Adaptive anti-slipping control method for AC drive locomotive

Abstract

The present application relates to the field of rail transit technology, and particularly relates to a kind of AC drive locomotive self-adaptive anti-slip control method.The method comprises the following steps: S1, obtaining the average speed of traction motor;S2, obtaining whether the locomotive has traction handle information;If the average speed of traction motor <0, and the locomotive has traction handle, then trigger the slip control algorithm, divide the degree of slip into different levels, and take traction braking, electric braking and air braking measures in different levels to realize real-time inhibition of locomotive slip;If the average speed of traction motor <0, and the locomotive has no traction handle, then trigger the slip control algorithm, directly apply air braking measures according to the average speed threshold of traction motor and the acceleration threshold of locomotive.The present application effectively prevents or inhibits locomotive slip, maximizes the reliability of locomotive operation, and reduces the safety risk of railway transportation.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, specifically to an adaptive anti-runaway control method for AC drive locomotives. Background Technology

[0002] With the rapid development of railway transportation, locomotive safety has received increasing attention. When encountering railway gradients or locomotives with high traction tonnage, insufficient traction can easily lead to runaway. Rain and snow can cause slippery rails, reducing the adhesion coefficient between the wheels and the rail surface, increasing the risk of locomotive runaway due to idling. Furthermore, driver errors during start-up and shutdown, or failure to monitor the locomotive's status in a timely manner, can also lead to runaway, potentially resulting in serious accidents. Therefore, researching an effective locomotive runaway prevention control algorithm is of significant practical importance.

[0003] A utility model patent with patent application number 202022097312.2 provides an automatic anti-slip braking system for an electric drive rail engineering vehicle. This system works by having a microcomputer determine whether the vehicle is slipping after it enters a stopped state. Slip detection elements at the wheelsets collect slip signals and feed them back to the microcomputer. Upon receiving the slip signal, the microcomputer outputs a braking signal to the frequency converter. The frequency converter, upon receiving the braking signal, outputs a braking force signal to the motor. The motor then increases the braking force according to the braking force signal to prevent slippage.

[0004] This method only detects wheel slippage by adding a slip detection element to determine locomotive runaway. It does not combine multi-dimensional locomotive data such as motor speed to judge the runaway state and runaway level, so it cannot accurately determine that the locomotive has runaway. At the same time, when the locomotive is running away, simply increasing the braking force by the motor cannot effectively suppress the locomotive runaway.

[0005] Therefore, existing technologies still need improvement. Summary of the Invention

[0006] To address the shortcomings of existing technologies, this invention proposes an adaptive anti-runaway control method for AC drive locomotives, in order to solve the problem that existing anti-runaway devices cannot effectively suppress locomotive runaway.

[0007] An adaptive anti-runaway control method for AC drive locomotives includes the following steps:

[0008] S1, obtain the average speed of the traction motor; wherein, the average speed of the traction motor when accelerating the locomotive is represented by a positive number, and the average speed of the traction motor when braking the locomotive in the opposite direction is represented by a negative number.

[0009] S2, obtain information on whether the locomotive has a traction handle;

[0010] If the average rotational speed of the traction motor < 0 and the locomotive has a traction handle, the anti-rolling control algorithm is triggered. The degree of rolling is divided into different levels, and traction braking, electric braking, and air braking measures are taken within different levels to achieve real-time suppression of the locomotive's rolling.

[0011] If the average rotational speed of the traction motor < 0 and the locomotive has no traction handle, the anti-rolling control algorithm is triggered, and air braking measures are directly applied according to the average rotational speed threshold of the traction motor and the acceleration threshold of the locomotive.

[0012] Furthermore, step S2 divides the degree of rolling into different levels, and the traction braking, electric braking, and air braking measures taken within different levels include:

[0013] Set the average rotational speed K of the traction motor, the average rotational speed threshold X0 of the traction motor in the backward-sliding state, the average rotational speed threshold X1 of the traction motor in the mode-conversion state, and the average rotational speed threshold X2 of the traction motor in the reverse-braking state, and X2 < X1 < X0 < 0;

[0014] If X0 < K < 0, the traction command and traction force request are maintained;

[0015] If X1 < K < X0, the traction command and traction force request are maintained, the rheostatic braking device is turned on, and the automatic sand-spreading function is activated;

[0016] If X2 < K < X1, the output of the traction command and traction force request is stopped, and the conduction state of the rheostatic braking device is maintained;

[0017] [[ID=二十一]]If K < X2, the conduction of the rheostatic braking device is maintained, and the maximum electric braking force output is first maintained until the speed of the locomotive is 0; if the average rotational speed of the traction motor still increases under the maximum electric braking force, air braking is applied to the locomotive.

[0018] Furthermore, when X0 < K < 0, the driver can also increase the traction gear to apply a greater traction force to suppress the rolling trend. If the average rotational speed of the traction motor ≥ 0 under the locomotive traction control, it is determined that the rolling trend is suppressed, and the traction command and traction force request are exited.

[0019] Furthermore, when X1 < K < X0, the driver can adjust the traction gear to increase the traction force of the locomotive and activate the automatic sand-spreading function to increase the adhesion to suppress the locomotive's rolling.

[0020] Furthermore, when X1 < K < X0, the display screen will also give a fault prompt of "Locomotive rolling - in the backward-sliding state", reminding the driver that the locomotive has entered the backward-sliding state and taking corresponding operations to suppress the locomotive's rolling. [[ID=三十一]]

[0021] Further, when K < X2, after the maximum electric braking force is output until the speed of the locomotive reaches 0, a prompt message "Locomotive running backwards - reverse braking applied" will be reported on the driver display interface.

[0022] Further, when K < X2, during a period when the locomotive applies air braking, the air braking and electric braking force will coexist. When the air braking force reaches the preset pressure value, the output of the electric braking force will stop.

[0023] Further, in step S2, after applying the air braking measure, the driver display interface feeds back various data information of the locomotive and displays an alarm message "Locomotive running backwards - applying air braking".

[0024] Further, an adaptive anti-rolling control method for an AC drive locomotive further includes:

[0025] a. Trigger the rolling control algorithm;

[0026] b. Obtain the locomotive's multiple-unit status. If the locomotive is in the multiple-unit status, determine the master locomotive of the multiple-unit formation;

[0027] c. Determine the locomotive with the largest rolling trend in the multiple-unit formation;

[0028] d. The master locomotive uses the data information of the locomotive with the largest rolling trend as the control basis to determine the rolling level of the entire train of locomotives, and calls the locomotive anti-rolling control algorithm according to the determination result; <000*********059>

[0029] e. After using the locomotive anti-rolling control algorithm to perform anti-rolling suppression on the entire train of locomotives, if the rotational speeds of the traction motors and the locomotive acceleration of all locomotives in the multiple-unit formation are zero, the master locomotive determines that there is no rolling trend in the entire train of locomotives and exits the locomotive anti-rolling control algorithm.

[0030] Further, the anti-rolling control algorithm called in step d classifies the degree of rolling into different levels in the same way as in step S2, and takes traction braking, electric braking, and air braking measures within different levels.

[0031] The beneficial effects of the present invention are as follows: Based on the premise of not changing the existing locomotive hardware structure, the microcomputer control system预判 the risk of locomotive rolling by collecting the locomotive's operation status information in real time. According to the预判 result, the rolling is classified into different levels, and traction braking, electric braking, air braking and other braking measures are adaptively controlled in real time under different rolling level modes, effectively preventing or suppressing locomotive rolling, improving the reliability of locomotive operation to the greatest extent, and reducing the safety risk of railway transportation. Brief Description of the Drawings

[0032] Figure 1 [[ID=*********036]]Shows the topology diagram of the existing locomotive traction system;

[0033] Figure 2 A flowchart illustrating an adaptive anti-runaway control method for AC drive locomotives provided by the present invention is shown.

[0034] Figure 3 The diagram shows the multi-locomotive anti-runaway control flowchart in an AC drive locomotive adaptive anti-runaway control method provided by the present invention. Detailed Implementation

[0035] It should be understood that the embodiments of the invention shown in the exemplary embodiments are merely illustrative. Although only a few embodiments have been described in detail in this invention, those skilled in the art will readily recognize that various modifications are possible without substantially departing from the teachings of the invention. Accordingly, all such modifications should be included within the scope of the invention. Other substitutions, modifications, variations, and deletions can be made to the design, operating conditions, and parameters of the following exemplary embodiments without departing from the spirit of the invention.

[0036] This invention provides an adaptive anti-runaway control method for AC drive locomotives, implemented based on the existing electrical topology of the locomotive. Figure 1 The diagram shows the topology of an existing locomotive traction system. It reveals that the traction system mainly includes a main generator, rectifier, intermediate DC link, traction inverter, regenerative braking system, and traction motor. When the microcomputer determines that the locomotive meets the traction entry conditions, it sends a traction command and traction force request to the traction inverter. At this time, the traction inverter drives the traction motor to provide traction force to the locomotive. When the microcomputer identifies that the locomotive meets the electric braking conditions, it sends an electric braking command and electric braking force request to the traction inverter. The traction motor enters braking mode, and the feedback energy is sent to the intermediate DC link. Part of this energy powers the auxiliary systems, and the remainder is consumed by the regenerative braking system, such as the regenerative brake band. Based on this, as follows... Figure 2 As shown, an embodiment of the present invention provides an adaptive anti-runaway control method for AC drive locomotives, comprising the following steps:

[0037] S1, obtain the average speed of the traction motor; whereby the average speed of the traction motor when accelerating the locomotive is represented by a positive number, and the average speed of the traction motor when braking the locomotive in the reverse direction is represented by a negative number; specifically, the microcomputer calculates and analyzes the average speed of the locomotive's traction motor based on the speed data collected by the sensors, and uses this data to determine the risk of the locomotive slipping. The traction system also has a fault detection module, which can automatically detect and alarm when a sensor malfunctions, ensuring system reliability.

[0038] S2, obtain information on whether the locomotive has a traction handle;

[0039] If the average rotational speed of the traction motor > 0 and the locomotive does not experience coasting, the anti-coasting control algorithm of the locomotive is not triggered. If the average rotational speed of the traction motor < 0 and the locomotive has a traction handle, the coasting control algorithm is triggered. The degree of coasting is divided into different levels, and preset traction braking, electric braking, and air braking measures are taken within different levels to achieve real-time suppression of the locomotive coasting.

[0040] If the average rotational speed of the traction motor < 0 and the locomotive has no traction handle, the coasting control algorithm is triggered, and air braking measures are directly applied according to the threshold of the average rotational speed of the traction motor and the acceleration threshold of the locomotive. Since the traction converter cannot provide traction force and electric braking force output when the locomotive has no traction handle, there is no need to conduct the resistance braking device in advance in the coasting suppression control measures.

[0041] Based on the scheme of the present invention, without changing the existing hardware structure of the locomotive, the microcomputer control system predicts the coasting risk of the locomotive by collecting the locomotive operation state information in real time. According to the prediction result, the coasting is divided into different levels, and traction braking, electric braking, air braking and other braking measures are controlled in real time and adaptively under different coasting level modes to achieve the coordinated control of the whole train, effectively prevent or suppress the locomotive coasting, improve the reliability of the locomotive operation to the greatest extent, and reduce the safety risk of railway transportation.

[0042] In this embodiment, step S2 divides the degree of coasting into different levels, and taking preset braking measures and air braking measures within different levels includes:

[0043] Set the average rotational speed K of the traction motor, the threshold X0 of the average rotational speed of the traction motor in the backward sliding state, the threshold X1 of the average rotational speed of the traction motor in the mode conversion state, and the threshold X2 of the average rotational speed of the traction motor in the reverse braking state, and X2 < X1 < X0 < 0;

[0044] If X0 < K < 0, the traction command and traction force request are maintained; within this speed range, the microcomputer determines that the locomotive has a coasting tendency. Since the average rotational speed of the traction motor is relatively small at this time, the microcomputer allows the locomotive to maintain the current coasting tendency, and the microcomputer maintains the current traction state.

[0045] If X1 < K < X0, the traction command and traction force request are maintained, the resistance braking device is conducted, and the automatic sanding function is activated; specifically, when the average rotational speed of the traction motor continuously increases to reach the threshold X0, it is determined that the locomotive enters the backward sliding state. The microcomputer maintains the traction force output, and the driver can activate the automatic sanding function to increase the adhesion force to suppress the locomotive coasting. When in the backward sliding state, the microcomputer conducts the resistance braking device to consume the energy fed back by the traction motor, effectively preventing the locomotive from malfunctioning due to overvoltage in the intermediate DC link.

[0046] If X2 < K < X1, stop outputting the traction instruction and traction force request, and keep the resistive braking device in the on state; when the locomotive is running in this speed range, it proves that the locomotive cannot suppress the tendency of running backwards under the current traction state, and the locomotive will enter the working condition conversion state. The locomotive microcomputer closes the traction instruction of the converter and keeps the resistive braking device in the on state to prepare for entering the reverse braking working condition.

[0047] If K < X2, keep the resistive braking device on and first keep the maximum electric braking force output until the speed of the locomotive is 0; if the average rotational speed of the traction motor still increases under the maximum electric braking force, the locomotive applies air braking. When the average rotational speed of the locomotive's traction motor reaches the threshold X2, the locomotive enters the reverse braking working condition, and the resistive braking device is on. Normally, under the electric braking working condition of the locomotive, when the speed of the locomotive is less than a certain value, the electric braking force will gradually decrease to 0. When the traction converter receives the reverse braking working instruction, the converter will enter a special working mode, and the microcomputer and the converter will keep the maximum braking force output until the speed of the locomotive is 0. If the average rotational speed of the traction motor still increases under the maximum electric braking force, it is considered that applying the maximum electric braking force cannot suppress the tendency of running backwards, and the locomotive will quickly apply air braking.

[0048] In this embodiment, when X0 < K < 0, the driver can also increase the traction force by increasing the traction gear to suppress the tendency of running backwards. If the average rotational speed of the traction motor ≥ 0 under the locomotive traction control, it is determined that the tendency of running backwards is suppressed, and the traction instruction and traction force request are exited.

[0049] In this embodiment, when X1 < K < X0, the driver can increase the locomotive traction force by adjusting the traction gear and activate the automatic sanding function to increase the adhesion to suppress the locomotive from running backwards. If the average rotational speed of the traction motor > X0 through the above suppression measures, the locomotive re-enters the normal traction state.

[0050] In this embodiment, when X1 < K < X0, the display screen will also give a fault prompt of "Locomotive running backwards - in the backward sliding state", reminding the driver that the locomotive has entered the backward sliding state and taking corresponding operations to suppress the locomotive from running backwards.

[0051] In this embodiment, when K < X2, after the maximum electric braking force is output until the speed of the locomotive is 0, the driver display screen interface gives a prompt message of "Locomotive running backwards - reverse braking applied". The data information of the locomotive and the risk of running backwards are timely fed back through the man-machine interface, which is convenient for the driver to understand the running state of the locomotive.

[0052] In this embodiment, when K < X2, during a period when the locomotive applies air braking, air braking and electric braking force will coexist. When the air braking force reaches the preset pressure value, the microcomputer stops the output of the electric braking force to prevent excessive braking force of the whole vehicle from causing wheel rubbing. During the application and release of the locomotive's electric braking force, the microcomputer will compare and analyze the average rotational speed of the traction motor and the feedback signal of the acceleration sensor with the set threshold X2, and adaptively adjust the corresponding rate of the application of the electric braking force according to the analysis result to ensure the smooth change of the locomotive speed.

[0053] In this embodiment, in step S2, after applying the air braking measure, the driver display screen interface feeds back various data information of the locomotive and displays an alarm message of "locomotive rolling - applying air braking". This facilitates the driver to understand the operating state of the locomotive. Through the linkage with other intelligent transportation systems, this embodiment of the solution realizes the full - link warning and disposal of locomotive rolling accidents, reducing the safety risks of railway transportation.

[0054] When multiple locomotives are in multiple - unit connection and trigger the locomotive anti - rolling control algorithm, the difference in the rolling judgment from the single - locomotive state is that the master locomotive conducts centralized monitoring and management of the multiple locomotives, and based on the multi - aspect and multi - dimensional locomotive data of the locomotive with the greatest rolling trend in the multiple - unit formation, the master locomotive conducts data acquisition, analysis and adaptive centralized control of the entire train of locomotives. The multi - locomotive multiple - unit anti - rolling control flow chart is as Figure 3 shown.

[0055] In this embodiment, the adaptive anti - rolling control method for AC - drive locomotives further includes:

[0056] a. Trigger the rolling control algorithm;

[0057] b. Obtain the multiple - unit connection state of the locomotive. If the locomotive is in the multiple - unit connection state, determine the master locomotive of the multiple - unit formation;

[0058] c. Determine the locomotive with the greatest rolling trend in the multiple - unit formation;

[0059] d. The master locomotive uses the data information of the locomotive with the greatest rolling trend as the control basis to determine the rolling level of the entire train of locomotives, and calls the locomotive anti - rolling control algorithm according to the determination result;

[0060] e. After using the locomotive anti - rolling control algorithm to suppress the rolling of the entire train of locomotives, if the rotational speeds of the traction motors and the locomotive accelerations of all locomotives in the multiple - unit formation are zero, the master locomotive determines that there is no rolling trend in the entire train of locomotives and exits the locomotive anti - rolling control algorithm.

[0061] Monitor and manage multiple locomotives in the multiple - unit connection mode, and conduct centralized dispatching control by the master locomotive to achieve the anti - rolling control of the entire formation of locomotives.

[0062] In this embodiment, the locomotive anti-runaway control algorithm called in step d is the same as the algorithm in step S2 that divides the runaway level into different levels and takes preset braking measures and air braking measures in different levels, so it will not be described again.

[0063] The above description is merely a preferred embodiment of the present invention and is not intended to limit the scope of the present invention. Any modifications or equivalent substitutions made to the present invention without departing from the spirit and scope thereof should be covered within the protection scope of the claims of the present invention.

Claims

1. An adaptive anti-runaway control method for AC drive locomotives, characterized in that, It includes the following steps: S1. Obtain the average rotational speed of the traction motor. Here, the average rotational speed of the traction motor when accelerating the locomotive is represented by a positive number, and the average rotational speed of the traction motor when braking the locomotive in reverse is represented by a negative number; S2. Obtain whether there is information about the traction handle of the locomotive; If the average rotational speed of the traction motor < 0 and the locomotive has a traction handle, trigger the anti-rolling control algorithm, divide the degree of rolling into different levels, and take traction braking, electric braking and air braking measures within different levels to achieve real-time suppression of the rolling of the locomotive. The steps of dividing the degree of rolling into different levels and taking traction braking, electric braking and air braking measures within different levels include: Set the average rotational speed K of the traction motor, the threshold value X0 of the average rotational speed of the traction motor in the backward-sliding state, the threshold value X1 of the average rotational speed of the traction motor in the mode-conversion state, and the threshold value X2 of the average rotational speed of the traction motor in the reverse-braking state, and X2 < X1 < X0 < 0; If X0 < K < 0, maintain the traction command and the traction force request; If X1 < K < X0, maintain the traction command and the traction force request, conduct the resistance braking device, and activate the automatic sand-spraying function; If X2 < K < X1, stop outputting the traction command and the traction force request, and maintain the conduction state of the resistance braking device; If K < X2, maintain the conduction of the resistance braking device, and first maintain the maximum electric braking force output until the speed of the locomotive is 0; if the average rotational speed of the traction motor still increases under the maximum electric braking force, the locomotive applies air braking; When X0 < K < 0, the driver can also increase the traction gear to apply a greater traction force to suppress the rolling trend. If the average rotational speed of the traction motor ≥ 0 under the locomotive traction control, it is determined that the rolling trend is suppressed, and the traction command and the traction force request are exited; If the average rotational speed of the traction motor < 0 and the locomotive has no traction handle, trigger the anti-rolling control algorithm, and directly apply air braking measures according to the threshold value of the average rotational speed of the traction motor and the acceleration threshold value of the locomotive; The adaptive anti-rolling control method for the AC drive locomotive further includes: a. Trigger the anti-rolling control algorithm; b. Obtain the locomotive's multiple-unit status. If the locomotive is in the multiple-unit status, determine the master locomotive of the multiple-unit formation; c. Determine the locomotive with the largest rolling trend in the multiple-unit formation; d. The master locomotive uses the data information of the locomotive with the largest rolling trend as the control basis to judge the rolling level of the whole train of locomotives, and call the anti-rolling control algorithm of the locomotive according to the judgment result; e. After calling the anti-rolling control algorithm of the locomotive to suppress the anti-rolling of the whole train of locomotives, if the rotational speeds of the traction motors and the accelerations of all locomotives in the multiple-unit formation are zero, the master locomotive determines that there is no rolling trend in the whole train of locomotives, and exits the anti-rolling control algorithm of the locomotive.

2. The AC drive locomotive adaptive anti-runaway control method according to claim 1, characterized in that, When X1 < K < X0, the driver can adjust the traction gear to increase the traction force of the locomotive, and activate the automatic sand-spraying function to increase the adhesion to suppress the rolling of the locomotive.

3. The AC drive locomotive adaptive anti-runaway control method according to claim 1, characterized in that, When X1 < K < X0, the display screen will also give a fault prompt of "Locomotive rolling - in the backward-sliding state", reminding the driver that the locomotive has entered the backward-sliding state and take corresponding operations to suppress the rolling of the locomotive.

4. The AC drive locomotive adaptive anti-runaway control method according to claim 1, characterized in that, When K < X2, after the maximum electric braking force is output until the speed of the locomotive reaches 0, the driver display screen interface will report the prompt information "Locomotive rolling back - Reverse braking applied".

5. The AC drive locomotive adaptive anti-runaway control method according to claim 1, characterized in that, When K < X2, during a period when the locomotive applies air braking, the air braking and electric braking force will coexist. When the air braking force reaches the preset pressure value, the output of the electric braking force will stop.

6. The AC drive locomotive adaptive anti-runaway control method according to claim 1, characterized in that, In step S2, after applying the air braking measure, the driver display screen interface will display the alarm information "Locomotive rolling back - Applying air braking".

7. The AC drive locomotive adaptive anti-runaway control method according to claim 1, characterized in that, In step d, the locomotive anti-rolling control algorithm is called and in step S2, the degree of rolling back is divided into different levels, and the traction braking, electric braking and air braking measures taken within different levels are the same.

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