Anti-slip control method of direct-current drive locomotive

Abstract

The invention discloses an anti-slip control method of a direct-current drive locomotive. In the mode of traction, the control value VTout of exciting current of a generator (or a thyristor trigger angle) is generated according to the operational state of the locomotive; the electric current value of each traction motor is detected; the given value VIref of electric current difference is calculated; the feedback value VIfdb of the electric current difference is calculated; direct voltage Vdc is detected and calculated; the given value VAref of the rise rate of the direct voltage is calculated; the feedback value VAfdb of the rise rate of the direct voltage is calculated; the VIref and the VIfdb are input into a proportion-integration-differentiation (PID) closed-loop controller VI of the electric current difference to obtain VIout; the VAref and the VAfdb are input into a PID closed-loop controller VA of the rise rate of the direct voltage to obtain VAout; and according to the minimal value among the VIout, the VAout and the VTout, the exciting current of the generator (or the thyristor trigger angle) is controlled. The method disclosed by the invention can realize the round-the-clock anti-slip control of alternating-direct drive locomotives in the absence of a speed sensor.

Description

technical field [0001] The invention relates to an anti-idling control method for a DC drive locomotive, belonging to the technical field of railway locomotives. Background technique [0002] When the wheel traction or braking force generated by the wheel set is greater than the adhesion between the wheel and the rail, the wheel will spin or slip. Oil), line conditions (ramps, roadbeds, curves, turnouts), locomotive axle load distribution and other factors, and are related to the driver's control mode and locomotive running speed. Idling or slipping will cause the wheel and rail to heat up and scratch the wheel and rail. In severe cases, it will also affect the safe operation of the locomotive, which is extremely harmful. The adhesion between wheel and rail is a complex time-varying system with uncertainty. Maximizing the use of wheel-rail adhesion and effectively preventing traction idling or braking skid have become the development direction of the world's railway rolling...

AI Technical Summary

Problems solved by technology

However, in practical applications, there are many shortcomings as follows: under different locomotive speeds and different traction motor currents, different speed differences, wheel accelerations, acceleration differential values ​​and current differences, current change rates, percentages of locomotive load shedding rates, and load shedding duration There are great differences in time and sanding execution time, especially when idling is in different stages, even with the same feedback parameters, there are still great differences in load shedding rate percentage, load shedding duration, and sanding execution time. Therefore, using For this technical solution, it is almost impossible to obtain the appropriate percentage of load reduction rate, duration of load reduction, and sanding execution time in real time. Either the adhesion traction force cannot be fully utilized, or idling cannot be effectively suppressed; the control system software is very complicated. There are too many control links, and each link affects each other. It is often to adjust a certain link, which will affect other links; it will bring considerable difficulty to on-site debugging. During this process, if the loading rate is too fast, the output torque of the traction motor will fluctuate up and down, which will easily cause greater idling. If the loading rate is too slow, the locomotive will quickly lose enough traction to slow down Descending rapidly, even stopping on a slope; when the traction motor of the locomotive is idling, it is difficult to select the appropriate load shedding time and percentage of load shedding rate according to parameters such as speed difference, wheel acceleration, acceleration differential signal, current difference, and current change rate and load shedding duration, unable to maximize the use of sticky traction

Obviously, these two methods require a lot of time and energy, and repeated experimental analysis is required to finally determine, the whole process is cumbersome and the workload is large

[0007] In addition, on many locomotives, neither the differential relay nor the traction motor speed sensor is installed, which makes the locomotive completely lose sticking control, and the performance and safety of the locomotive are affected

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