficial to the application of the traditional contact power taking electric locomotive. The internal combustion engine powered locomotive does not need to build a power supply network, so that the working condition enterprise freight locomotive almost completely adopts the scheme of the internal combustion engine powered locomotive, but the fuel cost and the operation and maintenance cost are high, and the environmental protection problem is particularly prominent.
The traditional diesel locomotive coil is impacted by frequent vibration in the operation process, the insulating clamp of the coil connecting line breaks the ground, the sharp edge, the welding beading, the lug boss, the coil shield and the spring base plate on the inner surface of the engine base are pressed to damage the insulation, the stator insulation is affected with damp oil stain or is damaged by overheating aging, the compensation winding end part or the connecting line is not fixed firmly, the locomotive traction motor faults can be caused, and the motor with the faults needs to be shut down and removed under the general condition.
Disclosure of Invention
Aiming at the problems in the prior art, the invention discloses a control method of an electric rail locomotive system of an industrial and mining enterprise, belonging to a novel rechargeable intelligent rail locomotive.
In order to solve the problems, the invention adopts the following technical scheme:
a method for controlling an electric rail locomotive system of an industrial and mining enterprise, the electric rail locomotive system comprising: a battery system, a power system and a control system; the battery system comprises a storage battery pack and a BMS management system; the power system comprises a plurality of motor units, and each motor unit comprises a motor driver and a motor; the control system comprises a whole vehicle control system, a high-voltage power supply distribution box, an auxiliary power supply, a braking system and an auxiliary device; the BMS management system is respectively connected with the storage battery pack and the finished automobile control system, is a system for managing the storage battery pack and transmits the collected battery data of the storage battery pack to the finished automobile control system; the whole locomotive control system is respectively connected with the storage battery pack, the high-voltage power supply distribution box, the motor driver, the auxiliary power supply, the braking system and the auxiliary device, acquires input signals of all equipment and controls the normal operation and safety of the whole locomotive system; the storage battery pack is also connected with the high-voltage power supply distribution box and used for supplying power to the high-voltage power supply distribution box; the high-voltage power distribution box is connected with the motor driver and the auxiliary power supply and is used for managing the on-off of a power supply of connected equipment; the motor driver is connected with the motor and used for driving the motor to rotate, and the motor is used for driving the locomotive wheels to move; the auxiliary power supply is connected with the braking system and the auxiliary device and is used for supplying power to the vehicle control system and the auxiliary device; the high-voltage power supply distribution box comprises a main contactor, the main contactor is used for controlling the connection and disconnection of a circuit of a component connected with the high-voltage power supply distribution box, a power supply circuit is arranged between the main contactor and the motor driver, and the power supply circuit comprises a main circuit and a pre-charging circuit; the main circuit is provided with a second contactor K2, the pre-charging circuit is provided with a resistor R1 and a first contactor K1, and the two ends of the resistor R1 are connected in parallel with the second contactor K2 after the resistor R1 is connected in series with the first contactor K1; the method is characterized by comprising the following steps:
step 1, after receiving a starting instruction, connecting a BMS management system with a storage battery pack, and electrifying at low voltage of 24V;
step 2, the whole vehicle control system is communicated with a storage battery pack, and the whole vehicle control system is electrified at low voltage and 24V; 24V is conveyed to a whole vehicle control system through a storage battery pack;
when the main contactor is positioned in a separated position, the pre-charging loop and the main loop are both in a disconnected state, the self-checking is carried out after the whole vehicle control system is electrified at low voltage, after the self-checking is normal, signals are sent to a second contactor K2 signal in the main loop and a first contactor K1 signal in the pre-charging loop, and the second contactor K2 and the first contactor K1 control a main loop and a pre-charging loop relay respectively;
when the pre-charging time is longer than the set time and the voltage of the storage battery pack and the voltage of the front end of the motor controller are smaller than the set voltage, the voltage power supply distribution box closes the main loop and disconnects the pre-charging loop;
step 4, after the power-on process of the whole vehicle control system and the motor driver is completed, gear control is carried out, when the reversing operation rod of the vehicle is in a neutral position, namely a '0' position, the gear of the reversing operation rod of the vehicle is detected to be switched to a forward or backward position, the accelerating operation rod is in a neutral position, namely a '0' position, the braking operation rod is not in a '0' position, and when the motor is smaller than a limited rotating speed, the logical gear of the reversing operation rod of the vehicle is consistent with the physical gear, and the gear is successfully engaged; if the condition is not met, entering step 8; wherein, the '0' position represents that the locomotive reversing operation lever is in a neutral position; the logical gear represents: the reversing operating rod is arranged in a program gear in the whole vehicle control system; the physical gear represents: actual gear positions of a reversing operating rod;
step5, propulsion control;
when the power-on process of the whole vehicle control system and the motor driver is completed, after the gear is successfully put into gear, the propulsion control of the locomotive system is carried out, the whole vehicle control system detects that the acceleration operating lever is not in a neutral position, namely not in a position of '0', a torque instruction is issued to the motor driver, the motor driver receives a rotating speed feedback signal of a power system, the rotating speed feedback is normal, the whole propulsion control process is completed, otherwise, the process enters a stopping process;
step 6, when the whole vehicle control system detects that the brake operating lever is not in a neutral position, namely not in a position of '0', sending an instruction that the torque is reduced to zero to a motor driver to complete the brake control of the locomotive;
step 7, the locomotive is suddenly stopped;
when the whole vehicle control system detects that an auxiliary device or a motor driver, a high-voltage power supply distribution box and a BMS management system are abnormal or the whole vehicle control system is abnormal, closing a main loop of a locomotive storage battery pack and the high-voltage power supply distribution box and opening a brake solenoid valve of a brake system to complete emergency stop of the locomotive;
step 8, stopping the locomotive;
and after receiving a locomotive stop instruction, judging whether the locomotive acceleration operating lever and the reversing operating lever are both at the position of '0', if the locomotive acceleration operating lever and the reversing operating lever are not at the position of '0', setting the logic gear of the acceleration operating lever and the reversing operating lever to the position of '0' by the whole locomotive control system, and finishing the locomotive stop process.
Further, the storage battery pack adopts a lithium iron phosphate battery pack.
Further, the battery system also comprises a protection system, wherein the protection system comprises a locomotive monitoring fire prevention system and a heptafluoropropane gas fire fighting device; the protection system is connected with the BMS management system; the locomotive monitoring fire hazard prevention system is used for collecting flame and smoke information and sending out sound and light alarm signals; the heptafluoropropane gas fire fighting device is used for automatic fire extinguishing.
Further, the motor drive employs a drive that includes DTC direct torque control.
Further, the motor adopts a permanent magnet synchronous motor.
Further, the braking system comprises a screw air compressor, an air cylinder, a pipeline, a braking electromagnetic valve and a JZ-7 brake.
Furthermore, the motor drivers and the corresponding motors thereof are all multiple groups, and each group of motor drivers is connected with the whole vehicle control system and the high-voltage power distribution box.
Further, in step 3, the set voltage is 540V; setting the time to be 3 s; the voltage threshold value is 450V; the pre-charging time is the time from starting the pre-charging circuit to closing the pre-charging circuit.
Furthermore, a motor magnetic pole fault-tolerant calculation method under a strong impact condition is introduced in the step5, a full-digital magnetic field orientation vector control method is adopted, vectors such as motor three-phase stator current, flux linkage and the like acquired and calculated by a sensor are subjected to coordinate transformation, the stator current is decomposed by referring to the direction of a rotation vector of a rotor flux linkage, and one of the stator current is a direct-axis excitation component of the rotor flux linkage along the direction of the flux linkage; the other is orthogonal to the flux linkage direction and is the quadrature axis torque component thereof; and then, keeping the direct-axis excitation component unchanged, and controlling the active torque component according to the system requirement to realize the torque control of the motor, thereby completing the accurate control of the speed and ensuring that the control system obtains good dynamic and steady-state characteristics.
The method for calculating the fault tolerance of the magnetic pole of the motor under the condition of introducing strong impact comprises the following steps:
step5.1: judging whether the speed abrupt change of the motor is smaller than a threshold value or not by adopting the condition that the angle difference between the magnetic field direction of the sensor rotor and the alpha axis is inaccurate theta r, if so, not modifying, and otherwise, jumping to step 5.2;
step5.2: the method comprises the steps of firstly completing initial position detection, then entering low-speed sensorless operation, converting system high-frequency current into a system rotating synchronously with injected high-frequency voltage vectors, converting positive sequence components into direct current, converting negative sequence components into double-frequency components of high-frequency voltage signals, filtering the positive sequence components by adopting a high-pass filter, converting the remaining negative sequence components into a static shaft system, converting the high-frequency angle into a high-frequency angle of 2 times, obtaining orthogonal quantity only containing the position angle after passing through the low-pass filter, and solving the magnetic pole position angle by adopting an arctangent or PLL technology.
The beneficial effect of this application includes:
the invention provides a novel rechargeable intelligent rail locomotive for clean replacement of electric energy, which gradually replaces the traditional internal combustion dispatching locomotive in the industries of mine metallurgy, petrochemical industry, port logistics and the like and is used for shunting and short-distance passenger and goods carrying operation. The direct current and alternating current variable frequency driving is adopted, the direct current of a battery system is inverted into three-phase alternating current with adjustable frequency through a high-power IGBT element, a driving motor is used as the power of the locomotive, the novel rechargeable intelligent track locomotive for electric energy clean replacement is realized, and the traditional internal combustion dispatching locomotive is gradually replaced in industries such as mine metallurgy, petrochemical industry, port logistics and the like and is used for shunting and short-distance passenger and goods carrying operation. The whole vehicle control system issues an instruction, the locomotive motor driver adopts an independent control strategy, when a certain path of motor driver or motor is abnormal, the power system of the path is cut off through the whole vehicle control system, the whole vehicle controller uniformly distributes torque to other motors, the locomotive continues to operate, and the system stability is improved.
Drawings
FIG. 1 is a schematic diagram of an electric rail locomotive system of the present invention;
FIG. 2 is a schematic diagram of a power supply circuit according to the present invention;
FIG. 3 is a flow chart of a control method of the electric rail locomotive system of the industrial and mining enterprise according to the invention;
FIG. 4 is a power-up flow diagram of the motor control system of the present invention;
FIG. 5 is a flow chart of the inventive gear control;
FIG. 6 is a propulsion control flow diagram of the present invention;
FIG. 7 is a flow chart of the braking control of the present invention;
FIG. 8 is a flow chart of the scram control of the present invention;
FIG. 9 is a flow chart of locomotive stopping according to the present invention;
FIG. 10 is a schematic view of a vector relationship based on rotor field orientation;
fig. 11 shows the current and position information of the three-phase winding of the vector control sampling motor of the permanent magnet synchronous motor.
DETAILED DESCRIPTION OF EMBODIMENT (S) OF INVENTION
The invention will be further described with reference to fig. 1-11 and the following examples, but the scope of the invention is not limited thereto.
As shown in fig. 1, the electric rail locomotive system for industrial and mining enterprises of the present invention includes: a battery system, a powertrain system, and a control system.
The battery system comprises a lithium iron phosphate storage battery pack, a BMS management system and a protection system, wherein the protection system comprises a locomotive monitoring fire prevention system and a heptafluoropropane gas fire fighting device. The protection system is connected with the BMS management system. The locomotive monitoring fire prevention system is used for collecting flame and smoke information and sending out sound and light alarm signals. The heptafluoropropane gas fire fighting device is used for automatic fire extinguishing.
The power system comprises a plurality of motor units, and each motor unit comprises a motor driver and a motor. The control system comprises a whole vehicle control system, a high-voltage power supply distribution box, an auxiliary power supply, a braking system and an auxiliary device.
The BMS management system is respectively connected with the storage battery pack and the finished automobile control system, is a system for managing the storage battery pack and transmits the collected battery data of the storage battery pack to the finished automobile control system.
The whole locomotive control system is respectively connected with the storage battery pack, the high-voltage power supply distribution box, the motor driver, the auxiliary power supply, the braking system and the auxiliary device, and is used for collecting input signals of all devices and controlling the normal operation and safety of the whole locomotive system. In this embodiment, the braking system includes screw compressor, reservoir, pipeline, brake solenoid valve and JZ-7 brake.
The storage battery pack is also connected with the high-voltage power supply distribution box and used for supplying power to the high-voltage power supply distribution box. The high-voltage power distribution box is connected with the motor driver and the auxiliary power supply and is used for managing the on-off of the power supply of the connected equipment.
The motor driver is connected with the motor and used for driving the motor to rotate, and in the embodiment, the motor driver adopts a driver comprising DTC direct torque control. The motor is used for driving the locomotive wheels to move and adopts a permanent magnet synchronous motor. In addition, in this embodiment, the motor drivers and the corresponding motors thereof are all multiple groups, and each group of motor drivers is connected with the entire vehicle control system and the high-voltage power distribution box.
The auxiliary power supply is connected with the braking system and the auxiliary device and is used for supplying power to the whole vehicle control system and the auxiliary device.
As shown in fig. 2, the high voltage power distribution box includes a main contactor for controlling the connection and disconnection of the high voltage power distribution box and the component circuits connected thereto, a power supply line is provided between the main contactor and the motor driver, and the power supply line includes a main circuit and a pre-charging circuit.
The main circuit is provided with a second contactor K2, the pre-charging circuit is provided with a resistor R1 and a first contactor K1, and the two ends of the resistor R1 are connected with the second contactor K2 in parallel after the resistor R1 and the first contactor K1 are connected in series.
As shown in fig. 3 to fig. 9, the method for controlling the electric rail locomotive system of the industrial and mining enterprise specifically includes the following steps:
step 1, after receiving a starting instruction, connecting a BMS management system with a storage battery pack, and electrifying at low voltage of 24V;
step 2, the whole vehicle control system is communicated with a storage battery pack, the whole vehicle control system is electrified at low voltage and 24V, and the 24V is conveyed to the whole vehicle control system through the storage battery pack;
when the main contactor is positioned in a separated position, the pre-charging loop and the main loop are both in a disconnected state, the self-checking is carried out after the whole vehicle control system is electrified at low voltage, after the self-checking is normal, signals are sent to a second contactor K2 signal in the main loop and a first contactor K1 signal in the pre-charging loop, and the second contactor K2 and the first contactor K1 control a main loop and a pre-charging loop relay respectively;
when the pre-charging time is longer than the set time and the voltage of the storage battery pack and the voltage of the front end of the motor controller are smaller than the set voltage, the voltage power supply distribution box closes the main loop and disconnects the pre-charging loop;
in this step, the voltage is set to 540V, the setting time is 3s, the voltage threshold value is 450V, and the pre-charging time is from the beginning of the pre-charging loop to the closing of the pre-charging loop;
step 4, after the power-on process of the whole vehicle control system and the motor driver is completed, gear control is carried out, when the vehicle reversing operation rod is in a neutral position, namely a '0' position, it is detected that the gear of the vehicle reversing operation rod is switched to a forward or backward position, the accelerating operation rod is in the neutral position, namely the '0' position, and the braking operation rod is not in the '0' position, when the motor is smaller than a limited rotating speed, a logical gear of the vehicle reversing operation rod is consistent with a physical gear, gear engagement is successful, if the condition is not met, the step 8 is carried out, wherein the '0' position indicates that the vehicle reversing operation rod is in the neutral position, and the logical gear indicates: the reversing operating rod is in a program gear in the whole vehicle control system, and the physical gear represents: actual gear positions of a reversing operating rod;
and step5, propulsion control:
when the power-on process of the whole vehicle control system and the motor driver is completed, after the gear is successfully put into gear, the propulsion control of the locomotive system is carried out, the whole vehicle control system detects that the acceleration operating lever is not in a neutral position, namely not in a position of '0', a torque instruction is issued to the motor driver, the motor driver receives a rotating speed feedback signal of the power system, the rotating speed feedback is normal, the whole propulsion control process is completed, and otherwise, the process enters a stopping process.
As shown in fig. 10-11, the core algorithm of the motor driver adopts a fully digital magnetic field orientation vector control scheme, and carries out coordinate transformation on vectors such as motor three-phase stator current, flux linkage and the like acquired and calculated by a sensor, and decomposes the stator current by referring to the direction of a rotation vector of a rotor flux linkage, wherein one of the stator current is a direct-axis excitation component along the flux linkage direction; the other is orthogonal to the flux linkage direction and is its quadrature torque component. And then, keeping the direct-axis excitation component unchanged, and controlling the active torque component according to the system requirement to realize the torque control of the motor, thereby completing the accurate control of the speed and ensuring that the control system obtains good dynamic and steady-state characteristics.
The magnetic field orientation vector control scheme aims to try to enable an alternating current motor to be equivalent to a direct current motor, so that high speed regulation performance is obtained. The vector control method is to decompose the stator current vector of the AC three-phase asynchronous motor into a current component (exciting current) for generating a magnetic field and a current component (torque current) for generating torque to be controlled respectively, and to control the amplitude and phase between the two components simultaneously, thus being equivalent to a DC motor.
FIG. 10 is a schematic view of a vector relationship based on rotor field orientation.a-b-cThe axis system represents a three-phase stationary coordinate system and can be decomposed into orthogonal onesα-βIn the case of a shafting system, taking a current vector as an example, the Clark conversion process from three phases to two phases can be expressed as:
when the motor is rotatedω r The angular velocity of the rotor, the direction of the magnetic field of the rotor andαthe angular difference of the shafts isθ r Then, the vector may be transformed from the stationary coordinate system to the rotating coordinate system, and taking the current vector as an example, the Park conversion process may be expressed as:
rotate synchronously in two phasesd-qIn the shafting, the voltage equation of the permanent magnet synchronous motor is expressed as
Wherein the content of the first and second substances,u、iPMSM stator voltage and current, subscript, respectivelydqIs shown ind-qThe component on the axis system is the component,R s 、L d andL q respectively a stator winding resistance,dShaft inductor andqthe inductance of the shaft is set by the inductance of the shaft,ψ f is a permanent magnet flux linkage, and is provided with a permanent magnet,ω r is the electrical angular velocity, i.e. the rotor speed,d-qThe angular velocity of the rotation of the shaft system,pis a differential operator.
FIG. 11 shows a PMSM vector control sampling motor three-phase winding current and position information obtained by coordinate transformationd-qThe shaft current. The PI regulator has the advantages of simple structure and easy realizationd-qAnd performing closed-loop regulation on the shaft current to generate a voltage command value. And modulating the reference voltage by adopting an SVPWM (space vector pulse width modulation) technology to generate a switching signal for driving the IGBT. The driving unit MCU converts the direct current into three-phase alternating current, and the driving motor outputs the torque and power required by the whole vehicle.
The electromagnetic torque expression of the permanent magnet synchronous motor is as follows:
from the equation (3), the electromagnetic torque is compared withqThe shaft current is proportional and includes an excitation torque component and a reluctance torque component.
During the operation of the rail locomotive, the faults of dislocation, disconnection and the like of the position sensor are easily caused by frequent working conditions of vibration and impact. In order to avoid abnormal output torque or halt of the motor caused by the fault of the position sensor, the motor needs to continuously run to a destination without other auxiliary equipment, and meanwhile, the expected power output can be ensured, namely, the fault-tolerant control of the new energy rail locomotive is realized.
On the basis, because locomotives of industrial and mining enterprises often have strong impact on hooks and the like, the problems of poor signal contact or signal distortion and the like caused by strong impact and the like are occasionally caused when related signals are acquired by adopting a sensor in the prior art, so that the direction of a rotor magnetic field is opposite to that of the rotor magnetic fieldαThe angular difference of the shafts isθ r And inaccurate, the invention introduces a motor magnetic pole fault-tolerant calculation method under the condition of strong impact.
Case 1: using sensor rotor magnetic field direction andαthe angular difference of the shafts isθ r And (3) judging whether the motor speed abrupt change is smaller than a threshold value, wherein the threshold value is usually 10%/ms according to experience, if so, no modification is made, otherwise:
case 2: and the position and the rotating speed of the rotor are identified by adopting an online high-frequency injection method and are fed back to the motor controller. Initial position detection is first completed and then low speed sensorless operation is entered.
When the rotating high-frequency voltage injection method is adopted, the injection is carried outαβThe high frequency signal of the axis system is represented as
In the formula (I), the compound is shown in the specification,V h is the amplitude of the high frequency voltage;ω h is the angular velocity of the high frequency voltage. When the voltage frequency is high, the resistive voltage drop is negligible. From the voltage equation, the current response can be found as
In the formula (I), the compound is shown in the specification,I ph 、I nh positive and negative sequence component amplitudes of the current respectively
Will be provided withαβThe high-frequency current of the shafting is converted into a shafting rotating synchronously with the injected high-frequency voltage vector, at the moment, the positive sequence component becomes direct current, the negative sequence component becomes the double-frequency component of the high-frequency voltage signal, and the high-pass filter can be used for filtering the positive sequence component. And transforming the remaining negative sequence component into a stationary shafting, wherein the transformation angle is 2 times of a high-frequency angle. After passing through a low-pass filter, the quadrature quantity only containing the position angle is obtained
And
the magnetic pole position angle can be solved by using the arctangent or PLL technique
。
And 6, when the whole vehicle control system detects that the brake operating lever is not in a neutral position, namely not in a position of 0, issuing a command that the torque is reduced to zero to the motor driver, and finishing the brake control of the locomotive.
And 7, stopping the locomotive suddenly.
When the whole vehicle control system detects that the auxiliary device or the motor driver, the high-voltage power supply distribution box and the BMS management system are abnormal or the whole vehicle control system is abnormal, the main loop of the locomotive storage battery pack and the high-voltage power supply distribution box is closed, a brake electromagnetic valve of a brake system is opened, and the locomotive is suddenly stopped.
And 8, stopping the locomotive.
And after receiving a locomotive stop instruction, judging whether the locomotive acceleration operating lever and the reversing operating lever are both at the position of '0', if the locomotive acceleration operating lever and the reversing operating lever are not at the position of '0', setting the logic gear of the acceleration operating lever and the reversing operating lever to the position of '0' by the whole locomotive control system, and finishing the locomotive stop process.
While the invention has been described with respect to a limited number of embodiments, those skilled in the art, having benefit of this description, will appreciate that other embodiments can be devised which do not depart from the scope of the invention as described herein. Furthermore, it should be noted that the language used in the specification has been principally selected for readability and instructional purposes, and may not have been selected to delineate or circumscribe the inventive subject matter. Accordingly, many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the appended claims. The present invention has been disclosed in an illustrative rather than a restrictive sense, and the scope of the present invention is defined by the appended claims.
Claims (10)
1. A method for controlling an electric rail locomotive system of an industrial and mining enterprise, the electric rail locomotive system comprising: a battery system, a power system and a control system; the battery system comprises a storage battery pack and a BMS management system; the power system comprises a plurality of motor units, and each motor unit comprises a motor driver and a motor; the control system comprises a whole vehicle control system, a high-voltage power supply distribution box, an auxiliary power supply, a braking system and an auxiliary device; the BMS management system is respectively connected with the storage battery pack and the finished automobile control system, is a system for managing the storage battery pack and transmits the collected battery data of the storage battery pack to the finished automobile control system; the whole locomotive control system is respectively connected with the storage battery pack, the high-voltage power supply distribution box, the motor driver, the auxiliary power supply, the braking system and the auxiliary device, acquires input signals of all equipment and controls the normal operation and safety of the whole locomotive system; the storage battery pack is also connected with the high-voltage power supply distribution box and used for supplying power to the high-voltage power supply distribution box; the high-voltage power distribution box is connected with the motor driver and the auxiliary power supply and is used for managing the on-off of a power supply of connected equipment; the motor driver is connected with the motor and used for driving the motor to rotate, and the motor is used for driving the locomotive wheels to move; the auxiliary power supply is connected with the braking system and the auxiliary device and is used for supplying power to the vehicle control system and the auxiliary device; the high-voltage power supply distribution box comprises a main contactor, the main contactor is used for controlling the connection and disconnection of a circuit of a component connected with the high-voltage power supply distribution box, a power supply circuit is arranged between the main contactor and the motor driver, and the power supply circuit comprises a main circuit and a pre-charging circuit; the main circuit is provided with a second contactor K2, the pre-charging circuit is provided with a resistor R1 and a first contactor K1，The resistor R1 and the first contactor K1 are connected in series, and then two ends of the resistor R are connected with the second contactor K2 in parallel; it is characterized in that，The method specifically comprises the following steps:
step 1, after receiving a starting instruction, connecting a BMS management system with a storage battery pack, and electrifying at low voltage of 24V;
step 2, the whole vehicle control system is communicated with a storage battery pack, and the whole vehicle control system is electrified at low voltage and 24V; 24V is conveyed to a whole vehicle control system through a storage battery pack;
step 3, the whole vehicle control system communicates with the BMS under the low-voltage state, performs self-checking, and communicates with the BMS normally; the main contactor of the high-voltage power supply distribution box is positioned separately, the pre-charging loop is disconnected, the high-voltage power supply distribution box is disconnected with the motor driver, the output voltage of the storage battery pack is above a voltage threshold value, and the gear of the locomotive reversing operating lever is controlled to be positioned at a neutral position，Namely a 0 bit, the high-voltage power supply distribution box closes the pre-charging loop, the pre-charging time reaches the set time and the voltage of the front end of the motor driver, namely the voltage difference between the input side voltage of the motor driver and the output voltage of the storage battery pack is less than a set voltage difference value, the pre-charging loop is disconnected after the main loop is closed, and the motor driver is electrified; if the condition is not met, entering step 8;
when the main contactor is positioned in a separated position, the pre-charging loop and the main loop are both in a disconnected state, the self-checking is carried out after the whole vehicle control system is electrified at low voltage, after the self-checking is normal, signals are sent to a second contactor K2 signal in the main loop and a first contactor K1 signal in the pre-charging loop, and the second contactor K2 and the first contactor K1 control a main loop and a pre-charging loop relay respectively;
when the pre-charging time is longer than the set time and the voltage of the storage battery pack and the voltage of the front end of the motor controller are smaller than the set voltage, the voltage power supply distribution box closes the main loop and disconnects the pre-charging loop;
step 4, after the power-on process of the whole vehicle control system and the motor driver is completed, gear control is carried out, when the reversing operation rod of the vehicle is in a neutral position, namely a '0' position, the gear of the reversing operation rod of the vehicle is detected to be switched to a forward or backward position, the accelerating operation rod is in a neutral position, namely a '0' position, the braking operation rod is not in a '0' position, and when the motor is smaller than a limited rotating speed, the logical gear of the reversing operation rod of the vehicle is consistent with the physical gear, and the gear is successfully engaged; if the condition is not met, entering step 8; wherein, the '0' position represents that the locomotive reversing operation lever is in a neutral position; the logical gear represents: the reversing operating rod is arranged in a program gear in the whole vehicle control system; the physical gear represents: actual gear positions of a reversing operating rod;
step5, propulsion control;
when the power-on process of the whole vehicle control system and the motor driver is completed, after the gear is successfully put into gear, the propulsion control of the locomotive system is carried out, the whole vehicle control system detects that the acceleration operating lever is not in a neutral position, namely not in a position of '0', a torque instruction is issued to the motor driver, the motor driver receives a rotating speed feedback signal of a power system, the rotating speed feedback is normal, the whole propulsion control process is completed, otherwise, the process enters a stopping process;
step 6, when the whole vehicle control system detects that the brake operating lever is not in the neutral position，The position is not '0', and an instruction that the torque is reduced to zero is issued to a motor driver to complete the braking control of the locomotive;
step 7, the locomotive is suddenly stopped;
when the whole vehicle control system detects that an auxiliary device or a motor driver, a high-voltage power supply distribution box and a BMS management system are abnormal or the whole vehicle control system is abnormal, closing a main loop of a locomotive storage battery pack and the high-voltage power supply distribution box and opening a brake solenoid valve of a brake system to complete emergency stop of the locomotive;
step 8, stopping the locomotive;
and after receiving a locomotive stop instruction, judging whether the locomotive acceleration operating lever and the reversing operating lever are both at the position of '0', if the locomotive acceleration operating lever and the reversing operating lever are not at the position of '0', setting the logic gear of the acceleration operating lever and the reversing operating lever to the position of '0' by the whole locomotive control system, and finishing the locomotive stop process.
2. The control method according to claim 1, characterized in that: the storage battery pack adopts a lithium iron phosphate battery pack.
3. The control method according to claim 1, characterized in that: the battery system also comprises a protection system, wherein the protection system comprises a locomotive monitoring fire prevention system and a heptafluoropropane gas fire fighting device; the protection system is connected with the BMS management system; the locomotive monitoring fire hazard prevention system is used for collecting flame and smoke information and sending out sound and light alarm signals; the heptafluoropropane gas fire fighting device is used for automatic fire extinguishing.
4. The control method according to claim 1, characterized in that: the motor drive employs a drive that includes DTC direct torque control.
5. The control method according to claim 1, characterized in that: the motor adopts a permanent magnet synchronous motor.
6. The control method according to claim 1, characterized in that: the braking system comprises a screw air compressor, an air cylinder, a pipeline, a braking electromagnetic valve and a JZ-7 brake.
7. The control method according to claim 1, characterized in that: the motor drivers and the corresponding motors are all multiple groups, and each group of motor drivers is connected with the whole vehicle control system and the high-voltage power supply distribution box.
8. The control method according to claim 1, characterized in that: in step 3, the set voltage is 540V; setting the time to be 3 s; the voltage threshold value is 450V; the pre-charging time is the time from starting the pre-charging circuit to closing the pre-charging circuit.
9. The control method according to claim 1, characterized in that: introducing a motor magnetic pole fault-tolerant calculation method under a strong impact condition in the step5, adopting a full-digital magnetic field orientation vector control method, carrying out coordinate transformation on vectors such as motor three-phase stator current, flux linkage and the like acquired and calculated by a sensor, and resolving the stator current by referring to the direction of a rotation vector of a rotor flux linkage, wherein one of the vectors is a direct-axis excitation component of the rotor flux linkage along the flux linkage direction; the other is orthogonal to the flux linkage direction and is the quadrature axis torque component thereof; and then, keeping the direct-axis excitation component unchanged, and controlling the active torque component according to the system requirement to realize the torque control of the motor, thereby completing the accurate control of the speed and ensuring that the control system obtains good dynamic and steady-state characteristics.
10. The control method according to claim 9, characterized in that the fault-tolerant calculation method of the motor magnetic pole under the condition of strong impact is introduced as follows:
step5.1: using sensor rotor magnetic field direction andαthe angular difference of the shafts isθ r If not, judging whether the motor speed mutation is smaller than a threshold value, if so, not modifying, otherwise, skipping to step 5.2;
step5.2: the method comprises the steps of firstly completing initial position detection, then entering low-speed sensorless operation, converting system high-frequency current into a system rotating synchronously with injected high-frequency voltage vectors, converting positive sequence components into direct current, converting negative sequence components into double-frequency components of high-frequency voltage signals, filtering the positive sequence components by adopting a high-pass filter, converting the remaining negative sequence components into a static shaft system, converting the high-frequency angle into a high-frequency angle of 2 times, obtaining orthogonal quantity only containing the position angle after passing through the low-pass filter, and solving the magnetic pole position angle by adopting an arctangent or PLL technology.
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| CN113602094A (en) * | 2021-08-05 | 2021-11-05 | 东风汽车集团股份有限公司 | New energy automobile power-on method and device |
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