A control system and method applied to a train door

Abstract

This invention discloses a control system for train doors, comprising a door controller, a permanent magnet synchronous motor, and door control signals. The door controller includes an EMI circuit, a power supply module, a safety circuit, an input port circuit, a CPU1, a motor drive module, and a current detection module. The permanent magnet synchronous motor includes motor windings, a magnetic encoder detection magnet, and a magnetic encoder. The magnetic encoder internally includes a magnetic encoder chip, a CPU2, and a CAN interface chip. The door control signals include an open signal, a close signal, a lock-in signal, an emergency unlock signal, a zero-speed signal, and an enable signal. The magnetic encoder significantly improves the motor's control accuracy and solves the accuracy and interference issues of Hall effect sensors. Through the FOC dead-zone compensation control algorithm, low-speed, high-torque operation is achieved, solving problems such as unstable door operation under special conditions, anti-pinch during opening and closing, and unreliable door closing. This improves door control performance, reduces vehicle operation risks, and ensures reliable vehicle operation.

Description

Technical Field

[0001] This invention belongs to the field of automatic door technology, and in particular relates to a control system and method for train doors. Background Technology

[0002] Currently, existing rail transit vehicle door motors use brushless DC motors, with Hall effect sensors as the position sensors and a six-step commutation control method. However, this method presents several problems in special operating conditions: when the door controller and motor are installed far apart, such as more than 15 meters, the motor's coded signal is susceptible to interference, affecting the stability and accuracy of door control; and under special conditions, the door may trigger an anti-pinch fault during closing, preventing normal closure and the train's safety interlock circuit from closing. This necessitates multiple manual opening and closing operations to achieve closure, impacting normal vehicle operation. Summary of the Invention

[0003] Purpose of the invention: The purpose of this invention is to provide a train door control system with high control precision and high reliability; another purpose of this invention is to provide a control method applied to train doors.

[0004] Technical solution: The control system for train doors described in this invention includes a door controller, a permanent magnet synchronous motor, and a door control signal. The door control signal is input to the door controller, which determines the position of the door and the next action to be performed by the door based on the door control signal. The permanent magnet synchronous motor is equipped with a magnetic encoder to improve the control accuracy of the door motor by the door controller.

[0005] The door controller includes an EMI circuit, a power module, a safety circuit, an input port circuit, a CPU1, a motor drive module, and a current detection module. The permanent magnet synchronous motor includes motor windings, a magnetic encoder, and a magnetic encoder. The magnetic encoder internally includes a magnetic encoder chip, a CPU2, and a CAN interface chip. The door control signals include an open signal, a close signal, a lock-in signal, an emergency unlock signal, a zero-speed signal, and an enable signal. The open signal, close signal, zero-speed signal, and enable signal of the train door are connected to the input port circuit, while the lock-in switch signal, emergency unlock switch signal, and train enable signal are input to the safety circuit. The door control signals are processed and input to the CPU1. The CPU1 drives the motor through the motor drive module to open and close the door, and detects the current of the permanent magnet synchronous motor through the current detection module to provide overcurrent protection for the motor. The CPU1 is also connected to the CPU2 of the permanent magnet synchronous motor. The CPU2 transmits the motor information detected by the magnetic encoder chip to the CPU1 for controlling the motor's state.

[0006] The current detection module is used to detect the two-phase current of the permanent magnet synchronous motor, and the third-phase current is obtained through calculation. The motor current is compensated according to the dead-zone compensation algorithm to counteract the influence of the dead zone. The three-phase current is transformed by Clark to obtain the A-phase current I. α and B-phase current I β The q-axis current I is obtained by performing a Park transformation based on the magnetic encoder position information. q and d-axis current I d I q and I d Each with the set value Calculate the error value, and substitute the q-axis current error value into the q-axis current PI loop to calculate the q-axis voltage V. q Substituting the d-axis current error value into the d-axis current PI loop calculation, the d-axis voltage V is obtained. d ; For V q V d The inverse Park transform is used to obtain the phase A voltage V. α and voltage V in direction B β Finally, SVPWM control generates 6 PWM signals to control the permanent magnet synchronous motor.

[0007] The EMI current divides the external gate controller input power into two parts: one part supplies the power module, which outputs multiple power supplies to provide the control power required by each module of the gate controller and the magnetic encoder; the other part is input to the safety circuit, which controls the motor power supply. The current detection module is used to detect the current of the permanent magnet synchronous motor. When an overcurrent occurs, it transmits an overcurrent signal to the motor drive module, which immediately shuts down the six PWM signals.

[0008] The magnetic encoder detection magnet is mounted on the tail end shaft of the permanent magnet synchronous motor and is used to detect the rotation information of the motor.

[0009] The magnetic encoder is installed at the tail of the motor, and the magnetic encoder chip on the magnetic encoder is assembled according to the concentricity requirements with the magnetic encoder detection magnet.

[0010] The magnetic coding accuracy can reach 0.0014 degrees.

[0011] The CPU2 is connected to the CPU1 via a CAN interface chip and a CAN line, with the CAN line being a twisted-pair shielded cable.

[0012] A method for controlling a train door includes the following steps:

[0013] Step 1: After the door controller is powered on, CPU1 and CPU2 perform initialization after power-on; CPU1 reads the position information of the train door through the input port circuit and the safety circuit, and reads the status information of the motor through CPU1;

[0014] Step 2: Detect the control signal of the car door to determine the next working state of the door. If opening or closing the door is not required, the door maintains its current state; if opening or closing the door is required, execute speed loop PI regulation based on the speed curve information, and compensate the motor current according to the dead zone compensation algorithm; obtain the A-phase current I by performing Clark transformation on the three-phase current. α and B-phase current I β The q-axis current I is obtained by performing a Park transformation based on the magnetic encoder position information. q and d-axis current I d I q and I d Each with the set value Calculate the error value, and substitute the q-axis current error value into the q-axis current PI loop to calculate the q-axis voltage V. q Substituting the d-axis current error value into the d-axis current PI loop calculation, the d-axis voltage V is obtained. d ; For V q V d The inverse Park transform is used to obtain the phase A voltage V. α and voltage V in direction B β Finally, SVPWM control generates 6 PWM signals to control the permanent magnet synchronous motor and complete the opening and closing process of the train door.

[0015] Step 3: During the opening and closing of the train doors, obstacle detection and positioning detection are performed sequentially.

[0016] In step 3, the obstacle detection process includes: if an obstacle exists, an anti-pinch process is executed, and the system waits for the next detection to determine whether the obstacle has been removed. If the obstacle has been removed, a positioning detection is performed; if the obstacle has not been removed, the door is opened. If the door is not fully open or closed, the absolute position of the magnetic encoder is used as the door information. This information is fed back to CPU1, and CPU1 controls the motor drive module to perform the door opening and closing process again to complete the door opening and closing.

[0017] Beneficial effects: Compared with the prior art, the present invention has the following significant advancements: The present invention greatly improves the control accuracy of the door motor by using a magnetic encoder, thereby improving the smoothness of door control; the brushless DC motor is replaced with a permanent magnet synchronous servo motor, and the door controller uses CAN communication to collect motor position information from the magnetic encoder, solving the problem of the motor encoding signal being easily interfered with; the motor control algorithm is changed from the six-step commutation method to the FOC dead-zone compensation control algorithm, achieving low speed and high torque, ensuring reliable opening and closing of the door, reducing door operation failures, and improving the reliability of vehicle operation. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the train door system of the present invention;

[0019] Figure 2 This is a control flowchart of the door control system of the present invention. Detailed Implementation

[0020] like Figures 1-2 As shown, the control system for train doors in this invention includes a door controller, a permanent magnet synchronous motor, and door control signals. The door controller includes an EMI circuit, a power supply module, a safety circuit, an input port circuit, a CPU1, a motor drive module, and a current detection module. The permanent magnet synchronous motor includes motor windings, a magnetic encoder detection magnet, and a magnetic encoder. The magnetic encoder also includes a magnetic encoder chip, a CPU2, and a CAN interface chip. The door control signals include an open signal, a close signal, a lock-in signal, an emergency unlock signal, a zero-speed signal, and an enable signal.

[0021] The door controller processes the externally input power through an EMI circuit to meet industry-required EMC standards. The EMI circuit is then divided into two parts: one part supplies power to the power module, which outputs multiple power supplies to provide control power to various modules of the door controller and the magnetic encoder; the other part inputs to the safety circuit, which then powers the motor. The input circuit processes the door opening signal, door closing signal, zero-speed signal, and enable signal provided by the train. Simultaneously, it monitors the status of the door system's lock-in switch and emergency unlock switch, transmitting this information to the door controller CPU1. CPU1 then performs corresponding door control based on these signals. Another contact of the lock-in switch and emergency unlock switch is connected to the vehicle's safety interlock circuit; if a door fails to close, the vehicle cannot be towed. The lock-in switch signal, emergency unlock switch signal, and train enable signal are input to the safety circuit. The safety circuit controls the motor bus power supply based on these signal states. When the lock-in switch or emergency unlock switch is triggered, or the train enable signal is valid, the safety circuit enables the motor drive module's bus power supply, allowing the motor to drive and achieve the door opening or closing requirements.

[0022] The current detection module is used to detect the two-phase current of the permanent magnet synchronous motor. The third-phase current is obtained through calculation. A dead-zone compensation algorithm is used to compensate for the motor current, thus offsetting the influence of the dead zone. The three-phase current is then transformed by Clark to obtain the A-phase current I. α and B-phase current I β The q-axis current I is obtained by performing a Park transformation based on the magnetic encoder position information. q and d-axis current I d I q and I d Each with the set value Calculate the error value, and substitute the q-axis current error value into the q-axis current PI loop to calculate the q-axis voltage V. q Substituting the d-axis current error value into the d-axis current PI loop calculation, the d-axis voltage V is obtained. d ; For V q V d The inverse Park transform is used to obtain the phase A voltage V. α and voltage V in direction B β Finally, SVPWM control generates six PWM signals to control the permanent magnet synchronous motor. When the current detection module detects an overcurrent in the motor, it sends an overcurrent signal to the motor drive module. The motor drive module immediately shuts off the six PWM signals, stopping the motor output and protecting the gate controller and motor from damage.

[0023] The magnetic encoder detection magnet is mounted on the tail shaft of the permanent magnet synchronous motor, directly reflecting the motor's rotation. The magnetic encoder board is mounted at the tail of the motor, and the magnetic encoder chip on the encoder is assembled according to the concentricity requirements with the magnetic encoder detection magnet. After the magnetic encoder passes the zeroing test, the motor's position can be detected. The magnetic encoder chip transmits the detected motor position and speed information to CPU2, which then converts it into CAN data and transmits it to the gate controller's CPU1 via the CAN interface chip. The permanent magnet synchronous motor and the gate controller communicate via CAN, and the CAN line uses twisted-pair shielded wire to improve the protection against interference during data transmission. The magnetic encoder's accuracy can reach 0.0014 degrees, greatly improving the motor control precision.

[0024] A control method for train doors includes the following steps: After the door controller is powered on, CPU1 and CPU2 perform initialization; CPU1 reads the position information of the train door through the input circuit and safety circuit, and reads the motor status information; the control signal of the door is detected to change the door status, and if there is no signal, the door maintains its current state; if there is a change, speed loop PI regulation is performed according to the speed curve information, and the motor current is compensated according to the dead-zone compensation algorithm; the A-phase current I is obtained by performing Clark transformation on the three-phase current. αand B-phase current I β The q-axis current I is obtained by performing a Park transformation based on the magnetic encoder position information. q and d-axis current I d I q and I d Each with the set value Calculate the error value, and substitute the q-axis current error value into the q-axis current PI loop to calculate the q-axis voltage V. q Substituting the d-axis current error value into the d-axis current PI loop calculation, the d-axis voltage V is obtained. d ; For V q V d The inverse Park transform is used to obtain the phase A voltage V. α and voltage V in direction B β Finally, SVPWM control generates six PWM signals to control the permanent magnet synchronous motor, completing the train door opening and closing process. During the opening and closing of the train door, obstacle detection and positioning detection are performed sequentially. The obstacle detection process includes: if an obstacle exists, an anti-pinch process is executed, waiting for the next detection to determine if the obstacle has been removed; if removed, positioning detection is performed; if not removed, the door is opened. If the door is not fully open or closed, the absolute position of the magnetic encoder is used as the door information. This information is fed back to CPU1, and CPU1 controls the motor drive module to perform the door opening and closing process again, completing the door opening and closing.

Claims

1. A control system for train doors, comprising a door controller, a permanent magnet synchronous motor, and door control signals, characterized in that, The door control signal is input to the door controller, which determines the door's position and the next action to be performed based on the signal. The permanent magnet synchronous motor incorporates a magnetic encoder to improve the controller's precision in controlling the door motor. The door controller includes an EMI circuit, power module, safety circuit, input circuit, CPU1, motor drive module, and current detection module. The permanent magnet synchronous motor includes motor windings, a magnetic detection magnet, and a magnetic encoder. The magnetic encoder also includes a magnetic encoder chip, CPU2, and a CAN interface chip. The door control signals include an open signal, a close signal, a lock-in signal, an emergency unlock signal, a zero-speed signal, and an enable signal. The train door's open and close signals... The zero-speed signal and enable signal are connected to the input circuit. The lock-in switch signal, emergency unlock switch signal, and train enable signal are input to the safety circuit. The door control signal is processed and input to CPU1. CPU1 drives the motor to open and close the door through the motor drive module. The current detection module detects the current of the permanent magnet synchronous motor and provides overcurrent protection for the motor. CPU1 is also connected to CPU2 of the permanent magnet synchronous motor. CPU2 transmits the motor information detected by the magnetic encoder chip to CPU1 for controlling the motor status. The current detection module is used to detect the two-phase current of the permanent magnet synchronous motor. The third-phase current is obtained through calculation. According to the dead-zone compensation algorithm, the motor current is compensated to offset the influence of the dead zone on the motor current. The three-phase current is used to obtain the A-phase current through Clark transformation. and B-phase current The q-axis current is obtained by performing a Park transformation based on the magnetic encoder position information. and d-axis current , and Each with the set value , Calculate the error value, and substitute the q-axis current error value into the q-axis current PI loop to calculate the q-axis voltage. Substituting the d-axis current error value into the d-axis current PI loop calculation yields the d-axis voltage. ;right , The A-phase voltage is obtained by performing the inverse Park transform. and B-phase voltage Finally, SVPWM control generates 6 PWM signals to control the permanent magnet synchronous motor.

2. The control system for train doors according to claim 1, characterized in that, The EMI circuit divides the external gate controller input power into two parts. One part supplies the power module, which outputs multiple power supplies to provide the control power required by each module of the gate controller and the magnetic encoder. The other part supplies the safety circuit, which controls the motor power. The current detection module is used to detect the current of the permanent magnet synchronous motor. When an overcurrent occurs, it transmits an overcurrent signal to the motor drive module, which immediately shuts down the six PWM signals.

3. A control system for train doors according to claim 1, characterized in that, The magnetic encoder detection magnet is mounted on the tail end shaft of the permanent magnet synchronous motor and is used to detect the rotation information of the motor.

4. A control system for train doors according to claim 1, characterized in that, The magnetic encoder is installed at the tail of the motor, and the magnetic encoder chip on the magnetic encoder is assembled according to the concentricity requirements with the magnetic encoder detection magnet.

5. A control system for train doors according to claim 4, characterized in that, The accuracy of the magnetic coding can reach 0.0014 degrees.

6. A control system for train doors according to claim 1, characterized in that, The CPU2 is connected to the CPU1 via a CAN interface chip and a CAN line, which is a twisted-pair shielded cable.

7. A train door control method using the control system described in claim 1, characterized in that, Includes the following steps: Step 1: After the door controller is powered on, CPU1 and CPU2 perform initialization after power-on; CPU1 reads the position information of the train door through the input port circuit, and CPU2 reads the status information of the motor. Step 2: Detect the door control signal to determine the next working state of the door. If opening or closing the door is not required, the door maintains its current state. If opening or closing the door is required, execute speed loop PI regulation based on the speed curve information, and compensate the motor current according to the dead-zone compensation algorithm. Obtain the A-phase current by performing Clark transformation on the three-phase current. and B-phase current The q-axis current is obtained by performing a Park transformation based on the magnetic encoder position information. and d-axis current , and Each with the set value , Calculate the error value, and substitute the q-axis current error value into the q-axis current PI loop to calculate the q-axis voltage. Substituting the d-axis current error value into the d-axis current PI loop calculation yields the d-axis voltage. ;right , The A-phase voltage is obtained by performing the inverse Park transform. and B-phase voltage Finally, SVPWM control generates 6 PWM signals to control the permanent magnet synchronous motor and complete the opening and closing process of the train door. Step 3: During the opening and closing of the train doors, obstacle detection and positioning detection are performed sequentially.

8. The train door control method according to claim 7, characterized in that, The obstacle detection process in step 3 includes: if an obstacle exists, an anti-pinch process is executed, and the system waits for the next detection to determine whether the obstacle has been removed. If the obstacle has been removed, a positioning detection is performed; if the obstacle has not been removed, the door is opened. If the door is not fully open or closed, the absolute position of the magnetic encoder is used as the door information. This information is fed back to CPU1, and CPU1 controls the motor drive module to perform the door opening and closing process again to complete the door opening and closing.

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