WO2024120045A1 - Speed control method for alternating-current transmission locomotive - Google Patents

Speed control method for alternating-current transmission locomotive Download PDF

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Publication number
WO2024120045A1
WO2024120045A1 PCT/CN2023/127139 CN2023127139W WO2024120045A1 WO 2024120045 A1 WO2024120045 A1 WO 2024120045A1 CN 2023127139 W CN2023127139 W CN 2023127139W WO 2024120045 A1 WO2024120045 A1 WO 2024120045A1
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WIPO (PCT)
Prior art keywords
speed
acceleration
value
transmission locomotive
locomotive
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PCT/CN2023/127139
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French (fr)
Chinese (zh)
Inventor
周庆强
李哲
刘炳利
徐朝林
孙传庆
王志强
贾峰
戚松岐
梁志刚
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中车大连机车车辆有限公司
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Publication of WO2024120045A1 publication Critical patent/WO2024120045A1/en

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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

Definitions

  • the present invention relates to the technical field of AC transmission locomotive design, and in particular to a speed control method for an AC transmission locomotive.
  • Positioning parking, constant speed, deceleration control and acceleration control if completely relying on the driver to operate, will be very difficult and require a high level of personnel operation. Realizing speed and positioning parking control will improve the positioning accuracy and speed control accuracy and reduce the labor intensity of drivers and passengers.
  • the current resistance of the train, the oblique force of the slope of the current line of the train and the sum of the external forces applied to the train under different operating conditions are used as reference values for constant speed control.
  • the output force of the train's traction motor is calculated during constant speed control to keep the train's running speed constant.
  • This method is actually an incremental control based on the deviation between the target speed and the actual speed. Acceleration requires the mass of the train to be known and the running resistance, ramp resistance, etc. to be calculated. Many parameters are required to realize the function. The feedback acceleration is not directly involved in the control. The calculation is complicated. This method is not applicable to application scenarios such as changing loads and unknown line conditions. This method also requires knowing parameters such as the train's load m. For changing loads, the accuracy is greatly affected. The constant speed mode can only be entered when the actual speed is close to the target speed. This is a supplementary method for constant speed control, which is slow to adjust and has a static speed error. Its control is a control with a static speed error. It is adjusted through speed feedback and cannot be stabilized at the set point. The traction output will be corrected only when the load change causes a large change in the speed deviation.
  • the existing technology also controls the excitation current of the main generator and adjusts the current of the traction motor through a speed closed loop and a current closed loop.
  • the disadvantage is that the current closed loop and the speed closed loop are used, the speed fluctuation range is relatively large, and the adjustment response is slow. The adhesion control effect is also poor.
  • the response to idling is slow.
  • There are related issues such as speed overshoot, starting time, and speed fluctuation range when the load changes.
  • There is a contradiction between response time and overshoot The lower the loading rate, the smaller the overshoot, but the response time will be longer, especially in the case of sudden load changes, the speed step decreases, and the response time is longer if the loading rate is low.
  • the idling situation is not considered. When the track surface condition is not good, it affects the application.
  • an embodiment of the present invention provides a speed control method for an AC transmission locomotive.
  • An embodiment of the present invention discloses a speed control method for an AC transmission locomotive, which is used in the deceleration and parking stage, the constant speed operation stage and the acceleration operation stage of the AC transmission locomotive; the speed control method comprises the following steps:
  • the corresponding gear position is obtained and the AC transmission locomotive is controlled.
  • the deceleration and parking stage of the AC transmission locomotive is that the AC transmission locomotive runs in a parking interval, the parking interval is a certain distance from the parking spot and the AC transmission locomotive changes from constant speed operation to deceleration operation;
  • the speed control method comprises the following steps:
  • the corresponding gear position is obtained to perform braking control on the AC transmission locomotive;
  • setting the acceleration target value includes:
  • calculating the target acceleration according to the actual speed value and the actual speed value includes:
  • v0 is the actual speed value and s is the expected running distance.
  • a(n) is the acceleration frequency acceleration feedback value of the current cycle
  • c(n) is the angular velocity frequency corresponding to the current velocity
  • b1, b2, b3, b4 are constants at a certain sampling time.
  • n is the current cycle
  • n-2 is the 2 cycles before the current cycle
  • n-4 is the 4 cycles before the current cycle
  • n-5 is the 5 cycles before the current cycle.
  • the constant speed operation stage of the AC transmission locomotive is that the AC transmission locomotive operates at a constant speed;
  • the speed control method comprises the following steps:
  • the actual speed value is obtained. If the actual speed value is not equal to the target speed value, the target acceleration value is set, and the real-time acceleration feedback value is calculated. The target acceleration value and the acceleration feedback value are closed-loop controlled to obtain the motor torque of the AC transmission locomotive required in real time.
  • the corresponding gear position is obtained to control the acceleration or deceleration of the AC transmission locomotive.
  • the acceleration target value is zero.
  • the acceleration target value is positive; when the speed target value and the actual speed value have a negative deviation, the acceleration target value is negative.
  • the acceleration target value is set according to the size of the speed deviation.
  • the speed target value is a constant operating speed value.
  • An AC transmission locomotive disclosed in an embodiment of the present invention includes: using the speed control method as described above to perform precise parking and constant speed operation.
  • the present invention has at least the following beneficial effects:
  • Speed control may result in overshoot, or the adjustment time may be long and the speed static difference may be large. Acceleration control can make the response faster, adjust the speed according to the set acceleration, and the overshoot can be fully controlled.
  • the control method of the prior art requires inputting the train mass, calculating the train resistance, ramp resistance, etc.
  • the load is variable, the line conditions are relatively complex, the amount of data input is large, and the accuracy is not high.
  • the control method of the present invention uses acceleration closed-loop control, which does not require inputting a large amount of information, and can show load changes, line effects, etc. in the feedback acceleration. Run the control algorithm.
  • the control method of the prior art needs to enter the constant speed mode only when the actual speed is close to the set speed.
  • the control method of the present invention adopts an acceleration closed-loop algorithm, which can be operated according to the acceleration-speed difference curve and the control algorithm to achieve the adjustment of the output traction force.
  • control method of the prior art has added acceleration control and uses speed and acceleration as judgment conditions, it actually uses complex logic for control, needs to consider various working conditions, is not very versatile, and needs to be debugged repeatedly. At different speeds, it is necessary to determine at what value of the locomotive acceleration a certain action is performed after debugging the actual vehicle, and each data must be debugged repeatedly to meet the requirements. This will consume a lot of debugging time.
  • the control method of the present invention adopts an acceleration closed-loop algorithm, which is universal. In different application scenarios, only the locomotive characteristic parameters need to be modified to achieve good control effects.
  • acceleration is used as a judgment condition rather than a parameter for control during the control process.
  • the acceleration exceeds the threshold, the traction force is increased or decreased, and the traction force is adjusted according to the estimated value rather than the output of the control function.
  • the acceleration control algorithm in the control method of the present invention uses acceleration as a reference and feedback parameter in the algorithm, and adopts a mature algorithm to achieve performance optimization.
  • control method of the present invention uses an acceleration control algorithm, which can quickly respond to idling/gliding and quickly restore adhesion.
  • the acceleration control algorithm adopted by the control method of the present invention adopts an advanced acceleration algorithm, and is calculated by combining the current speed, historical speed, historical acceleration, etc.
  • the acceleration calculation result is stable and reliable.
  • FIG1 is a flow chart of a speed control method for an AC transmission locomotive according to an embodiment of the present invention
  • FIG2 is a schematic diagram of a control system with added displacement, velocity and acceleration functions according to an embodiment of the present invention
  • FIG3 is a traction braking force curve diagram of a locomotive according to an embodiment of the present invention.
  • FIG. 4 is a flow chart of various speed mode conversions according to an embodiment of the present invention.
  • the adjustment method is generally to control with a fixed acceleration expectation value, which is actually a speed difference comparison. Through certain parameter settings, the output traction force is corrected, rather than directly controlling the acceleration.
  • the acceleration feedback value does not directly participate in the control, but serves as a condition for control. Adjustment is made through speed deviation, or acceleration or traction is set through speed deviation, or the loading and unloading state is determined through a simple speed difference, and the output traction force is determined through more complex calculations.
  • some embodiments of the present invention disclose a speed control method for an AC transmission locomotive.
  • the speed control method is used in the deceleration and parking stage, the constant speed operation stage, and the acceleration operation stage of the AC transmission locomotive.
  • the speed control method includes the following steps:
  • S300 calculates the real-time acceleration feedback value, performs closed-loop control on the acceleration target value and the acceleration feedback value, and obtains the motor torque of the AC transmission locomotive required in real time;
  • S400 obtains the corresponding gear position according to the motor torque of the AC transmission locomotive and controls the AC transmission locomotive.
  • the deceleration and parking stage of the AC transmission locomotive is that the AC transmission locomotive runs in a parking interval, the parking interval is a certain distance from the parking site and the AC transmission locomotive changes from constant speed operation to deceleration operation;
  • the speed control method includes the following steps:
  • the corresponding gear position is obtained to perform braking control on the AC transmission locomotive;
  • the distance between the AC transmission locomotive and the parking spot is determined by ground beacons, position detection radars, and speed-time calculations. When the distance is close to zero, air brakes are applied to stop the vehicle. According to the torque value, the traction brake mode and traction gear are determined to achieve motor torque control and control the locomotive speed. Furthermore, when the distance target is within the error range and the speed is within the zero speed error range, air brakes are applied to stop the vehicle.
  • “setting the acceleration target value” includes:
  • calculating the target acceleration according to the actual speed value and the actual speed value includes:
  • v 0 is the actual speed value
  • s is the expected running distance
  • the above calculation method can correct the target acceleration in real time according to the actual speed value at a certain moment and the current estimated running distance.
  • c(n) is the angular velocity frequency corresponding to the current velocity
  • n is the current cycle
  • n-2 is the 2 cycles before the current cycle
  • n-4 is the 4 cycles before the current cycle
  • n-5 is the 5 cycles before the current cycle.
  • the constant speed operation stage of the AC transmission locomotive is that the AC transmission locomotive runs at a constant speed;
  • the speed control method comprises the following steps:
  • the actual speed value is obtained. If the actual speed value is not equal to the target speed value, the target acceleration value is set, and the real-time acceleration feedback value is calculated. The target acceleration value and the acceleration feedback value are closed-loop controlled to obtain the motor torque of the AC transmission locomotive required in real time.
  • the corresponding gear position is obtained to control the acceleration or deceleration of the AC transmission locomotive.
  • the acceleration target value is zero.
  • the acceleration target value when the speed target value and the actual speed value have a positive deviation, the acceleration target value is positive; when the speed target value and the actual speed value have a negative deviation, the acceleration target value is negative. The value is negative. And according to the size of the speed deviation, set the acceleration target value.
  • the speed target value is a constant operating speed value.
  • the AC transmission locomotive of the embodiment of the present invention uses the above speed control method to perform precise parking and constant speed operation.
  • the speed target value is set as the speed target value for each time period during the process from the initial running speed of the vehicle to the speed of zero, for example, according to different time intervals.
  • the target speed can be set according to a speed-displacement curve.
  • the target speed can be set according to the speed-displacement curve, or the target speed can be set through a display screen, a controller handle, etc.
  • the acceleration target value should not exceed the acceleration limit value, and the acceleration limit should be performed, otherwise the riding experience and comfort will be affected.
  • the motor torque or motor current is calculated to be equivalent to the locomotive traction force or braking force.
  • the motor torque is calculated, and the relevant gear is obtained according to the torque-speed curve of each gear, and the current appropriate traction line or brake line is obtained to ensure the torque output capacity.
  • the motor torque is still limited by the maximum traction torque and maximum braking torque envelope.
  • the positioning parking function is realized through three closed-loop control.
  • the outer loop is the distance closed loop, which sets the speed target value according to the target distance and the calculated distance;
  • the middle loop is the speed closed loop, which sets the target acceleration according to the target speed and the feedback speed;
  • the inner loop is the acceleration closed loop, which performs acceleration closed-loop control according to the set acceleration and the calculated acceleration value, and outputs the control torque value.
  • the control of torque and acceleration is realized in a linear relationship.
  • Positioning parking can be achieved by acceleration closed-loop control according to the acceleration-time curve. Acceleration control also involves comfort control. Acceleration control limits the reaction shock.
  • the response time is controllable.
  • FIG. 3 it is a traction force and braking force curve of the locomotive in one running direction, and the traction force and braking force curve in the other direction is symmetrical with it.
  • the gear curve in the figure is only for reference and varies due to different traction characteristics of the locomotive.
  • the appropriate traction gear is selected by comparing the calculated torque (or traction force) with the traction gear curve.
  • the speed-displacement curve is planned, and the acceleration-displacement curve is further planned.
  • acceleration closed loop can achieve smooth speed control.
  • the torque increases according to the set acceleration, and then the torque quickly calls back and balances at a lower torque value.
  • acceleration closed loop control can adjust PI control parameters to achieve stable control and reduce acceleration overshoot.
  • the target acceleration is reduced to 0 when approaching the target speed.
  • the initial speed when the initial speed is high, it can automatically enter the electric braking mode (the output torque is a negative value) to achieve locomotive deceleration control.
  • the acceleration target value can also be reasonably adjusted according to the set target speed. For example, when the locomotive running speed is high and the output torque is low, the acceleration set value can be reduced to make the output torque more accurate and the speed regulation smoother.
  • Calculate real-time acceleration feedback value can use the second-order forward difference quotient algorithm, or a higher-order algorithm, to calculate acceleration based on current speed, historical speed and historical acceleration. This makes the acceleration calculation more stable and better reflects the actual operating conditions. For multi-axle locomotives, the maximum acceleration or minimum acceleration is selected as the feedback acceleration according to the traction braking mode.
  • the reference speed value is obtained to make the speed setting smooth.
  • the acceleration reference value and the acceleration feedback value are closed-loop controlled to calculate the motor torque or motor current, etc. Acceleration closed-loop control can reduce torque impact and torque pulsation peak. Acceleration closed-loop control is conducive to adhesion control and makes the locomotive run smoothly.
  • the hysteresis control is used to convert the working conditions, which can achieve constant speed traction or constant speed electric braking, ensuring that the set speed is achieved under different load conditions. Achievement of goals.
  • the locomotive traction and braking capacity is limited.
  • the controller calculates the locomotive motor torque, and obtains the relevant gears through hysteresis control according to the torque-speed curve of each gear, and obtains the current appropriate traction line/brake line to ensure the torque output capacity.
  • it is still limited by the maximum traction torque and maximum braking torque envelope.
  • the target speed setting of the locomotive adhesion control can be realized.
  • the acceleration reference can be used as the basis for adhesion control, the locomotive torque control is carried out according to the preset acceleration, and the output torque is automatically adjusted according to the acceleration feedback adjustment.
  • creep control is limited, and the creep speed limit is set according to the speed reference value.
  • the limit is exceeded, the output torque is quickly adjusted.
  • the running direction and traction braking conditions are also the setting conditions for the creep speed limit.
  • the control method of the present invention can be used when multiple controllers are put into use.
  • One controller can be set as the main controller and the rest can be set as slave controllers in sequence.
  • the main controller calculates the traction electric braking condition, torque, gear position, etc. through the control algorithm and sends them to the slave controllers to achieve synchronous operation of multiple controllers.
  • the PID control algorithm or equivalent algorithm can be used for acceleration, and the output signal, torque, current, etc. are all equivalent to the traction force.
  • Reference data include: traction characteristic curve envelope, traction torque-speed curve of each gear, brake torque-speed curve of each gear, and planned speed-displacement curve, planned acceleration-displacement curve, speed-time curve, acceleration-time curve, etc.
  • the target acceleration can be set to zero to lock the output torque; when the load changes, causing a large deviation between the reference speed and the actual speed, the target acceleration is set according to the acceleration-speed deviation curve, and the target acceleration is filtered to obtain the reference acceleration. And refer to the acceleration limit and adjust according to the acceleration closed loop.
  • adhesion control When traction is heavy, adhesion control is performed to quickly respond to idling. Adhesion control of creep rate improves adhesion utilization. According to the locomotive running direction instruction, actual running conditions, and reference speed, According to the creep rate requirement, the creep limit speed is obtained. If the creep limit is exceeded, the output torque is reduced.
  • the acceleration-distance curve, speed-time curve, acceleration-time curve, etc. can be planned and corrected according to the target distance, current speed, etc. It is used for speed control.
  • FIG4 shows a flow chart of various speed mode conversions. After the control system is initialized, it enters the judgment of whether to perform positioning parking:
  • constant speed operation control is entered to obtain the actual speed value. If the actual speed value is not equal to the speed target value, the acceleration target value is set, and the real-time acceleration feedback value is calculated. The acceleration target value and the acceleration feedback value are closed-loop controlled to obtain the real-time required motor torque of the AC transmission locomotive; according to the motor torque of the AC transmission locomotive, the corresponding gear is obtained to accelerate or decelerate the AC transmission locomotive.
  • the response is faster, the speed is adjusted according to the set acceleration, and the overshoot is fully controllable.
  • the overshoot is small, the response is fast, the operation is smooth, and the impact is small.
  • Acceleration closed-loop control does not require a large amount of information input. Load changes, line effects, etc. can be reflected in the feedback acceleration and the control algorithm can be run. It does not require information such as train mass and slope, and can still achieve precise control.
  • the control algorithm can be operated according to the acceleration-speed difference curve. To achieve the adjustment of output traction force.
  • the acceleration closed-loop algorithm is universal and can achieve good control effects in different application scenarios by simply modifying characteristic parameters such as the locomotive.
  • the acceleration control algorithm uses acceleration as a reference and feedback parameter in the algorithm, and uses a mature algorithm to achieve performance optimization. Closed-loop control of acceleration is implemented using a mature control algorithm, and the response time, overshoot, etc. can be adjusted through parameter configuration. It can achieve fast response, small overshoot, simple control, and no complex logic processing is required.
  • the acceleration control algorithm can respond quickly to idling/gliding, etc. and quickly restore adhesion. Acceleration adhesion control is achieved to meet adhesion control requirements in harsh environments. Creep rate adhesion control is achieved to protect against small acceleration and high speed, and quickly restore adhesion.
  • the acceleration control algorithm adopts advanced acceleration calculation method, combining current speed, historical speed, historical acceleration, etc. to calculate.
  • the acceleration calculation result is stable and reliable.
  • the target speed is set by the speed-target displacement curve, and the speed-time curve is converted into the acceleration-time curve to perform speed following and acceleration closed-loop control.
  • the target speed can also be set by other means, such as setting the target speed through the display screen or setting the target speed value through the controller gear.
  • the target acceleration is set by the speed deviation to perform speed and acceleration control.
  • Gear limit, acceleration shock, and PI regulation are controlled based on acceleration.
  • the main controller can perform calculations and send the working conditions, gear limit, torque, etc. to the slave controllers to achieve coordinated work.
  • control method of the present invention is not only applicable to AC transmission diesel locomotives, electric locomotives and hybrid locomotives, but also suitable for positioning parking, speed control, acceleration control, etc. of other rail vehicles, all of which are within the protection scope of the present invention.
  • the output control quantity can be motor torque, motor current or traction/braking force, etc.
  • the target acceleration of the closed-loop control of speed and acceleration is only an example and does not limit the present invention in any form. Simple modification, equivalent changes, modifications and adaptations in other ways shall all be implemented. Within the protection scope of the technical solution of the present invention.
  • the calculation of the feedback acceleration is not limited to the method of the present invention, and other methods may also be used, which should all fall within the protection scope of the technical solution of the present invention.
  • the speed and acceleration are closed-loop controlled to achieve the target acceleration.

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Abstract

Provided is a speed control method for an alternating-current transmission locomotive. The speed control method is used in a deceleration and stop stage, a constant-speed operation stage and an acceleration operation stage of an alternating-current transmission locomotive. The speed control method comprises the following steps: setting a target speed value (S100); setting a target acceleration value (S200); calculating a real-time acceleration feedback value, and performing closed-loop control on the target acceleration value and the acceleration feedback value, so as to obtain an electric-motor torque of an alternating-current transmission locomotive that is required in real time (S300); and obtaining a corresponding gear according to the electric-motor torque of the alternating-current transmission locomotive, so as to control the alternating-current transmission locomotive (S400). An acceleration closed-loop algorithm is used in the speed control method for an alternating-current transmission locomotive, and an alternating-current transmission locomotive can operate according to an acceleration-speed difference curve and a control algorithm, thereby adjusting an output tractive force.

Description

一种交流传动机车的速度控制方法A speed control method for AC transmission locomotive 技术领域Technical Field
本发明涉及交流传动机车设计技术领域，尤其涉及一种交流传动机车的速度控制方法。The present invention relates to the technical field of AC transmission locomotive design, and in particular to a speed control method for an AC transmission locomotive.
背景技术Background technique
列车进站时需要定点停车以便于旅客乘降，机车编组场作业时需要速度控制，厂矿作业时对机车车辆定位停车，均有对速度及位置的控制需求。根据停车精度和准时性，要求能够快速精确地调整速度，包括速度与加速度。When a train enters a station, it needs to stop at a fixed point to facilitate passengers to board and alight. When operating in a locomotive marshaling yard, speed control is required. When operating in a factory or mine, locomotives and vehicles need to be parked at a fixed position. All of these require speed and position control. Based on parking accuracy and punctuality, it is required to be able to adjust the speed quickly and accurately, including speed and acceleration.
定位停车及速度恒速和减速控制及加速控制，如果完全靠司机来操作实现，会有较大的难度，对人员操作水平要求比较高。实现速度和定位停车的控制将能够提高定位精度和速度控制的精度，降低司乘人员劳动强度。Positioning parking, constant speed, deceleration control and acceleration control, if completely relying on the driver to operate, will be very difficult and require a high level of personnel operation. Realizing speed and positioning parking control will improve the positioning accuracy and speed control accuracy and reduce the labor intensity of drivers and passengers.
很多用户需要机车以恒速模式运行，对速度的精度和动态响应均有较高要求，多数方法以速度信号为控制闭环，进行电机电流或扭矩的调节，只有速度或者加速度有明显的偏差时，才能对电机电流或牵引力进行有效调节。也有的方法对加速度进行检测，在速度偏差达到一定门槛时，对输出牵引力按照满足一定加速度进行计算，实现速度调节控制，速度波动范围较大。有的速度控制还需要知道列车的总质量，坡道斜向力，运行阻力等信息，运算比较复杂。对于负载变化的情况下，不易进行计算。Many users need the locomotive to run in constant speed mode, and have high requirements for speed accuracy and dynamic response. Most methods use the speed signal as a control closed loop to adjust the motor current or torque. Only when there is a significant deviation in speed or acceleration can the motor current or traction be effectively adjusted. There are also methods that detect acceleration. When the speed deviation reaches a certain threshold, the output traction is calculated to meet a certain acceleration to achieve speed regulation control, and the speed fluctuation range is large. Some speed controls also require information such as the total mass of the train, the ramp oblique force, and the running resistance, and the calculation is relatively complicated. It is not easy to calculate when the load changes.
现有技术中以列车当前所受阻力、列车当前线路坡道斜向力和列车在不同运行状态下所受外力之总和为恒速控制的参考值，计算在恒速控制中列车牵引电机输出力，使列车的运行速度保持恒定。In the prior art, the current resistance of the train, the oblique force of the slope of the current line of the train and the sum of the external forces applied to the train under different operating conditions are used as reference values for constant speed control. The output force of the train's traction motor is calculated during constant speed control to keep the train's running speed constant.
这种方法实际上是根据目标速度与实际速度偏差的增量式控制。期望 加速度需要掌握列车质量，对运行阻力，坡道阻力等进行计算。实现功能需要较多参数。对反馈加速度没有直接参与控制。计算复杂，对于变化的负载，线路情况不详等应用场景，不适用该方法。该方法还需要知道列车的负载m等参数，对于变化的负载，精度受到很大影响。需要实际速度与目标速度接近时，才能进入恒速模式。这是恒速控制的一种补充方式，调节较慢，存在速度静差。其控制是有速度静差的控制，通过速度反馈进行调节，不能稳定在设定点，负载变化造成速度偏差变化较大时，才会修正牵引力输出。This method is actually an incremental control based on the deviation between the target speed and the actual speed. Acceleration requires the mass of the train to be known and the running resistance, ramp resistance, etc. to be calculated. Many parameters are required to realize the function. The feedback acceleration is not directly involved in the control. The calculation is complicated. This method is not applicable to application scenarios such as changing loads and unknown line conditions. This method also requires knowing parameters such as the train's load m. For changing loads, the accuracy is greatly affected. The constant speed mode can only be entered when the actual speed is close to the target speed. This is a supplementary method for constant speed control, which is slow to adjust and has a static speed error. Its control is a control with a static speed error. It is adjusted through speed feedback and cannot be stabilized at the set point. The traction output will be corrected only when the load change causes a large change in the speed deviation.
现有技术中还通过速度闭环和电流闭环控制主发电机励磁电流，调节牵引电机电流。其缺点是采用了电流闭环和速度闭环，速度波动范围比较大，调节响应较慢。也会粘着控制控制效果不佳。对于空转响应较慢。速度超调量、起动时间以及负载变化时的速度波动范围等相关问题。在响应时间和超调之间存在矛盾，加载率低一些，超调小，但响应时间会加长，特别是在负载突变的情况下，速度阶跃下降，加载率低的话，响应时间较长。另外，对于空转的情况没有考虑。在轨面情况不佳时，影响应用。The existing technology also controls the excitation current of the main generator and adjusts the current of the traction motor through a speed closed loop and a current closed loop. The disadvantage is that the current closed loop and the speed closed loop are used, the speed fluctuation range is relatively large, and the adjustment response is slow. The adhesion control effect is also poor. The response to idling is slow. There are related issues such as speed overshoot, starting time, and speed fluctuation range when the load changes. There is a contradiction between response time and overshoot. The lower the loading rate, the smaller the overshoot, but the response time will be longer, especially in the case of sudden load changes, the speed step decreases, and the response time is longer if the loading rate is low. In addition, the idling situation is not considered. When the track surface condition is not good, it affects the application.
基于此，现有技术仍然有待改进。Based on this, the existing technology still needs to be improved.
发明内容Summary of the invention
为解决上述技术问题，本发明实施例提出一种交流传动机车的速度控制方法。In order to solve the above technical problems, an embodiment of the present invention provides a speed control method for an AC transmission locomotive.
本发明实施例所公开的一种交流传动机车的速度控制方法，所述速度控制方法使用在交流传动机车的减速停车阶段和恒速运行阶段及加速运行阶段；所述速度控制方法包括以下步骤：An embodiment of the present invention discloses a speed control method for an AC transmission locomotive, which is used in the deceleration and parking stage, the constant speed operation stage and the acceleration operation stage of the AC transmission locomotive; the speed control method comprises the following steps:
设定速度目标值；Set the speed target value;
设定加速度目标值；Set the acceleration target value;
计算实时的加速度反馈值，将加速度目标值和加速度反馈值进行闭环控制，得到实时所需的交流传动机车的电机扭矩； Calculate the real-time acceleration feedback value, perform closed-loop control on the acceleration target value and the acceleration feedback value, and obtain the motor torque of the AC transmission locomotive required in real time;
根据交流传动机车的电机扭矩，得到相应的档位，对交流传动机车进行控制。According to the motor torque of the AC transmission locomotive, the corresponding gear position is obtained and the AC transmission locomotive is controlled.
进一步地，交流传动机车的减速停车阶段为所述交流传动机车在停车区间运行，所述停车区间为距离停车位点一定距离且所述交流传动机车由恒速运行转变成减速运行；所述速度控制方法包括以下步骤：Furthermore, the deceleration and parking stage of the AC transmission locomotive is that the AC transmission locomotive runs in a parking interval, the parking interval is a certain distance from the parking spot and the AC transmission locomotive changes from constant speed operation to deceleration operation; the speed control method comprises the following steps:
设定速度目标值；Set the speed target value;
设定加速度目标值；Set the acceleration target value;
计算实时的加速度反馈值，将加速度目标值和加速度反馈值进行闭环控制，得到实时所需的交流传动机车的电机扭矩；Calculate the real-time acceleration feedback value, perform closed-loop control on the acceleration target value and the acceleration feedback value, and obtain the motor torque of the AC transmission locomotive required in real time;
根据交流传动机车的电机扭矩，得到相应的档位，对交流传动机车进行制动控制；According to the motor torque of the AC transmission locomotive, the corresponding gear position is obtained to perform braking control on the AC transmission locomotive;
确定交流传动机车与停车位点的位移偏差，当位移偏差接近零时，施加空气制动进行停车。Determine the displacement deviation between the AC transmission locomotive and the parking spot, and when the displacement deviation is close to zero, apply air brakes to stop the vehicle.
进一步地，“设定加速度目标值”包括：Furthermore, “setting the acceleration target value” includes:
获取交流传动机车的速度实际值、交流传动机车的预计运行距离；Obtain the actual speed value of the AC transmission locomotive and the estimated running distance of the AC transmission locomotive;
根据速度实际值和预计运行距离，计算目标加速度。Calculate the target acceleration based on the actual speed and the estimated running distance.
进一步地，“根据速度实际值和速度实际值，计算目标加速度”包括：Further, “calculating the target acceleration according to the actual speed value and the actual speed value” includes:
根据速度实际值，计算出平均速度vavg＝v0/2According to the actual speed value, calculate the average speed v avg = v 0 /2
根据平均速度和预计运行距离，计算出运行时间t＝s/vavg＝2s/v0，According to the average speed and the expected running distance, the running time t = s/v avg = 2s/v 0 is calculated.
计算目标加速度 Calculate target acceleration
其中，v0为速度实际值，s为预计运行距离。Among them, v0 is the actual speed value and s is the expected running distance.
进一步地，“计算实时的加速度反馈值”采用如下计算式进行迭代计算：
a(n)＝b1*a(n-5)-b2*a(n-4)+b3*a(n-2)+b4*[c(n)+c(n-2)-c(n-4)-c(n-5)]Furthermore, “calculating the real-time acceleration feedback value” uses the following formula for iterative calculation:
a(n)=b1*a(n-5)-b2*a(n-4)+b3*a(n-2)+b4*[c(n)+c(n-2)-c(n-4)-c(n-5)]
式中，a(n)为当前周期的加速度频率加速度反馈值，Where a(n) is the acceleration frequency acceleration feedback value of the current cycle,
c(n)为当前速度对应的角速度频率， c(n) is the angular velocity frequency corresponding to the current velocity,
b1,b2,b3,b4在一定采样时间为常数，b1, b2, b3, b4 are constants at a certain sampling time.
n为当前周期，n-2为当前周期的前2个周期，n-4为当前周期的前4个周期，n-5为当前周期的前5个周期。n is the current cycle, n-2 is the 2 cycles before the current cycle, n-4 is the 4 cycles before the current cycle, and n-5 is the 5 cycles before the current cycle.
进一步地，交流传动机车的恒速运行阶段为所述交流传动机车以恒定运行速度进行运行；所述速度控制方法包括以下步骤：Furthermore, the constant speed operation stage of the AC transmission locomotive is that the AC transmission locomotive operates at a constant speed; the speed control method comprises the following steps:
设定速度目标值；Set the speed target value;
获取速度实际值，若速度实际值与速度目标值不相等，则设定加速度目标值，并计算实时的加速度反馈值，将加速度目标值和加速度反馈值进行闭环控制，得到实时所需的交流传动机车的电机扭矩；The actual speed value is obtained. If the actual speed value is not equal to the target speed value, the target acceleration value is set, and the real-time acceleration feedback value is calculated. The target acceleration value and the acceleration feedback value are closed-loop controlled to obtain the motor torque of the AC transmission locomotive required in real time.
根据交流传动机车的电机扭矩，得到相应的档位，对交流传动机车进行加速或减速控制。According to the motor torque of the AC transmission locomotive, the corresponding gear position is obtained to control the acceleration or deceleration of the AC transmission locomotive.
进一步地，所述加速度目标值为零。Furthermore, the acceleration target value is zero.
进一步地，当速度目标值与速度实际值为正偏差时，加速度目标值为正；当速度目标值与速度实际值为负偏差时，加速度目标值为负。并根据速度偏差的大小，设定加速度目标值。Furthermore, when the speed target value and the actual speed value have a positive deviation, the acceleration target value is positive; when the speed target value and the actual speed value have a negative deviation, the acceleration target value is negative. The acceleration target value is set according to the size of the speed deviation.
进一步地，所述速度目标值为恒定的运行速度值。Furthermore, the speed target value is a constant operating speed value.
本发明实施例所公开的一种交流传动机车，包括：使用如上所述的速度控制方法进行精确停车以及恒速运行。An AC transmission locomotive disclosed in an embodiment of the present invention includes: using the speed control method as described above to perform precise parking and constant speed operation.
采用上述技术方案，本发明至少具有如下有益效果：By adopting the above technical solution, the present invention has at least the following beneficial effects:
1)通常情况下，机车定位停车需要位置信息，按照速度-位移曲线进行控制。速度控制会有超***况，或者调节时间比较长，速度静差较大。通过加速度控制，使响应更快，按照设定加速度调节速度，超调完全可控。1) Normally, the positioning and parking of locomotives requires position information and is controlled according to the speed-displacement curve. Speed control may result in overshoot, or the adjustment time may be long and the speed static difference may be large. Acceleration control can make the response faster, adjust the speed according to the set acceleration, and the overshoot can be fully controlled.
2)现有技术的控制方法需要输入列车质量，计算列车阻力，坡道阻力等，实际应用中，负载是变化的，线路情况也比较复杂，数据输入量大，而且准确度不高。本发明的控制方法中使用加速度闭环控制，不需要输入大量的信息，可以将负载变化，线路影响等，在反馈加速度上表现出来， 运行控制算法。2) The control method of the prior art requires inputting the train mass, calculating the train resistance, ramp resistance, etc. In actual applications, the load is variable, the line conditions are relatively complex, the amount of data input is large, and the accuracy is not high. The control method of the present invention uses acceleration closed-loop control, which does not require inputting a large amount of information, and can show load changes, line effects, etc. in the feedback acceleration. Run the control algorithm.
3)现有技术的控制方法需要在实际速度与设定速度接近时，才能进入恒速模式。本发明的控制方法中采用加速度闭环算法，可以按照加速度-速度差曲线，按照控制算法运行，实现输出牵引力的调节。3) The control method of the prior art needs to enter the constant speed mode only when the actual speed is close to the set speed. The control method of the present invention adopts an acceleration closed-loop algorithm, which can be operated according to the acceleration-speed difference curve and the control algorithm to achieve the adjustment of the output traction force.
4)现有技术的控制方法虽然加入了加速度控制，将速度和加速度作为判断条件，实际上采用了复杂的逻辑进行控制，需要考虑各种工况，通用性不强，需要反复进行调试。在不同的速度下,究竟是在机车加速度为何值时执行某一动作,需现车调试后确定,而每一个数据都要经反复调试才能满足要求。这就会耗费较多的调试时间。本发明的控制方法中采用加速度闭环算法，算法具有通用性，不同应用场景，只需要修改机车特性参数，就可以实现良好控制效果。4) Although the control method of the prior art has added acceleration control and uses speed and acceleration as judgment conditions, it actually uses complex logic for control, needs to consider various working conditions, is not very versatile, and needs to be debugged repeatedly. At different speeds, it is necessary to determine at what value of the locomotive acceleration a certain action is performed after debugging the actual vehicle, and each data must be debugged repeatedly to meet the requirements. This will consume a lot of debugging time. The control method of the present invention adopts an acceleration closed-loop algorithm, which is universal. In different application scenarios, only the locomotive characteristic parameters need to be modified to achieve good control effects.
5)现有技术在控制过程中，加速度作为判断条件，而非参数进行控制。加速度超过阈值后，对牵引力进行增减，牵引力按照估算值进行调整，而非按照控制函数的输出进行调节。本发明的控制方法中加速度控制算法，将加速度作为算法中的参考和反馈参数，采用成熟的算法，实现性能的优化。5) In the prior art, acceleration is used as a judgment condition rather than a parameter for control during the control process. When the acceleration exceeds the threshold, the traction force is increased or decreased, and the traction force is adjusted according to the estimated value rather than the output of the control function. The acceleration control algorithm in the control method of the present invention uses acceleration as a reference and feedback parameter in the algorithm, and adopts a mature algorithm to achieve performance optimization.
6)现有技术的相关控制方法中，没有考虑粘着控制，在复杂的工况下，期望的加速度不能正常输出。本发明的控制方法中使用加速度控制算法，可以对空转/滑行等快速响应，迅速恢复粘着。6) In the related control methods of the prior art, adhesion control is not considered, and the expected acceleration cannot be output normally under complex working conditions. The control method of the present invention uses an acceleration control algorithm, which can quickly respond to idling/gliding and quickly restore adhesion.
7)由于加速度检测的速度阈值较大，加速度检测不够准确，机车运行控制存在速度静差。本发明的控制方法采用的加速度控制算法，采用先进的加速度算法，结合当前速度、历史速度、历史加速度等进行计算，加速度计算结果平稳、可靠。7) Since the speed threshold of acceleration detection is large, acceleration detection is not accurate enough, and there is a speed static error in locomotive operation control. The acceleration control algorithm adopted by the control method of the present invention adopts an advanced acceleration algorithm, and is calculated by combining the current speed, historical speed, historical acceleration, etc. The acceleration calculation result is stable and reliable.
附图说明BRIEF DESCRIPTION OF THE DRAWINGS
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员 来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention, and it is not difficult for ordinary technicians in this field to understand them. Generally speaking, other drawings can be obtained based on these drawings without any creative work.
图1为本发明一实施例的交流传动机车的速度控制方法的流程图；FIG1 is a flow chart of a speed control method for an AC transmission locomotive according to an embodiment of the present invention;
图2为本发明一实施例的增加了位移、速度及加速度功能的控制***的示意图；FIG2 is a schematic diagram of a control system with added displacement, velocity and acceleration functions according to an embodiment of the present invention;
图3为本发明一实施例的机车的牵引力制动力曲线图；FIG3 is a traction braking force curve diagram of a locomotive according to an embodiment of the present invention;
图4为本发明一实施例的各种速度模式转换流程图。FIG. 4 is a flow chart of various speed mode conversions according to an embodiment of the present invention.
具体实施方式Detailed ways
为使本发明的目的、技术方案和优点更加清楚明白，以下结合具体实施例，并参照附图，对本发明实施例进一步详细说明。In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the embodiments of the present invention are further described in detail below in combination with specific embodiments and with reference to the accompanying drawings.
对于计算加速度的方法，多数以加速度、速度等为判断条件，区分各种情况，对电机输出扭矩或者电流进行设定调整。调整方法一般是以固定的加速度期望值进行控制，实际上是速度差比较，通过一定参数设置，对输出牵引力进行修正，而不是对加速度直接进行控制。加速度反馈值不直接参与控制，而是作为控制的一个条件。通过速度偏差进行调节，或者通过速度的偏差设定加速度或者牵引力，或者通过简单的速度差确定加载减载状态，通过较为复杂的计算确定输出牵引力。For the method of calculating acceleration, most of them use acceleration, speed, etc. as judgment conditions, distinguish various situations, and set and adjust the motor output torque or current. The adjustment method is generally to control with a fixed acceleration expectation value, which is actually a speed difference comparison. Through certain parameter settings, the output traction force is corrected, rather than directly controlling the acceleration. The acceleration feedback value does not directly participate in the control, but serves as a condition for control. Adjustment is made through speed deviation, or acceleration or traction is set through speed deviation, or the loading and unloading state is determined through a simple speed difference, and the output traction force is determined through more complex calculations.
现有速度控制的精度、响应时间、超调量等指标均受到影响，特别是在负载有较大扰动的情况下，速度波动会比较大。The accuracy, response time, overshoot and other indicators of the existing speed control are all affected. Especially when there is a large disturbance in the load, the speed fluctuation will be relatively large.
另外，在恶劣天气下，牵引制动力比较大时，粘着控制比较困难，易出现空转等问题，这些问题都需要解决。In addition, in bad weather, when the traction braking force is relatively large, adhesion control is more difficult and idling and other problems are prone to occur. These problems need to be solved.
对于减速情况，通过电制动实现会比较理想，可以进行能量的回收利用，辅助以空气制动。For deceleration, it would be ideal to achieve it through electric braking, which can recover energy and be assisted by air braking.
如图1所示，本发明的一些实施例公开了交流传动机车的速度控制方法，速度控制方法使用在交流传动机车的减速停车阶段和恒速运行阶段及加速运行阶段；速度控制方法包括以下步骤： As shown in FIG1 , some embodiments of the present invention disclose a speed control method for an AC transmission locomotive. The speed control method is used in the deceleration and parking stage, the constant speed operation stage, and the acceleration operation stage of the AC transmission locomotive. The speed control method includes the following steps:
S100设定速度目标值；S100 sets the speed target value;
S200设定加速度目标值；S200 sets the acceleration target value;
S300计算实时的加速度反馈值，将加速度目标值和加速度反馈值进行闭环控制，得到实时所需的交流传动机车的电机扭矩；S300 calculates the real-time acceleration feedback value, performs closed-loop control on the acceleration target value and the acceleration feedback value, and obtains the motor torque of the AC transmission locomotive required in real time;
S400根据交流传动机车的电机扭矩，得到相应的档位，对交流传动机车进行控制。S400 obtains the corresponding gear position according to the motor torque of the AC transmission locomotive and controls the AC transmission locomotive.
本发明一些优选的实施例中，交流传动机车的减速停车阶段为交流传动机车在停车区间运行，停车区间为距离停车位点一定距离且交流传动机车由恒速运行转变成减速运行；速度控制方法包括以下步骤：In some preferred embodiments of the present invention, the deceleration and parking stage of the AC transmission locomotive is that the AC transmission locomotive runs in a parking interval, the parking interval is a certain distance from the parking site and the AC transmission locomotive changes from constant speed operation to deceleration operation; the speed control method includes the following steps:
设定速度目标值；Set the speed target value;
设定加速度目标值；Set the acceleration target value;
计算实时的加速度反馈值，将加速度目标值和加速度反馈值进行闭环控制，得到实时所需的交流传动机车的电机扭矩；Calculate the real-time acceleration feedback value, perform closed-loop control on the acceleration target value and the acceleration feedback value, and obtain the motor torque of the AC transmission locomotive required in real time;
根据交流传动机车的电机扭矩，得到相应的档位，对交流传动机车进行制动控制；According to the motor torque of the AC transmission locomotive, the corresponding gear position is obtained to perform braking control on the AC transmission locomotive;
通过地面信标，位置检测雷达，及通过速度时间计算等确定交流传动机车与停车位点的距离，当距离接近零时，施加空气制动进行停车。根据扭矩值，确定牵引制动模式，确定牵引档位，实现电机扭矩控制，控制机车速度；进一步，距离目标在误差范围内，速度在零速度误差范围，实施空气制动以停车。The distance between the AC transmission locomotive and the parking spot is determined by ground beacons, position detection radars, and speed-time calculations. When the distance is close to zero, air brakes are applied to stop the vehicle. According to the torque value, the traction brake mode and traction gear are determined to achieve motor torque control and control the locomotive speed. Furthermore, when the distance target is within the error range and the speed is within the zero speed error range, air brakes are applied to stop the vehicle.
本发明一些优选的实施例中，“设定加速度目标值”包括：In some preferred embodiments of the present invention, “setting the acceleration target value” includes:
获取交流传动机车的速度实际值、交流传动机车的预计运行距离；Obtain the actual speed value of the AC transmission locomotive and the estimated running distance of the AC transmission locomotive;
根据速度实际值和预计运行距离，计算目标加速度。Calculate the target acceleration based on the actual speed and the estimated running distance.
本发明一些优选的实施例中，“根据速度实际值和速度实际值，计算目标加速度”包括：In some preferred embodiments of the present invention, "calculating the target acceleration according to the actual speed value and the actual speed value" includes:
根据速度实际值，计算出平均速度vavg＝v0/2 According to the actual speed value, calculate the average speed v avg = v 0 /2
根据平均速度和预计运行距离，计算出运行时间t＝s/vavg＝2s/v0，According to the average speed and the expected running distance, the running time t = s/v avg = 2s/v 0 is calculated.
计算目标加速度 Calculate target acceleration
其中，v0为速度实际值，s为预计运行距离；Among them, v 0 is the actual speed value, s is the expected running distance;
上述计算方法可以根据某一时刻的速度实际值以及当下的预计运行距离对目标加速度实时进行修正。The above calculation method can correct the target acceleration in real time according to the actual speed value at a certain moment and the current estimated running distance.
本发明一些优选的实施例中，“计算实时的加速度反馈值”采用如下计算式进行迭代计算：
a(n)＝b1*a(n-5)-b2*a(n-4)+b3*a(n-2)+b4*[c(n)+c(n-2)-c(n-4)-c(n-5)]In some preferred embodiments of the present invention, “calculating the real-time acceleration feedback value” is iteratively calculated using the following formula:
a(n)=b1*a(n-5)-b2*a(n-4)+b3*a(n-2)+b4*[c(n)+c(n-2)-c(n-4)-c(n-5)]
式中，a(n)为当前周期的加速度反馈值，Where a(n) is the acceleration feedback value of the current cycle,
c(n)为当前速度对应的角速度频率，c(n) is the angular velocity frequency corresponding to the current velocity,
b1,b2,b3,b4在一定采样时间为常数，例如，控制器0.5ms采样时，b1＝0.98494555，b2＝2.96979666，b3＝2.98485088，b4＝0.00012309。b1, b2, b3, and b4 are constants at a certain sampling time. For example, when the controller samples at 0.5 ms, b1 = 0.98494555, b2 = 2.96979666, b3 = 2.98485088, and b4 = 0.00012309.
n为当前周期，n-2为当前周期的前2个周期，n-4为当前周期的前4个周期，n-5为当前周期的前5个周期。n is the current cycle, n-2 is the 2 cycles before the current cycle, n-4 is the 4 cycles before the current cycle, and n-5 is the 5 cycles before the current cycle.
本发明一些优选的实施例中，交流传动机车的恒速运行阶段为交流传动机车以恒定运行速度进行运行；速度控制方法包括以下步骤：In some preferred embodiments of the present invention, the constant speed operation stage of the AC transmission locomotive is that the AC transmission locomotive runs at a constant speed; the speed control method comprises the following steps:
设定速度目标值；Set the speed target value;
获取速度实际值，若速度实际值与速度目标值不相等，则设定加速度目标值，并计算实时的加速度反馈值，将加速度目标值和加速度反馈值进行闭环控制，得到实时所需的交流传动机车的电机扭矩；The actual speed value is obtained. If the actual speed value is not equal to the target speed value, the target acceleration value is set, and the real-time acceleration feedback value is calculated. The target acceleration value and the acceleration feedback value are closed-loop controlled to obtain the motor torque of the AC transmission locomotive required in real time.
根据交流传动机车的电机扭矩，得到相应的档位，对交流传动机车进行加速或减速控制。According to the motor torque of the AC transmission locomotive, the corresponding gear position is obtained to control the acceleration or deceleration of the AC transmission locomotive.
本发明一些优选的实施例中，加速度目标值为零。In some preferred embodiments of the present invention, the acceleration target value is zero.
本发明一些优选的实施例中，当速度目标值与速度实际值为正偏差时，加速度目标值为正；当速度目标值与速度实际值为负偏差时，加速度目标 值为负。并根据速度偏差的大小，设定加速度目标值。In some preferred embodiments of the present invention, when the speed target value and the actual speed value have a positive deviation, the acceleration target value is positive; when the speed target value and the actual speed value have a negative deviation, the acceleration target value is negative. The value is negative. And according to the size of the speed deviation, set the acceleration target value.
本发明一些优选的实施例中，速度目标值为恒定的运行速度值。In some preferred embodiments of the present invention, the speed target value is a constant operating speed value.
本发明实施例的交流传动机车使用如上的速度控制方法进行精确停车以及恒速运行。The AC transmission locomotive of the embodiment of the present invention uses the above speed control method to perform precise parking and constant speed operation.
优选地，在减速停车阶段，设定速度目标值为在车辆从初始运行速度到速度为零的这一过程中，例如根据不同的时间间隔设置的每一时间段的速度目标值。可以根据速度-位移曲线，设定目标速度。Preferably, during the deceleration and parking stage, the speed target value is set as the speed target value for each time period during the process from the initial running speed of the vehicle to the speed of zero, for example, according to different time intervals. The target speed can be set according to a speed-displacement curve.
优选地，在恒速运行阶段。可以根据速度-位移曲线，设定目标速度，或者通过显示屏，司控器手柄等设定目标速度。Preferably, in the constant speed operation stage, the target speed can be set according to the speed-displacement curve, or the target speed can be set through a display screen, a controller handle, etc.
优选地，加速度目标值不要超过加速度限制值，并进行加加速度限制，否则会影响乘车体验及舒适度。Preferably, the acceleration target value should not exceed the acceleration limit value, and the acceleration limit should be performed, otherwise the riding experience and comfort will be affected.
优选地，计算出电机扭矩，或者电机电流，等效于机车牵引力或者制动力。Preferably, the motor torque or motor current is calculated to be equivalent to the locomotive traction force or braking force.
优选地，计算出电机扭矩，根据各档位扭矩-速度曲线，得到相关的档位，得到当前合适的牵引线或者制动线，保证扭矩的输出能力。不过仍受最大牵引扭矩，最大制动扭矩包络线限制。Preferably, the motor torque is calculated, and the relevant gear is obtained according to the torque-speed curve of each gear, and the current appropriate traction line or brake line is obtained to ensure the torque output capacity. However, it is still limited by the maximum traction torque and maximum braking torque envelope.
如图2所示，通过三闭环控制实现定位停车功能，外环为距离闭环，根据目标距离和计算距离，设定速度目标值；中环为速度闭环，根据目标速度和反馈速度，设定目标加速度；内环为加速度闭环，根据设定加速度和计算加速度值，进行加速度闭环控制，输出控制扭矩值。实现扭矩与加速度的控制，为线性关系。定位停车，可以按照加速度-时间曲线，加速度闭环控制来实现。加速度控制，也涉及到舒适性控制。加加速度控制，反应冲击的限制。响应时间可控。As shown in Figure 2, the positioning parking function is realized through three closed-loop control. The outer loop is the distance closed loop, which sets the speed target value according to the target distance and the calculated distance; the middle loop is the speed closed loop, which sets the target acceleration according to the target speed and the feedback speed; the inner loop is the acceleration closed loop, which performs acceleration closed-loop control according to the set acceleration and the calculated acceleration value, and outputs the control torque value. The control of torque and acceleration is realized in a linear relationship. Positioning parking can be achieved by acceleration closed-loop control according to the acceleration-time curve. Acceleration control also involves comfort control. Acceleration control limits the reaction shock. The response time is controllable.
如图3所示，为机车一个运行方向的牵引力制动力曲线图，另一方向牵引力制动力曲线与其对称。图中的档位曲线只是示意，因机车的牵引特性不同而有差异。牵引时根据计算扭矩(或牵引力)与牵引档位曲线进行比较，选取合适的牵引档位。 As shown in Figure 3, it is a traction force and braking force curve of the locomotive in one running direction, and the traction force and braking force curve in the other direction is symmetrical with it. The gear curve in the figure is only for reference and varies due to different traction characteristics of the locomotive. When traction, the appropriate traction gear is selected by comparing the calculated torque (or traction force) with the traction gear curve.
通过检测目标距离，运行速度，运行时间限制等，规划速度-位移曲线，并进一步规划加速度-位移曲线。By detecting the target distance, running speed, running time limit, etc., the speed-displacement curve is planned, and the acceleration-displacement curve is further planned.
加速度控制效果，加速度闭环可以实现平稳速度控制，设定值改变时，扭矩按照设定的加速度增加，之后扭矩快速回调，并平衡在较低的扭矩值。保持恒速速运行。加速度闭环控制作为PI的应用，可以调节PI控制参数，实现稳定控制，减小加速度超调，另外，在定速控制时，为了降低速度波动，在接近目标速度时，降低目标加速度，直至为0。Acceleration control effect, acceleration closed loop can achieve smooth speed control. When the set value changes, the torque increases according to the set acceleration, and then the torque quickly calls back and balances at a lower torque value. Keep constant speed operation. As an application of PI, acceleration closed loop control can adjust PI control parameters to achieve stable control and reduce acceleration overshoot. In addition, in constant speed control, in order to reduce speed fluctuations, the target acceleration is reduced to 0 when approaching the target speed.
恒速运行时，当初始速度较高时，可以自动进入电制动模式(输出扭矩为负值)，实现机车减速控制。During constant speed operation, when the initial speed is high, it can automatically enter the electric braking mode (the output torque is a negative value) to achieve locomotive deceleration control.
同时满足粘着控制加速度阈值的限制要求，降低冲击，提高运行舒适性。At the same time, it meets the limit requirements of the adhesion control acceleration threshold, reduces impact and improves operating comfort.
加速度目标值也可以根据设定目标速度的高低进行合理的调节，如在机车运行速度较高，输出扭矩较低时，降低加速度设定值，使输出扭矩更精准，速度调节更加平滑。The acceleration target value can also be reasonably adjusted according to the set target speed. For example, when the locomotive running speed is high and the output torque is low, the acceleration set value can be reduced to make the output torque more accurate and the speed regulation smoother.
“计算实时的加速度反馈值”可以采用二阶前向差商算法，或者更高阶数算法，基于当前速度，历史速度和历史加速度进行加速度计算。使加速度计算更稳定，更能反映实际运行状况。对于多轴机车，根据牵引制动模式，选取最大加速度或者最小加速度为反馈加速度。"Calculate real-time acceleration feedback value" can use the second-order forward difference quotient algorithm, or a higher-order algorithm, to calculate acceleration based on current speed, historical speed and historical acceleration. This makes the acceleration calculation more stable and better reflects the actual operating conditions. For multi-axle locomotives, the maximum acceleration or minimum acceleration is selected as the feedback acceleration according to the traction braking mode.
按照目标速度值，经过滤波控制环节，得到参考速度值，使速度设定平滑。在各种速度下，均可进入恒速模式或者退出恒速模式。随时获取实际速度。According to the target speed value, after filtering control link, the reference speed value is obtained to make the speed setting smooth. At various speeds, you can enter or exit the constant speed mode. Get the actual speed at any time.
对加速度参考值和加速度反馈值进行闭环控制，计算出电机扭矩或者电机电流等。加速度闭环控制，可以降低扭矩冲击，降低扭矩脉动峰值。加速度闭环控制，有利于粘着控制，使机车运行平稳。The acceleration reference value and the acceleration feedback value are closed-loop controlled to calculate the motor torque or motor current, etc. Acceleration closed-loop control can reduce torque impact and torque pulsation peak. Acceleration closed-loop control is conducive to adhesion control and makes the locomotive run smoothly.
根据计算输出扭矩或电流大小，经过滞环控制，进行工况的转换，可实现恒速牵引，也可实现恒速电制动，保证在不同负载情况下，设定速度 目标的实现。According to the calculated output torque or current size, the hysteresis control is used to convert the working conditions, which can achieve constant speed traction or constant speed electric braking, ensuring that the set speed is achieved under different load conditions. Achievement of goals.
机车牵引制动能力限制，控制器计算出的机车电机扭矩，根据各档位扭矩-速度曲线，经过滞环控制，获取相关的档位，得到当前合适的牵引线/制动线，保证扭矩的输出能力。不过仍受最大牵引扭矩，最大制动扭矩包络线限制。The locomotive traction and braking capacity is limited. The controller calculates the locomotive motor torque, and obtains the relevant gears through hysteresis control according to the torque-speed curve of each gear, and obtains the current appropriate traction line/brake line to ensure the torque output capacity. However, it is still limited by the maximum traction torque and maximum braking torque envelope.
实现机车粘着控制目标速度设定。可根据加速度参考可以作为粘着控制的依据，按照预设定的加速度进行机车扭矩控制，根据加速度反馈调节自动调节输出扭矩。The target speed setting of the locomotive adhesion control can be realized. The acceleration reference can be used as the basis for adhesion control, the locomotive torque control is carried out according to the preset acceleration, and the output torque is automatically adjusted according to the acceleration feedback adjustment.
同时，进行蠕滑控制限制，根据速度参考值，设定蠕滑速度限制值。当超过限制值时，进行输出扭矩的快速调节。运行方向和牵引制动工况也是蠕滑速度限制值的设定条件。At the same time, creep control is limited, and the creep speed limit is set according to the speed reference value. When the limit is exceeded, the output torque is quickly adjusted. The running direction and traction braking conditions are also the setting conditions for the creep speed limit.
本发明的控制方法可以采用多个控制器投入运用的情况下，可按顺序设置一个为主控制器，其余为从控制器，主控制器通过本控制算法，计算出牵引电制动工况，扭矩，档位等，发送给从控制器，实现多控制器的工作同步。The control method of the present invention can be used when multiple controllers are put into use. One controller can be set as the main controller and the rest can be set as slave controllers in sequence. The main controller calculates the traction electric braking condition, torque, gear position, etc. through the control algorithm and sends them to the slave controllers to achieve synchronous operation of multiple controllers.
可以对加速度采用PID控制算法或者等效算法，输出信号，扭矩，电流等，均与牵引力等效。参考数据包括：牵引特性曲线包络线，各档位牵引扭矩-速度曲线，各档位制动扭矩-速度曲线，以及规划速度-位移曲线，规划加速度-位移曲线，速度-时间曲线，加速度-时间曲线等。The PID control algorithm or equivalent algorithm can be used for acceleration, and the output signal, torque, current, etc. are all equivalent to the traction force. Reference data include: traction characteristic curve envelope, traction torque-speed curve of each gear, brake torque-speed curve of each gear, and planned speed-displacement curve, planned acceleration-displacement curve, speed-time curve, acceleration-time curve, etc.
参考速度与实际速度偏差较小，且加速度反馈很小时，可以将目标加速度设置为零，将输出扭矩锁定；当负载变化，造成参考速度与实际速度偏差较大，按照加速度-速度偏差曲线设定目标加速度，对目标加速度进行滤波，获得参考加速度。并参考加加速度限制，按照加速度闭环进行调节。When the deviation between the reference speed and the actual speed is small and the acceleration feedback is very small, the target acceleration can be set to zero to lock the output torque; when the load changes, causing a large deviation between the reference speed and the actual speed, the target acceleration is set according to the acceleration-speed deviation curve, and the target acceleration is filtered to obtain the reference acceleration. And refer to the acceleration limit and adjust according to the acceleration closed loop.
既可以按照参考加速度进行调节，也可以进行粘着控制。在牵引大负载时，进行粘着控制，对空转滑行进行快速响应。蠕滑率粘着控制，提高粘着利用率。根据机车运行方向指令，实际运行工况，以及参考速度，按 照蠕滑率要求，得到蠕滑限制速度。对超过蠕滑限制的情况，进行输出扭矩减载。It can be adjusted according to the reference acceleration or adhesion control. When traction is heavy, adhesion control is performed to quickly respond to idling. Adhesion control of creep rate improves adhesion utilization. According to the locomotive running direction instruction, actual running conditions, and reference speed, According to the creep rate requirement, the creep limit speed is obtained. If the creep limit is exceeded, the output torque is reduced.
牵引模式时，超过蠕滑限制速度，将进行输出扭矩减载。In traction mode, if the creep limit speed is exceeded, the output torque will be reduced.
制动模式时，低于蠕滑限制速度，将进行输出扭矩减载。In braking mode, if the speed is lower than the creep limit, the output torque will be reduced.
定位停车时，可以根据目标距离，当前速度等，规划出加速度-距离曲线，速度-时间曲线，加速度-时间曲线等，并进行实施修正。用于速度控制。When parking at a certain position, the acceleration-distance curve, speed-time curve, acceleration-time curve, etc. can be planned and corrected according to the target distance, current speed, etc. It is used for speed control.
图4示出了各种速度模式转换流程图，控制***经过初始化之后，进入是否进行定位停车的判断：FIG4 shows a flow chart of various speed mode conversions. After the control system is initialized, it enters the judgment of whether to perform positioning parking:
若进行定位停车，则设定速度目标值，设定加速度目标值；计算实时的加速度反馈值，将加速度目标值和加速度反馈值进行闭环控制，得到实时所需的交流传动机车的电机扭矩；根据交流传动机车的电机扭矩，得到相应的档位，对交流传动机车进行制动控制；确定交流传动机车与停车位点的位移偏差，当位移偏差接近零时，施加空气制动进行停车；当位移偏差不接近零时，继续之前的步骤。If positioning parking is performed, set the speed target value and the acceleration target value; calculate the real-time acceleration feedback value, perform closed-loop control on the acceleration target value and the acceleration feedback value, and obtain the real-time required motor torque of the AC transmission locomotive; obtain the corresponding gear position according to the motor torque of the AC transmission locomotive, and perform braking control on the AC transmission locomotive; determine the displacement deviation between the AC transmission locomotive and the parking position, and when the displacement deviation is close to zero, apply air braking to stop the vehicle; when the displacement deviation is not close to zero, continue with the previous steps.
若不进行定位停车，则进入恒速运行控制，获取速度实际值，若速度实际值与速度目标值不相等，则设定加速度目标值，并计算实时的加速度反馈值，将加速度目标值和加速度反馈值进行闭环控制，得到实时所需的交流传动机车的电机扭矩；根据交流传动机车的电机扭矩，得到相应的档位，对交流传动机车进行加速或减速控制。If positioning parking is not performed, constant speed operation control is entered to obtain the actual speed value. If the actual speed value is not equal to the speed target value, the acceleration target value is set, and the real-time acceleration feedback value is calculated. The acceleration target value and the acceleration feedback value are closed-loop controlled to obtain the real-time required motor torque of the AC transmission locomotive; according to the motor torque of the AC transmission locomotive, the corresponding gear is obtained to accelerate or decelerate the AC transmission locomotive.
通过加速度控制，使响应更快，按照设定加速度调节速度，超调完全可控。超调量小，响应快，运行平稳，冲击小。Through acceleration control, the response is faster, the speed is adjusted according to the set acceleration, and the overshoot is fully controllable. The overshoot is small, the response is fast, the operation is smooth, and the impact is small.
加速度闭环控制，不需要输入大量的信息，可以将负载变化，线路影响等，在反馈加速度上表现出来，运行控制算法。不需要列车质量，坡道等信息，仍能精准控制。Acceleration closed-loop control does not require a large amount of information input. Load changes, line effects, etc. can be reflected in the feedback acceleration and the control algorithm can be run. It does not require information such as train mass and slope, and can still achieve precise control.
采用加速度闭环算法，可以按照加速度-速度差曲线，按照控制算法运 行，实现输出牵引力的调节。Adopting the acceleration closed-loop algorithm, the control algorithm can be operated according to the acceleration-speed difference curve. To achieve the adjustment of output traction force.
实现了工况自动转换，可通过电制动模式工作，实现平稳运行，有利于能量回收。It realizes automatic conversion of working conditions and can work in electric braking mode to achieve smooth operation, which is beneficial to energy recovery.
采用加速度闭环算法，算法具有通用性，不同应用场景，只需要修改机车等特性参数，就可以实现良好控制效果。The acceleration closed-loop algorithm is universal and can achieve good control effects in different application scenarios by simply modifying characteristic parameters such as the locomotive.
加速度控制算法，将加速度作为算法中的参考和反馈参数，采用成熟的算法，实现性能的优化。对加速度进行闭环控制，采用成熟控制算法实现，可以通过参数配置，实现响应时间，超调量等调节。可以实现快速响应，超调小，控制简单，也不需要复杂的逻辑处理。The acceleration control algorithm uses acceleration as a reference and feedback parameter in the algorithm, and uses a mature algorithm to achieve performance optimization. Closed-loop control of acceleration is implemented using a mature control algorithm, and the response time, overshoot, etc. can be adjusted through parameter configuration. It can achieve fast response, small overshoot, simple control, and no complex logic processing is required.
加速度控制算法，可以对空转/滑行等快速响应，迅速恢复粘着。实现了加速度粘着控制，实现恶劣环境下的粘着控制要求。实现了蠕滑率粘着控制，对于加速度不大，速度较大的情况进行保护，快速恢复粘着。The acceleration control algorithm can respond quickly to idling/gliding, etc. and quickly restore adhesion. Acceleration adhesion control is achieved to meet adhesion control requirements in harsh environments. Creep rate adhesion control is achieved to protect against small acceleration and high speed, and quickly restore adhesion.
加速度控制算法，采用先进的加速度计算方法，结合当前速度，历史速度，历史加速度等进行计算，加速度计算结果平稳，可靠。The acceleration control algorithm adopts advanced acceleration calculation method, combining current speed, historical speed, historical acceleration, etc. to calculate. The acceleration calculation result is stable and reliable.
通过速度-目标位移曲线设置目标速度，将速度-时间曲线等转换为加速度-时间曲线，进行速度跟随，以及加速度闭环控制。也可以通过其它方式设定目标速度，例如可以通过显示屏设定目标速度，或通过司控器档位设定目标速度值。通过速度偏差设置目标加速度，进行速度和加速度控制。The target speed is set by the speed-target displacement curve, and the speed-time curve is converted into the acceleration-time curve to perform speed following and acceleration closed-loop control. The target speed can also be set by other means, such as setting the target speed through the display screen or setting the target speed value through the controller gear. The target acceleration is set by the speed deviation to perform speed and acceleration control.
档位限制，加速度冲击，PI调节是基于加速度进行控制。Gear limit, acceleration shock, and PI regulation are controlled based on acceleration.
对于多控制器的情况，可以由主控制器进行运算，将工况，限制档位，扭矩等发送给从控制器，实现协调工作。In the case of multiple controllers, the main controller can perform calculations and send the working conditions, gear limit, torque, etc. to the slave controllers to achieve coordinated work.
本发明的控制方法不仅适用于交流传动内燃机车机车、电力机车和混合动力机车，也适合其它轨道车辆的定位停车，速度控制，加速度控制等，均在本发明保护范围之内。The control method of the present invention is not only applicable to AC transmission diesel locomotives, electric locomotives and hybrid locomotives, but also suitable for positioning parking, speed control, acceleration control, etc. of other rail vehicles, all of which are within the protection scope of the present invention.
输出控制量可以是电机扭矩，也可以是电机电流或牵引力/制动力等。速度与加速度闭环控制目标加速度只是一种实例，并非对本发明作任何形式上限制。通过其它方式进行简单修改、等同变化，修饰及变通，均应落 在本发明技术方案保护范围内。The output control quantity can be motor torque, motor current or traction/braking force, etc. The target acceleration of the closed-loop control of speed and acceleration is only an example and does not limit the present invention in any form. Simple modification, equivalent changes, modifications and adaptations in other ways shall all be implemented. Within the protection scope of the technical solution of the present invention.
参考加速度设定，通过其它方式调节，经过简单处理变通等，均应落在本发明技术方案保护范围内。Reference acceleration setting, adjustment by other means, simple processing and adaptation, etc. should all fall within the protection scope of the technical solution of the present invention.
反馈加速度的计算不局限于本发明的方式，也可采用其它方式。均应落在本发明技术方案保护范围内。The calculation of the feedback acceleration is not limited to the method of the present invention, and other methods may also be used, which should all fall within the protection scope of the technical solution of the present invention.
速度与加速度闭环控制达到目标加速度。The speed and acceleration are closed-loop controlled to achieve the target acceleration.
上述只是本发明的较佳实施例，并非对本发明作任何形式上限制。凡是未脱离本发明技术方案的内容，依据本发明技术实质对上述实施例所做的任何简单修改、等同变化、修饰及变通，均应落在本发明技术方案保护范围内。The above is only a preferred embodiment of the present invention and does not limit the present invention in any form. Any simple modification, equivalent change, modification and adaptation made to the above embodiment according to the technical essence of the present invention without departing from the content of the technical solution of the present invention shall fall within the protection scope of the technical solution of the present invention.
需要特别指出的是，上述各个实施例中的各个组件或步骤均可以相互交叉、替换、增加、删减，因此，这些合理的排列组合变换形成的组合也应当属于本发明的保护范围，并且不应将本发明的保护范围局限在所述实施例之上。It should be particularly pointed out that the various components or steps in the above-mentioned embodiments can be cross-linked, replaced, added, or deleted. Therefore, the combinations formed by these reasonable permutations and combinations should also fall within the scope of protection of the present invention, and the scope of protection of the present invention should not be limited to the embodiments.
以上是本发明公开的示例性实施例，上述本发明实施例公开的顺序仅仅为了描述，不代表实施例的优劣。但是应当注意，以上任何实施例的讨论仅为示例性的，并非旨在暗示本发明实施例公开的范围(包括权利要求)被限于这些例子，在不背离权利要求限定的范围的前提下，可以进行多种改变和修改。根据这里描述的公开实施例的方法权利要求的功能、步骤和/或动作不需以任何特定顺序执行。此外，尽管本发明实施例公开的元素可以以个体形式描述或要求，但除非明确限制为单数，也可以理解为多个。The above are exemplary embodiments disclosed in the present invention. The order disclosed in the above embodiments of the present invention is only for description and does not represent the advantages and disadvantages of the embodiments. However, it should be noted that the discussion of any of the above embodiments is only exemplary and is not intended to imply that the scope (including claims) disclosed in the embodiments of the present invention is limited to these examples. Various changes and modifications may be made without departing from the scope defined in the claims. The functions, steps and/or actions of the method claims according to the disclosed embodiments described herein do not need to be performed in any particular order. In addition, although the elements disclosed in the embodiments of the present invention may be described or required in individual form, they may also be understood as multiple unless explicitly limited to the singular.
所属领域的普通技术人员应当理解：以上任何实施例的讨论仅为示例性的，并非旨在暗示本发明实施例公开的范围(包括权利要求)被限于这些例子；在本发明实施例的思路下，以上实施例或者不同实施例中的技术特征之间也可以进行组合，并存在如上所述的本发明实施例的不同方面的许多其它变化，为了简明它们没有在细节中提供。因此，凡在本发明实施例的精神和原则之内，所做的任何省略、修改、等同替换、改进等，均应 包括在本发明实施例的保护范围之内。 A person skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the disclosure of the embodiments of the present invention (including the claims) is limited to these examples; in the spirit of the embodiments of the present invention, the technical features in the above embodiments or in different embodiments may also be combined, and there are many other variations of different aspects of the embodiments of the present invention as described above, which are not provided in detail for the sake of simplicity. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present invention shall be incorporated herein by reference. Included in the protection scope of the embodiments of the present invention.

Claims (10)

  1. 一种交流传动机车的速度控制方法，其特征在于，所述速度控制方法使用在交流传动机车的减速停车阶段和恒速运行阶段；所述速度控制方法包括以下步骤：A speed control method for an AC transmission locomotive, characterized in that the speed control method is used in the deceleration and parking stage and the constant speed operation stage of the AC transmission locomotive; the speed control method comprises the following steps:
    设定速度目标值；Set the speed target value;
    设定加速度目标值；Set the acceleration target value;
    计算实时的加速度反馈值，将加速度目标值和加速度反馈值进行闭环控制，得到实时所需的交流传动机车的电机扭矩；Calculate the real-time acceleration feedback value, perform closed-loop control on the acceleration target value and the acceleration feedback value, and obtain the motor torque of the AC transmission locomotive required in real time;
    根据交流传动机车的电机扭矩，得到相应的档位，对交流传动机车进行控制。According to the motor torque of the AC transmission locomotive, the corresponding gear position is obtained and the AC transmission locomotive is controlled.
  2. 根据权利要求1所述的交流传动机车的速度控制方法，其特征在于，交流传动机车的减速停车阶段为所述交流传动机车在停车区间运行，所述停车区间为距离停车位点一定距离且所述交流传动机车由恒速运行转变成减速运行；所述速度控制方法包括以下步骤：The speed control method of an AC transmission locomotive according to claim 1 is characterized in that the deceleration and parking stage of the AC transmission locomotive is that the AC transmission locomotive is running in a parking interval, the parking interval is a certain distance from the parking site and the AC transmission locomotive changes from constant speed operation to deceleration operation; the speed control method comprises the following steps:
    设定速度目标值；Set the speed target value;
    设定加速度目标值；Set the acceleration target value;
    计算实时的加速度反馈值，将加速度目标值和加速度反馈值进行闭环控制，得到实时所需的交流传动机车的电机扭矩；Calculate the real-time acceleration feedback value, perform closed-loop control on the acceleration target value and the acceleration feedback value, and obtain the motor torque of the AC transmission locomotive required in real time;
    根据交流传动机车的电机扭矩，得到相应的档位，对交流传动机车进行制动控制；According to the motor torque of the AC transmission locomotive, the corresponding gear position is obtained to perform braking control on the AC transmission locomotive;
    确定交流传动机车与停车位点的位移偏差，当位移偏差接近零时，施加空气制动进行停车。Determine the displacement deviation between the AC transmission locomotive and the parking spot, and when the displacement deviation is close to zero, apply air brakes to stop the vehicle.
  3. 根据权利要求2所述的交流传动机车的速度控制方法，其特征在于，“设定加速度目标值”包括：The speed control method for an AC transmission locomotive according to claim 2, characterized in that "setting the acceleration target value" comprises:
    获取交流传动机车的速度实际值、交流传动机车的预计运行距离；Obtain the actual speed value of the AC transmission locomotive and the estimated running distance of the AC transmission locomotive;
    根据速度实际值和预计运行距离，计算目标加速度。 Calculate the target acceleration based on the actual speed and the estimated running distance.
  4. 根据权利要求3所述的交流传动机车的速度控制方法，其特征在于，“根据速度实际值和速度实际值，计算目标加速度”包括：The speed control method of an AC transmission locomotive according to claim 3 is characterized in that "calculating the target acceleration according to the actual speed value and the actual speed value" comprises:
    根据速度实际值，计算出平均速度vavg＝v0/2According to the actual speed value, calculate the average speed v avg = v 0 /2
    根据平均速度和预计运行距离，计算出运行时间t＝s/vavg＝2s/v0，According to the average speed and the expected running distance, the running time t = s/v avg = 2s/v 0 is calculated.
    计算目标加速度 Calculate target acceleration
    其中，v0为速度实际值，s为预计运行距离。Among them, v0 is the actual speed value and s is the expected running distance.
  5. 根据权利要求1所述的交流传动机车的速度控制方法，其特征在于，“计算实时的加速度反馈值”采用如下计算式进行迭代计算：
    a(n)＝b1*a(n-5)-b2*a(n-4)+b3*a(n-2)+b4*[c(n)+c(n-2)-c(n-4)-c(n-5)]    The speed control method for an AC transmission locomotive according to claim 1 is characterized in that "calculating the real-time acceleration feedback value" is iteratively calculated using the following calculation formula:
    a(n)=b1*a(n-5)-b2*a(n-4)+b3*a(n-2)+b4*[c(n)+c(n-2)-c(n-4)-c(n-5)]
    式中，a(n)为当前周期的角速度频率加速度反馈值，Where a(n) is the angular velocity frequency acceleration feedback value of the current cycle,
    c(n)为当前速度对应的角速度频率，c(n) is the angular velocity frequency corresponding to the current velocity,
    b1,b2,b3,b4在一定采样时间为常数，b1, b2, b3, b4 are constants at a certain sampling time.
    n为当前周期，n-2为当前周期的前2个周期，n-4为当前周期的前4个周期，n-5为当前周期的前5个周期。n is the current cycle, n-2 is the 2 cycles before the current cycle, n-4 is the 4 cycles before the current cycle, and n-5 is the 5 cycles before the current cycle.
  6. 根据权利要求1所述的交流传动机车的速度控制方法，其特征在于，交流传动机车的恒速运行阶段为所述交流传动机车以恒定运行速度进行运行；所述速度控制方法包括以下步骤：The speed control method of an AC transmission locomotive according to claim 1 is characterized in that the constant speed operation stage of the AC transmission locomotive is that the AC transmission locomotive operates at a constant operating speed; the speed control method comprises the following steps:
    设定速度目标值；Set the speed target value;
    获取速度实际值，若速度实际值与速度目标值不相等，则设定加速度目标值，并计算实时的加速度反馈值，将加速度目标值和加速度反馈值进行闭环控制，得到实时所需的交流传动机车的电机扭矩；The actual speed value is obtained. If the actual speed value is not equal to the target speed value, the target acceleration value is set, and the real-time acceleration feedback value is calculated. The acceleration target value and the acceleration feedback value are closed-loop controlled to obtain the motor torque of the AC transmission locomotive required in real time.
    根据交流传动机车的电机扭矩，得到相应的档位，对交流传动机车进行加速或减速控制。According to the motor torque of the AC transmission locomotive, the corresponding gear position is obtained to control the acceleration or deceleration of the AC transmission locomotive.
  7. 根据权利要求6所述的交流传动机车的速度控制方法，其特征在于，所述加速度目标值为零。The speed control method for an AC transmission locomotive according to claim 6, wherein the acceleration target value is zero.
  8. 根据权利要求6所述的交流传动机车的速度控制方法，其特征在于，当 速度目标值与速度实际值为正偏差时，加速度目标值为正；当速度目标值与速度实际值为负偏差时，加速度目标值为负；并根据偏差的大小，设定加速度目标值。The speed control method for an AC transmission locomotive according to claim 6 is characterized in that when When the speed target value and the actual speed value have a positive deviation, the acceleration target value is positive; when the speed target value and the actual speed value have a negative deviation, the acceleration target value is negative; and the acceleration target value is set according to the size of the deviation.
  9. 根据权利要求6所述的交流传动机车的速度控制方法，其特征在于，所述速度目标值为恒定的运行速度值。The speed control method for an AC transmission locomotive according to claim 6, wherein the speed target value is a constant operating speed value.
  10. 一种交流传动机车，其特征在于，包括：使用如权利要求1-9任一项所述的速度控制方法进行精确停车以及恒速运行。 An AC transmission locomotive, characterized by comprising: using the speed control method as described in any one of claims 1 to 9 to perform precise parking and constant speed operation.
PCT/CN2023/127139 2022-12-07 2023-10-27 Speed control method for alternating-current transmission locomotive WO2024120045A1 (en)

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