A rail vehicle wheel vector synchronization control method and system

Abstract

The present invention relates to a method and system for vector synchronous control of wheels of rail vehicles, wherein the method comprises: in normal operation, keeping the rotation speed of each traction motor consistent; when the motor is abnormal, ensuring that the increase in the output torque of the remaining traction motors is kept consistent with the decrease in the output torque of the traction motor in the abnormal state. And the control parameters of each traction motor are stepless variables output by the control end. In normal operation, the present invention realizes synchronous movement of vehicle wheels by controlling the output of each traction motor to be equal, and in the event of an abnormality of any motor, timely dispatches the power of the remaining motors to ensure smooth operation of the vehicle. Through the above characteristic settings, not only the wheel vector synchronous control of the rail vehicle in the normal working state is guaranteed, but also the robustness is improved through the compensation function of other motors in the abnormal state. At the same time, the control parameters are set steplessly to achieve the purpose of more refined and smooth control of vehicle speed.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle traction control, and in particular to a method and system for vector synchronization control of wheels of a rail vehicle. Background Art

[0002] Nowadays, rail vehicles used for traction or transportation are widely used in large-scale mining, chemical smelting, coal mining, dock handling and other fields. However, the traction power of the single-motor-driven rail vehicles currently used is increasingly insufficient in the face of increasingly complex application scenarios and harsh application conditions. Therefore, the existing solution is to add multiple motors to coordinate the driving work, but the problem that follows is the difficulty of synchronous control between the motors.

[0003] At the same time, the driving components on rail vehicles generally use pedals to control the operation of the motor. This function must control the pedal amplitude at all times, which places high demands on the operator and cannot guarantee real-time control accuracy and smooth operation of the vehicle. Summary of the invention

[0004] 1. Technical issues to be resolved

[0005] In view of the above-mentioned shortcomings and deficiencies of the prior art, the present invention provides a method and system for vector synchronization control of rail vehicle wheels, which solves the technical problems of coordinated control of multiple motors of rail vehicles and the inability to ensure real-time control accuracy and smooth operation of the vehicle.

[0006] (II) Technical solution

[0007] In order to achieve the above object, the main technical solutions adopted by the present invention include:

[0008] In a first aspect, an embodiment of the present invention provides a method for vector synchronization stepless control of a railway vehicle wheel, comprising:

[0009] When the traction motor of the rail vehicle is operating normally, the control parameters of each traction motor are adjusted so that the rotation speed of each traction motor remains consistent;

[0010] When any traction motor of the rail vehicle is abnormal, the control parameters of the remaining traction motors are adjusted so that the increase in the output torque of the remaining traction motors is consistent with the decrease in the output torque of the traction motor in the abnormal state;

[0011] Among them, the control parameters of each traction motor are stepless variables output by the control end.

[0012] Optionally, when the traction motor of the rail vehicle operates normally, adjusting the control parameters of each traction motor so that the rotation speed of each traction motor remains consistent includes:

[0013] When a first traction motor is provided for a first pair of front-drive wheels on the rail vehicle, and a second traction motor is provided for a second pair of front-drive wheels, obtaining a rotation speed of the first traction motor and a rotation speed of the second traction motor;

[0014] Determining a deviation coefficient according to the first motor speed and the second motor speed in combination with a driven wheel speed on the rail vehicle;

[0015] Determining whether the first pair of front-drive wheels and the second pair of front-drive wheels are synchronized based on the obtained deviation coefficient;

[0016] If the deviation coefficient satisfies the first preset condition and is determined to be out of sync, the control parameters assigned to the second traction motor are corrected according to the control parameters assigned to the first traction motor so that the rotation speeds of the two traction motors are equal.

[0017] Optionally, if the deviation coefficient satisfies the first preset condition and is determined to be out of sync, the control parameter assigned to the second traction motor is corrected according to the control parameter assigned to the first traction motor so that the rotation speeds of the two traction motors are equal, the method further includes:

[0018] The set speed output by the acquired control end is used as the PID set value, the driven wheel speed of the acquired rail vehicle is used as the PID feedback value, and the PID speed value is used as the PID output value, and the PID speed value of the first traction motor and the PID speed value of the second traction motor are obtained through PID calculation;

[0019] The PID speed value of the first traction motor and the PID speed value of the second traction motor are converted into corresponding PID torque values ​​by using a torque conversion formula;

[0020] Wherein, the torque conversion formula is:

[0021] M=(m*(Δw*L / 2) / Δt)*L / 2*i

[0022] Where M is the PID torque value, m is the vehicle weight, angular velocity △w = PID speed value / 60, PID sampling time △t = 0.5s, wheel diameter L = 840mm, and reduction ratio i = 7.07.

[0023] Optionally, if the deviation coefficient satisfies a first preset condition and is judged to be out of sync, the control parameter assigned to the second traction motor is corrected according to the control parameter assigned to the first traction motor so that the rotation speeds of the two traction motors are equal, which includes:

[0024] When the deviation coefficient k>0.05 and is maintained for more than 50ms, it is determined that the second traction motor needs to be compensated, and the compensation value required for the second traction motor is calculated;

[0025] controlling the rotation speed of the second traction motor to be consistent with the rotation speed of the first traction motor according to the compensation value;

[0026] in,

[0027] The coefficient of deviation is:

[0028] k=(n1-n2) / v0·100%

[0029] Where, k is the deviation coefficient, n1 is the speed of the first traction motor, n2 is the speed of the second traction motor, and v0 is the driven wheel speed;

[0030] The compensation value is:

[0031] b=b ±1 *(b min +b0*M)

[0032] Where b is the compensation value, b ±1 is the compensation positive and negative coefficient. When the speed of the first traction motor is greater than the speed of the second traction motor, the compensation positive and negative coefficient is 1, otherwise it is -1; b0 is the compensation coefficient, ranging from 0.1 to 0.2, b min The minimum compensation value is 1.

[0033] Optionally, when any traction motor of the rail vehicle is abnormal, adjusting the control parameters of the remaining traction motors so that the increase in the output torque of the remaining traction motors is kept consistent with the decrease in the output torque of the traction motor in the abnormal state includes:

[0034] When a first traction motor is provided for a first pair of front-drive wheels on a rail vehicle, and a second traction motor is provided for a second pair of front-drive wheels, whether the traction motor is slipping is determined based on a wheel slip coefficient;

[0035] When the wheel slip coefficient meets the second preset condition, it is determined that the traction motor corresponding to the wheel is slipping, and the control parameters of the other traction motor are adjusted so that the increase in the output torque of the other traction motor is kept consistent with the decrease in the output torque of the traction motor in the slipping state, until the motor does not slip and the output of the two motors is restored to be equal;

[0036] The wheel slip coefficient is:

[0037] γ=(v q -v0) / v q *100%

[0038] Where γ is the wheel slip coefficient, v q is the speed of the first traction motor or the second traction motor, and v0 is the driven wheel speed.

[0039] Optionally, when the wheel slip coefficient satisfies the second preset condition, it is determined that the traction motor corresponding to the wheel is slipping, and the control parameters of the other traction motor are adjusted so that the increase in the output torque of the other traction motor is kept consistent with the decrease in the output torque of the traction motor in the slipping state, until the motor does not slip and the output of the two motors is restored to be equal, which includes:

[0040] When the wheel slip coefficient γ of a certain wheel is greater than 0.15 and lasts for more than 50ms, it is determined that the traction motor of the wheel is slipping;

[0041] The following operations are performed on the slipping traction motor: the set speed output by the acquired control end is used as the PID set value, the acquired driven wheel speed of the rail vehicle is used as the PID feedback value, and the slipping traction motor speed value is used as the PID output value, and the PID speed value of the slipping traction motor is obtained by PID calculation; the PID speed value of the slipping traction motor is converted into a PID torque value by a torque conversion formula; and then, under the control of the PID torque value of the slipping traction motor, the output torque of the slipping traction motor is reduced;

[0042] The following operations are performed on the non-slip traction motor: the set speed output by the acquired control end is used as the PID set value, the driven wheel speed of the acquired rail vehicle is used as the PID feedback value, and the PID speed value is used as the PID output value, and the PID speed value of the non-slip traction motor is obtained by PID calculation; the PID speed value of the non-slip traction motor is converted into a PID torque value by a torque conversion formula; and then, according to the PID torque value of the non-slip traction motor, the output torque of the non-slip traction motor is increased, and the increase in the output torque is consistent with the decrease in the output torque of the slipping traction motor;

[0043] Until the slipping traction motor stops slipping, the two traction motors are restored to a state of equal output.

[0044] In a second aspect, an embodiment of the present invention provides a rail vehicle wheel vector synchronization control system, which is applied to the method as described above, and includes:

[0045] a number of traction motors for driving the vehicle wheels;

[0046] a motor controller for applying corresponding control to the connected traction motor;

[0047] A traction master controller connected to the motor controller via a bus; and

[0048] A control terminal that sends control instructions to the traction master controller.

[0049] Optionally, the control end includes: a control panel and a gear lever, a speed control handle, a motor selection switch and a brake handle arranged on the control panel.

[0050] Optionally,

[0051] The gear lever includes: a forward gear, a backward gear and a neutral gear;

[0052] The motor selection switch is used to select one or more traction motors to work;

[0053] The brake handle is an air circuit controlled handle;

[0054] The speed control handle is used for steplessly outputting the set speed, so that the traction motor drives the vehicle to achieve stepless speed regulation, and the speed accuracy is controlled within the range of ±5km / h.

[0055] Optionally, the rail vehicle is a front-wheel drive type, and the traction motor includes: a first traction motor for driving a first pair of front wheels and a second traction motor for driving a second pair of front wheels respectively.

[0056] (III) Beneficial effects

[0057] The beneficial effect of the present invention is that when the present invention is working normally, the vehicle wheels can move synchronously by controlling the output of each traction motor to be equal, and when any motor is abnormal, the power of the remaining motors can be dispatched in time to ensure the smooth operation of the vehicle, and the motor output can be quickly restored to be equal when there is no slip. The above characteristic settings not only ensure the wheel vector synchronization control under normal working conditions of the rail vehicle, but also improve its robustness through the compensation function of other motors under abnormal conditions. At the same time, the control parameters can be set steplessly to achieve the purpose of more refined and stable control of the vehicle speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] Figure 1 A schematic flow chart of a method for vector synchronization control of wheels of a railway vehicle provided by an embodiment of the present invention;

[0059] Figure 2 A specific flow chart of step S1 of a method for vector synchronization control of wheels of a railway vehicle provided by an embodiment of the present invention;

[0060] Figure 3 A schematic diagram of a specific flow chart before step S14 of a method for vector synchronization control of wheels of a railway vehicle provided by an embodiment of the present invention;

[0061] Figure 4 A schematic diagram of a specific flow chart of step S14 of a method for vector synchronization control of wheels of a railway vehicle provided by an embodiment of the present invention;

[0062] Figure 5 A dual electric drive control logic flow chart under normal conditions of a rail vehicle wheel vector synchronization control method provided by an embodiment of the present invention;

[0063] Figure 6 A schematic diagram of a specific flow chart of step S2 of a method for vector synchronization control of wheels of a railway vehicle provided by an embodiment of the present invention;

[0064] Figure 7 A schematic diagram of traction motor control when wheels slip in a method for vector synchronization control of wheels of a railway vehicle provided by an embodiment of the present invention;

[0065] Figure 8 A schematic diagram of the composition of a rail vehicle wheel vector synchronization control system provided by an embodiment of the present invention;

[0066] Fig. 9 A schematic diagram of the composition of a rail vehicle from a first perspective of a rail vehicle wheel vector synchronization control system provided by an embodiment of the present invention;

[0067] Fig.10 A schematic diagram of the composition of a rail vehicle from a second perspective of a rail vehicle wheel vector synchronization control system provided by an embodiment of the present invention;

[0068] Fig.11 A curve showing a speed change in a bench traction test of a rail vehicle wheel vector synchronization control system provided by an embodiment of the present invention;

[0069] Fig.12 A curve of a speed stabilization in a bench traction test of a rail vehicle wheel vector synchronization control system provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0070] In order to better explain the present invention and facilitate understanding, the present invention is described in detail below through specific implementation modes in conjunction with the accompanying drawings.

[0071] like Figure 1 As shown, a method for vector synchronization control of wheels of a rail vehicle proposed in an embodiment of the present invention comprises: when the traction motor of the rail vehicle operates normally, adjusting the control parameters of each traction motor so that the rotation speed of each traction motor remains consistent; when any traction motor of the rail vehicle is abnormal, adjusting the control parameters of the remaining traction motors so that the increase in the output torque of the remaining traction motors remains consistent with the decrease in the output torque of the traction motor in the abnormal state; wherein the control parameters of each traction motor are stepless variables output by the control end.

[0072] In order to better understand the above technical solution, exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. Although exemplary embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided to enable a clearer and more thorough understanding of the present invention and to fully convey the scope of the present invention to those skilled in the art.

[0073] Specifically, the present invention provides a rail vehicle wheel vector synchronization stepless control method, comprising:

[0074] S1. When the traction motors of the rail vehicle operate normally, the control parameters of each traction motor are adjusted to keep the rotation speed of each traction motor consistent.

[0075] like Figure 2 As shown, step S1 includes:

[0076] S11. When a first traction motor is provided for a first pair of front-drive wheels on a rail vehicle, and a second traction motor is provided for a second pair of front-drive wheels, obtain a rotation speed of the first traction motor and a rotation speed of the second traction motor.

[0077] S12. deriving a deviation coefficient according to the first motor speed and the second motor speed in combination with the driven wheel speed on the rail vehicle.

[0078] S13. Determine whether the first pair of front-drive wheels is synchronized with the second pair of front-drive wheels based on the obtained deviation coefficient.

[0079] S14: If the deviation coefficient satisfies the first preset condition and is judged to be out of sync, the control parameter assigned to the second traction motor is corrected according to the control parameter assigned to the first traction motor so that the speeds of the two traction motors are equal.

[0080] like Figure 3 As shown, before step S14, it also includes:

[0081] F141. Use the set speed output by the control end as the PID set value, the obtained driven wheel speed of the rail vehicle as the PID feedback value, and the PID speed value as the PID output value, and obtain the PID speed value of the first traction motor and the PID speed value of the second traction motor through PID calculation.

[0082] F142, converting the PID speed value of the first traction motor and the PID speed value of the second traction motor into corresponding PID torque values ​​through a torque conversion formula;

[0083] The torque conversion formula is:

[0084] M=(m*(Δw*L / 2) / Δt)*L / 2*i

[0085] Wherein, M is the PID torque value, acceleration a=△V / △t, traction force F=m*a, vehicle weight m=45 tons, angular velocity △w=PID speed value / 60, PID sampling time △t=0.5s, vehicle speed change △V during PID sampling time, wheel diameter L=840mm, reduction ratio i=7.07.

[0086] like Figure 4 As shown, step S14 includes:

[0087] S141. When the deviation coefficient k>0.05 and is maintained for more than 50ms, it is determined that the second traction motor needs to be compensated, and the compensation value required for the second traction motor is calculated.

[0088] S142. Control the rotation speed of the second traction motor to be consistent with the rotation speed of the first traction motor according to the compensation value.

[0089] in,

[0090] The coefficient of variation is:

[0091] k=(n1-n2) / v0·100%

[0092] Where, k is the deviation coefficient, n1 is the speed of the first traction motor, n2 is the speed of the second traction motor, and v0 is the driven wheel speed;

[0093] The compensation value is:

[0094] b=b ±1 *(b min +b0*M)

[0095] In the formula, b is the compensation value, b ±1 is the compensation positive and negative coefficient. When the speed of the first traction motor is greater than the speed of the second traction motor, the compensation positive and negative coefficient is 1, otherwise it is -1; b0 is the compensation coefficient, which takes a value of 0.1 to 0.2. The compensation coefficient should not be too large. After testing, the best value is 0.1; b min The minimum compensation value is 1.

[0096] In the above step S1, under normal circumstances (wheels do not slip), the first traction motor follows the second traction motor to achieve synchronization. The control logic flow chart is shown in FIG. Figure 5 As shown: First, the handle speed is the PID setting value, the driven wheel speed is the PID feedback value, the PID speed value is the PID output, and the PID speed value is the speed increment; the speed increment is converted into a torque value to control the motor; secondly, the deviation coefficient is used to determine whether the vehicle is synchronized; thereby, the torque value of the second traction motor is corrected with reference to the torque value of the first traction motor, so that the speeds of the two motors are equal.

[0097] S2. When any traction motor of the rail vehicle is abnormal, the control parameters of the remaining traction motors are adjusted so that the increase in the output torque of the remaining traction motors is kept consistent with the decrease in the output torque of the traction motor in the abnormal state.

[0098] like Figure 6 As shown, step S2 includes:

[0099] S21. When a first traction motor is provided for a first pair of front-drive wheels and a second traction motor is provided for a second pair of front-drive wheels on a rail vehicle, whether the traction motor is slipping is determined based on a wheel slip coefficient.

[0100] S22. When the wheel slip coefficient meets the second preset condition, it is determined that the traction motor corresponding to the wheel is slipping, and the control parameters of the other traction motor are adjusted to keep the increase in the output torque of the other traction motor consistent with the decrease in the output torque of the traction motor in the slipping state, until the motor stops slipping and the dual motor output is restored to be equal.

[0101] Step S22 includes:

[0102] When the wheel slip coefficient γ of a certain wheel is greater than 0.15 and lasts for more than 50ms, it is determined that the traction motor of the wheel is slipping;

[0103] The following operations are performed on the slipping traction motor: the set speed output by the obtained control end is used as the PID set value, the driven wheel speed of the obtained rail vehicle is used as the PID feedback value, and the speed value of the slipping traction motor is used as the PID output value, and the PID speed value of the slipping traction motor is obtained by PID calculation; the PID speed value of the slipping traction motor is converted into a PID torque value by a torque conversion formula; and then, under the control of the PID torque value of the slipping traction motor, the output torque of the slipping traction motor is reduced;

[0104] The following operations are performed on the non-slip traction motor: the set speed output by the acquired control end is used as the PID set value, the driven wheel speed of the acquired rail vehicle is used as the PID feedback value, and the PID speed value is used as the PID output value, and the PID speed value of the non-slip traction motor is obtained by PID calculation; the PID speed value of the non-slip traction motor is converted into a PID torque value by a torque conversion formula; and then, according to the PID torque value of the non-slip traction motor, the output torque of the non-slip traction motor is increased, and the increase in the output torque is consistent with the decrease in the output torque of the slipping traction motor;

[0105] Until the slipping traction motor stops slipping, the two traction motors are restored to a state of equal output.

[0106] The wheel slip coefficient is:

[0107] γ=(v q -v0) / v q *100%

[0108] Where γ is the wheel slip coefficient, v q is the speed of the first traction motor or the second traction motor, and v0 is the driven wheel speed.

[0109] In the above step S2, if Figure 7 As shown in the figure, when the wheel slip coefficient is greater than 0.15 and lasts for more than 50ms, the traction motor of the wheel is judged to be slipping. At this time, the slipping traction motor executes "PID operation 3", and the PID feedback is "slipping motor speed", so the speed of the slipping traction motor will drop to the handle speed; the non-slipping traction motor executes "PID operation 2" and the PID feedback is "driven wheel speed", so the non-slipping traction motor will increase to maintain the speed. Until the slipping traction motor stops slipping, "PID operation 1" is executed to restore the equal output of the dual motors.

[0110] Therefore, under normal circumstances, the wheel slip coefficient is less than 0.15, and the dual motors are synchronized, which means that the second traction motor compensates a certain amount and follows the speed of the first traction motor to achieve a synchronization effect; under abnormal circumstances, the wheel slip coefficient is greater than 0.15, and the slip program is executed until the dual motors return to normal.

[0111] In addition, an embodiment of the present invention further provides a rail vehicle wheel vector synchronization control system, which is applied to the above method, such as Figure 8 As shown, it includes: a number of traction motors for driving vehicle wheels; a motor controller that applies corresponding control to the connected traction motors; a traction master controller connected to the motor controller via a bus; and a control terminal that sends control instructions to the traction master controller. That is, the system is: battery + traction controller + motor driver + motor. The traction controller controls two motor controllers via the CAN bus, and the motor controllers serve as execution units.

[0112] Furthermore, the control end includes: a control panel and a gear lever, a speed control handle, a motor selection switch and a brake handle arranged on the control panel.

[0113] The gear lever includes: forward gear, reverse gear and neutral gear;

[0114] The motor selection switch is used to select one or more traction motors to work;

[0115] The brake handle is an air-circuit controlled handle. When the air pressure is greater than 1.5 bar, the brake electrical signal is emitted.

[0116] The speed control handle is used to set the speed steplessly so that the traction motor drives the vehicle to achieve stepless speed regulation, and the speed accuracy is controlled within the range of ±5km / h.

[0117] It is worth mentioning that Fig. 9 and Fig.10 As shown, the rail vehicle is a front-wheel drive type, and the traction motor includes: a first traction motor for driving the first front wheel and a first traction motor for driving the second front wheel respectively.

[0118] In a specific embodiment, the present invention verifies the feasibility of the solution of this aspect through a bench traction experiment. Fig.11 It can be seen that only giving a constant torque to the traction motor will cause a large change in the speed of the two wheels; Fig.12 It can be seen that given a reasonable torque transformation for the traction motor, the wheel speed remains stable within a certain range.

[0119] In summary, the present invention provides a method and system for vector synchronization control of rail vehicle wheels, which achieve the following points:

[0120] 1. The vehicle speed can be set steplessly by the speed handle, and the motor drives the vehicle to quickly reach the set speed (the highest speed is 22km / h stepless speed regulation), regardless of the up / down slope of the track or the bend; the speed accuracy is within the range of ±5km / h;

[0121] 2. When the vehicle is driven, the dual motors have equal output.

[0122] 3. Improve the reliability of vehicle operation. When one of the motors fails, the other motor can drive the vehicle alone.

[0123] 4. When one of the motors slips, the output torque of the motor decreases rapidly, while the output torque of the other motor increases rapidly, thus ensuring stable operation of the vehicle. When there is no slip, the output of the two motors can be quickly restored to equal.

[0124] 5. Anti-slip / hill-holding function: When the vehicle stops on a slope and the brakes are released, the motor output force allows the vehicle to remain motionless (maintaining time 1 minute), thereby preventing the vehicle from slipping on the slope and making driving easier.

[0125] Since the system / device described in the above embodiments of the present invention is a system / device used to implement the method of the above embodiments of the present invention, a person skilled in the art can understand the specific structure and deformation of the system / device based on the method described in the above embodiments of the present invention, and thus will not be described in detail here. All systems / devices used in the method of the above embodiments of the present invention belong to the scope of protection of the present invention.

[0126] It will be appreciated by those skilled in the art that embodiments of the present invention may be provided as methods, systems or computer program products. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Furthermore, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0127] The present invention is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems) and computer program products according to the embodiments of the present invention. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions.

[0128] It should be noted that in the claims, any reference numerals placed between brackets shall not be construed as limiting the claims. The word "comprising" does not exclude the presence of components or steps not listed in the claims. The word "a" or "an" preceding a component does not exclude the presence of a plurality of such components. The invention may be implemented by means of hardware comprising several different components and by means of a suitably programmed computer. In the claims enumerating several means, several of these means may be embodied by the same hardware. The use of the words first, second, third, etc., is for convenience of expression only and does not indicate any order. These words may be understood as part of the component name.

[0129] In addition, it should be noted that, in the description of this specification, the description of the terms "one embodiment", "some embodiments", "embodiment", "example", "specific example" or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, unless they are contradictory.

[0130] Although the preferred embodiments of the present invention have been described, those skilled in the art may make other changes and modifications to these embodiments after knowing the basic creative concept. Therefore, the claims should be interpreted as including the preferred embodiments and all changes and modifications falling within the scope of the present invention.

[0131] Obviously, those skilled in the art can make various modifications and variations to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention should also include these modifications and variations.

Claims

1. A method for vector synchronization control of rail vehicle wheels, characterized in that: include: When the traction motor of the rail vehicle is operating normally, the control parameters of each traction motor are adjusted so that the rotation speed of each traction motor remains consistent; When any traction motor of the rail vehicle is abnormal, the control parameters of the remaining traction motors are adjusted so that the increase in the output torque of the remaining traction motors is consistent with the decrease in the output torque of the traction motor in the abnormal state; Wherein, the control parameters of each traction motor are stepless variables output by the control end; When the traction motor of the rail vehicle is operating normally, the control parameters of each traction motor are adjusted to make the speed of each traction motor remain consistent, including: When a first traction motor is provided for a first pair of front-drive wheels on the rail vehicle, and a second traction motor is provided for a second pair of front-drive wheels, obtaining a rotation speed of the first traction motor and a rotation speed of the second traction motor; Determining a deviation coefficient according to the first traction motor speed and the second traction motor speed in combination with a driven wheel speed on the rail vehicle; Determining whether the first pair of front-drive wheels and the second pair of front-drive wheels are synchronized based on the obtained deviation coefficient; If the deviation coefficient satisfies the first preset condition, it is determined to be out of sync, then the control parameter assigned to the second traction motor is corrected according to the control parameter assigned to the first traction motor, so that the rotation speeds of the two traction motors are equal; And, if the deviation coefficient satisfies the first preset condition and is determined to be out of sync, the control parameter assigned to the second traction motor is corrected according to the control parameter assigned to the first traction motor so that the rotation speeds of the two traction motors are equal, the method further includes: The set speed output by the acquired control end is used as the PID set value, the driven wheel speed of the acquired rail vehicle is used as the PID feedback value, and the PID speed value is used as the PID output value, and the PID speed value of the first traction motor and the PID speed value of the second traction motor are obtained through PID calculation; The PID speed value of the first traction motor and the PID speed value of the second traction motor are converted into corresponding PID torque values ​​by using a torque conversion formula; Wherein, the torque conversion formula is: M=(m*(Δw*L / 2) / Δt)*L / 2*i Where M is the PID torque value, m is the vehicle weight, angular velocity △w = PID speed value / 60, PID sampling time △t = 0.5s, wheel diameter L = 840mm, and reduction ratio i = 7.

07.

2. A rail vehicle wheel vector synchronization control method as claimed in claim 1, characterized in that: If the deviation coefficient satisfies the first preset condition and is determined to be out of sync, the control parameters assigned to the second traction motor are corrected according to the control parameters assigned to the first traction motor so that the rotation speeds of the two traction motors are equal, including: When the deviation coefficient k>0.05 and is maintained for more than 50ms, it is determined that the second traction motor needs to be compensated, and the compensation value required for the second traction motor is calculated; controlling the rotation speed of the second traction motor to be consistent with the rotation speed of the first traction motor according to the compensation value; in, The coefficient of deviation is: k=(n1-n2) / v0·100% Where, k is the deviation coefficient, n1 is the speed of the first traction motor, n2 is the speed of the second traction motor, and v0 is the driven wheel speed; The compensation value is: b=b ±1 *(b min +b0*M) In the formula, b is the compensation value, b ±1 is the compensation positive and negative coefficient. When the speed of the first traction motor is greater than the speed of the second traction motor, the compensation positive and negative coefficient is 1, otherwise it is -1; b0 is the compensation coefficient, ranging from 0.1 to 0.2, b min The minimum compensation value is 1.

3. A rail vehicle wheel vector synchronization control method as claimed in claim 1, characterized in that: When any traction motor of the rail vehicle is abnormal, adjusting the control parameters of the remaining traction motors so that the increase in the output torque of the remaining traction motors is consistent with the decrease in the output torque of the traction motor in the abnormal state includes: When a first traction motor is provided for a first pair of front-drive wheels on a rail vehicle, and a second traction motor is provided for a second pair of front-drive wheels, whether the traction motor is slipping is determined based on a wheel slip coefficient; When the wheel slip coefficient meets the second preset condition, it is determined that the traction motor corresponding to the wheel is slipping, and the control parameters of the other traction motor are adjusted so that the increase in the output torque of the other traction motor is kept consistent with the decrease in the output torque of the traction motor in the slipping state, until the motor does not slip and the output of the two motors is restored to be equal; The wheel slip coefficient is: γ=(v q -v0) / v q *100% Where γ is the wheel slip coefficient, v q is the speed of the first traction motor or the second traction motor, and v0 is the driven wheel speed.

4. A rail vehicle wheel vector synchronization control method as claimed in claim 3, characterized in that: When the wheel slip coefficient meets the second preset condition, it is determined that the traction motor corresponding to the wheel is slipping, and the control parameters of the other traction motor are adjusted so that the increase in the output torque of the other traction motor is kept consistent with the decrease in the output torque of the traction motor in the slipping state, until the motor does not slip and the dual motor output is restored to be equal, including: When the wheel slip coefficient γ of a certain wheel is greater than 0.15 and lasts for more than 50ms, it is determined that the traction motor of the wheel is slipping; The following operations are performed on the slipping traction motor: the set speed output by the acquired control end is used as the PID set value, the acquired driven wheel speed of the rail vehicle is used as the PID feedback value, and the slipping traction motor speed value is used as the PID output value, and the PID speed value of the slipping traction motor is obtained by PID calculation; the PID speed value of the slipping traction motor is converted into a PID torque value by a torque conversion formula; and then, under the control of the PID torque value of the slipping traction motor, the output torque of the slipping traction motor is reduced; The following operations are performed on the non-slip traction motor: the set speed output by the acquired control end is used as the PID set value, the driven wheel speed of the acquired rail vehicle is used as the PID feedback value, and the PID speed value is used as the PID output value, and the PID speed value of the non-slip traction motor is obtained by PID calculation; the PID speed value of the non-slip traction motor is converted into a PID torque value by a torque conversion formula; and then, according to the PID torque value of the non-slip traction motor, the output torque of the non-slip traction motor is increased, and the increase in the output torque is consistent with the decrease in the output torque of the slipping traction motor; Until the slipping traction motor stops slipping, the two traction motors are restored to a state of equal output.

5. A rail vehicle wheel vector synchronization control system, applied to the method according to any one of claims 1 to 4, characterized in that: include: a number of traction motors for driving the vehicle wheels; a motor controller for applying corresponding control to the connected traction motor; A traction master controller connected to the motor controller via a bus; and A control terminal that sends control instructions to the traction master controller.

6. A rail vehicle wheel vector synchronization control system as claimed in claim 5, characterized in that: The control end comprises: a control panel and a gear lever, a speed regulating handle, a motor selection switch and a brake handle arranged on the control panel.

7. A rail vehicle wheel vector synchronization control system as claimed in claim 6, characterized in that: The gear lever includes: forward gear, backward gear and neutral gear; The motor selection switch is used to select one or more traction motors to work; The brake handle is an air circuit controlled handle; The speed control handle is used for steplessly outputting the set speed, so that the traction motor drives the vehicle to achieve stepless speed regulation, and the speed accuracy is controlled within the range of ±5km / h.

8. A rail vehicle wheel vector synchronization control system as claimed in claim 5, characterized in that: If the rail vehicle is a front-wheel drive vehicle, the traction motor includes: a first traction motor for driving a first pair of front wheels respectively and a second traction motor for driving a second pair of front wheels.

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