Dynamic braking control method, device and equipment of gantry control system

Abstract

The invention discloses an energy consumption braking control method, device and equipment for a gantry control system, and the method comprises the following steps: judging whether a braking resistor is connected to carry out energy consumption braking or not according to the energy generated in the motor braking process of the gantry control system and the energy consumed and absorbed by a bus capacitor; controlling the access time of the brake resistor according to a preset energy consumption brake starting voltage value and the bus voltage; and calculating the net heat energy of the brake resistor according to the access time of the brake resistor. The method aims at solving the problems that in an existing method, control parameters are many, implementation is complex, and adjustment is not easy. By optimizing the control parameters, the energy consumption braking adjusting process is simplified, the energy consumption braking control efficiency and precision are improved, and the safety and stability of the gantry control system are improved by adding warning and protection functions.

Description

Technical Field

[0001] The present application relates to the field of motor control, and in particular to an energy-consuming braking control method, device and equipment for a gantry control system. Background Art

[0002] In servo drive systems, especially in scenarios with special mechanical structures such as gantry systems, fast positioning, high-speed operation, and frequent speed changes or start-stop control are common requirements. However, these operations may also bring a series of problems, such as the bus voltage rising due to the power generation state of the motor during braking and deceleration, and mechanical structure damage caused by abnormal drive control of one axis and no response from the other axis. During braking and deceleration, the motor converts mechanical kinetic energy into electrical energy due to inertia, causing the bus voltage of the drive to rise rapidly. If the bus voltage exceeds the rated voltage range of the drive, it will damage the servo drive and cause it to operate abnormally.

[0003] In order to solve the problem of rapid rise in the driver bus voltage caused by frequent braking and the motor being in a power generation state, existing technologies usually connect a braking resistor between the busbars. When the driver bus voltage exceeds a certain threshold, a dynamic braking resistor is connected to consume excess electrical energy, thereby avoiding the problem of excessive bus voltage. During motor deceleration braking, when the bus voltage is greater than the set threshold, the control switch tube is turned on to connect the braking resistor to release the electrical energy. Therefore, the excess electrical energy generated by the motor braking is also converted into heat energy on the resistor. If not handled properly, it will affect the safety and stability of the system. In previous studies, the energy consumption braking method is more complicated to implement, the algorithm needs to adjust more control parameters, and the situation is different under different braking conditions. It usually needs to be adjusted according to different braking conditions, and the ease of use is poor. When performing energy consumption braking processing at the same time, only the independent axis is considered, and the particularity of the gantry dual-drive structure is not considered. Summary of the invention

[0004] The main purpose of this application is to provide a dynamic braking control method based on a gantry dual-drive system, aiming to solve the problems of multiple control parameters, complex implementation, and difficulty in adjustment of the dynamic braking algorithm in the existing method. This method simplifies the adjustment process of dynamic braking by optimizing the control parameters, improves the efficiency and accuracy of dynamic braking control, and at the same time improves the safety and stability of the gantry control system by adding warning and protection functions.

[0005] To achieve the above object, the present application provides a method for controlling an energy-consuming brake of a gantry control system, the method comprising the following steps:

[0006] According to the energy generated by the motor and the energy consumed by the bus capacitor during the braking process of the gantry control system, it is determined whether to connect the braking resistor for energy-consuming braking;

[0007] Controlling the connection time of the braking resistor for dynamic braking according to a preset dynamic braking start voltage value and a bus voltage;

[0008] The net heat energy of the braking resistor is calculated according to the connection time of the braking resistor for energy-consuming braking.

[0009] In one embodiment, the step of determining whether to connect a braking resistor for energy-consuming braking according to the energy generated by the motor and the energy consumed by the bus capacitor during the braking process of the gantry control system further includes:

[0010] Identify and record the system inertia results of the driving and driven shafts;

[0011] Calculate the energy generated during the motor braking process of the gantry control system according to the system inertia result and the speed of the motor of the gantry control system before and after braking;

[0012] Calculate the energy that the bus capacitor can consume and absorb according to the maximum voltage of the normal operation of the gantry control system and the initial braking voltage;

[0013] According to the difference between the energy generated during the braking process of the motor and the energy consumed and absorbed by the bus capacitor, it is determined whether the braking resistor needs to be connected for energy-consuming braking.

[0014] In one embodiment, the step of determining whether it is necessary to connect the braking resistor for energy-consuming braking according to the difference between the energy generated during the braking process of the motor and the energy consumed and absorbed by the bus capacitor further includes:

[0015] When the difference between the energy generated during the motor braking process of the gantry control system and the energy consumed and absorbed by the bus capacitor is less than a preset value, the braking resistor is not connected and the bus capacitor is used to consume and absorb the energy generated by the motor braking;

[0016] When the difference between the energy generated during the motor braking process of the gantry control system and the energy consumed and absorbed by the bus capacitor is not less than a preset value, the braking resistor is connected to consume and absorb the overflow energy generated by the motor braking.

[0017] In one embodiment, the step of controlling the connection time of the braking resistor for dynamic braking according to the preset dynamic braking start voltage value and the bus voltage further includes:

[0018] Real-time detection of the bus voltage of the gantry control system;

[0019] When the bus voltage value is greater than a preset dynamic braking start voltage value, the brake switch tube is controlled to be turned on so that the brake resistor performs dynamic braking;

[0020] When the bus voltage value is not greater than the preset dynamic braking start voltage value, the brake switch tube is controlled to be closed;

[0021] According to the conduction condition of the brake switch tube, the connection time of the brake resistor for energy-consuming braking within a preset period is recorded.

[0022] In one embodiment, the step of calculating the net heat energy of the braking resistor according to the connection time of the braking resistor for energy-consuming braking further includes:

[0023] Calculating the average heat generated by the brake resistor within a preset period according to the on-time of the brake switch tube;

[0024] The average heat energy of the braking resistor in a preset period is subtracted from the natural heat dissipation energy of the braking resistor in a preset period to obtain the net heat energy of the braking resistor in the preset period;

[0025] When the accumulated net heat energy on the braking resistor reaches a preset energy threshold of the servo driver of the gantry control system, the servo driver generates an abnormal alarm;

[0026] When it is detected that the active shaft of the gantry control system receives an alarm of abnormal dynamic braking, the active shaft performs corresponding fault protection processing on the driven shaft.

[0027] In one embodiment, when the active shaft of the gantry control system receives an alarm of abnormal dynamic braking, the active shaft performs corresponding fault protection processing on the driven shaft, further comprising:

[0028] The active shaft and the driven shaft of the gantry control system interact with each other on the alarm information of abnormal dynamic braking within a preset time period;

[0029] After the driven shaft of the gantry control system receives an abnormal dynamic braking alarm, the current active shaft stops the driven shaft from working.

[0030] In one embodiment, before the step of determining whether to connect a braking resistor for energy-consuming braking according to the energy generated during the braking process of the gantry control system and the energy consumed and absorbed by the bus capacitor, the step further includes:

[0031] Detecting the working status of the gantry control system;

[0032] When the working state of the gantry control system is in a working state with no fault indication, the step of judging whether to connect the braking resistor for energy-consuming braking according to the energy generated by the motor and the energy absorbed by the bus capacitor during the braking process of the gantry control system is executed.

[0033] In one embodiment, the method further comprises:

[0034] Performing delay filtering on the bus voltage to filter out interference signals existing in the bus voltage;

[0035] Calculating the load rate of the brake resistor within a preset period according to the on-time of the brake switch tube;

[0036] According to the current braking resistor load rate, the braking resistor with a ratio within a preset interval is selected.

[0037] In addition, to achieve the above-mentioned purpose, the present application also provides an energy consumption braking control device for a gantry control system, the device comprising: a mode judgment module, an energy consumption control module and a protection linkage module;

[0038] The mode judgment module determines whether to connect the braking resistor for energy consumption braking according to the energy generated by the motor and the energy consumed by the bus capacitor during the braking process of the gantry control system;

[0039] An energy consumption control module controls the connection time of the braking resistor for energy consumption braking according to a preset energy consumption braking start voltage value and a bus voltage;

[0040] The protection linkage module calculates the net heat energy of the braking resistor according to the connection time of the braking resistor for energy consumption braking.

[0041] In addition, to achieve the above-mentioned purpose, the present application also provides an energy-consuming braking control device for a gantry control system, the energy-consuming braking control device for the gantry control system comprising: a memory, a processor, and a processing program for the energy-consuming braking control of the gantry control system stored in the memory and executable on the processor, the processing program for the energy-consuming braking control of the gantry control system implements the steps of the energy-consuming braking control method for the above-mentioned gantry control system when the processing program for the energy-consuming braking control of the gantry control system is executed by the processor.

[0042] The above one or more technical solutions provided by this application may have the following advantages or at least achieve the following technical effects:

[0043] The present application discloses a method, device and equipment for controlling energy-consuming braking of a gantry control system, which relates to the field of motor control. The technical method comprises the following steps: judging whether to connect a braking resistor for energy-consuming braking according to the energy generated during the motor braking process of the gantry control system and the energy consumed and absorbed by the bus capacitor; controlling the connection time of the braking resistor according to the preset energy-consuming braking start voltage value and the bus voltage; calculating the net heat energy of the braking resistor according to the connection time of the braking resistor, and when the net heat energy of the braking resistor reaches the preset energy threshold, the gantry control system performs protection processing for energy-consuming braking fault. The technical solution of the present application optimizes the energy-consuming braking control method of the gantry double Y mechanical structure by correctly calculating the braking energy, monitoring the bus voltage in real time, calculating the load rate of the braking resistor, and realizing protection linkage. These measures not only improve the safety performance of the system, but also reduce user costs and improve the utilization rate of the communication resources of the gantry system. Through the panel display and preset function of the servo driver, the user can easily view the load rate of the braking resistor, set the parameters such as the interaction cycle, so as to realize the refined management of the energy-consuming braking control of the system. The present application aims to solve the problems of many control parameters of the energy-consuming braking algorithm, complex implementation and difficulty in adjustment in the existing method. This method simplifies the adjustment process of dynamic braking by optimizing control parameters, improves the efficiency and accuracy of dynamic braking control, and improves the safety and stability of the gantry control system by adding warning and protection functions. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the structures shown in these drawings without paying any creative work.

[0045] Figure 1 It is a flow chart of Embodiment 1 of the energy-consuming braking control method of the gantry control system proposed in the embodiment of the present application;

[0046] Figure 2 A flow chart of Embodiment 2 of the energy-consuming braking control method for the gantry control system proposed in the embodiment of the present application;

[0047] Figure 3 A flow chart of Embodiment 3 of the energy-consuming braking control method for the gantry control system proposed in the embodiment of the present application;

[0048] Figure 4 This is a flow chart of Example 4 of the energy-consuming braking control method for the gantry control system proposed in the embodiment of the present application.

[0049] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0050] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0051] It should be noted that if the embodiments of the present application involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative position relationship, movement status, etc. between the components in a certain specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0052] In addition, if there are descriptions involving "first", "second", etc. in the embodiments of the present application, the descriptions of "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their relative importance or implicitly indicating the number of technical features indicated. Therefore, the features limited to "first" and "second" may explicitly or implicitly include at least one of the features. In addition, if "and / or" or "and / or" appears in the full text, its meaning includes three parallel schemes. Taking "A and / or B" as an example, it includes scheme A, or scheme B, or a scheme that satisfies both A and B. In addition, the technical solutions between the various embodiments can be combined with each other, but it must be based on the ability of ordinary technicians in the field to implement. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection required by this application.

[0053] In the field of modern industrial automation, gantry systems are widely used due to their high precision, high efficiency and strong carrying capacity. However, gantry systems are prone to a series of problems during rapid positioning, high-speed operation, and frequent speed changes or start-stop control, such as the bus voltage rise caused by the power generation state of the motor during braking and deceleration, and the mechanical structure damage caused by the abnormal drive control of one axis and the failure of the other axis to respond. These problems not only affect the normal operation of the system, but may also cause equipment failure or even safety accidents. Therefore, an effective energy consumption braking control method involved in the present application is particularly important, which mainly solves the problem of bus voltage rise and mechanical structure damage caused by abnormal drive control of two axes during motor braking and deceleration, aiming to optimize the braking process and improve the safety and stability of the system. Traditional energy consumption braking algorithms may involve multiple complex control parameters, and the adjustment of these parameters often requires professional knowledge and experience, which increases the complexity and maintenance cost of the system. This design scheme reduces the number of control parameters by optimizing the algorithm, making the braking control more concise and easy to adjust. This helps users to effectively adjust and maintain the system without a deep technical background. In the process of energy consumption braking, the selection of braking resistors is crucial to the braking effect and system performance. This design provides a scientific guide for the selection of brake resistors by calculating the energy consumption brake load rate. This not only ensures that the brake resistor can meet the braking requirements of the system, but also avoids the problem of over-braking or under-braking, thereby improving the overall performance and efficiency of the system.

[0054] In dynamic braking control, noise interference from bus voltage may cause false triggering of the brake switch tube, thus affecting the braking effect and the stability of the system. This design adds a preset time filter when triggering the brake switch tube to open or close. In this way, the noise interference in the bus voltage can be effectively filtered out to avoid the occurrence of false triggering problems, thereby improving the accuracy and stability of dynamic braking control. Safety performance is one of the important considerations for any control system. This design introduces a dual protection mechanism of warning and fault. When the system detects a potential braking problem, it will first issue a warning to prompt the user to check and maintain. If the problem cannot be solved in time, the system will automatically enter the fault protection mode to ensure the safe operation of the system. This dual protection mechanism helps to improve the safety performance of the system and reduce the risk of failure.

[0055] In scenarios with special mechanical structures such as gantry systems, fast positioning, high-speed operation, and frequent speed changes or start-stop control are core requirements. However, these operations may also bring a series of challenges, especially the problem of bus voltage climbing caused by the power generation state of the motor during braking and deceleration, and the risk of mechanical structure damage caused by abnormal drive control of one axis and no response from the other axis. In response to these problems, this application proposes a first embodiment of the gantry control system energy consumption braking control method, please refer to Figure 1 , the method comprises steps S10 to S30:

[0056] Step S10, judging whether to connect a braking resistor for energy-consuming braking according to the energy generated by the motor and the energy absorbed by the bus capacitor during the braking process of the gantry control system;

[0057] Step S20, controlling the connection time of the braking resistor for dynamic braking according to a preset dynamic braking start voltage value and a bus voltage;

[0058] Step S30, calculating the net heat energy of the braking resistor according to the connection time of the braking resistor for energy-consuming braking.

[0059] It should be noted that in this embodiment, the energy-consuming braking control method of the gantry control system designed by this application realizes precise control and safety protection of the energy-consuming braking process of the gantry dual-drive system through real-time monitoring and calculation, dynamic adjustment of the braking resistor access time, calculation of the net thermal energy of the braking resistor and early warning, and design of a protection linkage mechanism. This method improves the stability, safety and ease of use of the system, and provides effective technical support for scenarios with special mechanical structures such as gantry systems.

[0060] Step S10, during the braking process of the gantry control system, it is first necessary to determine whether it is necessary to connect a braking resistor for energy-consuming braking based on the energy generated by the system and the energy consumed by the bus capacitor. The core of this step is to accurately calculate the energy generated during the braking process and compare it with the energy storage capacity of the bus capacitor. The specific implementation is to monitor the mechanical kinetic energy conversion of the motor during the braking process in real time through sensors or mathematical models, and calculate the electrical energy generated during the braking process. According to the specifications and current state of the bus capacitor, evaluate the energy it can absorb. Compare the electrical energy generated during the braking process with the energy that the bus capacitor can absorb. If the electrical energy generated during the braking process exceeds the energy storage capacity of the bus capacitor, it is determined that a braking resistor needs to be connected for energy-consuming braking. Real-time monitoring and calculation ensure the accuracy and timeliness of the judgment. At the same time, the system status and bus capacitor capacity are comprehensively considered to avoid misjudgment and excessive braking.

[0061] Step S20, after determining that a braking resistor needs to be connected for energy-consuming braking, it is necessary to control the connection time of the braking resistor according to the preset energy-consuming braking voltage value. The core of this step is to ensure that the bus voltage does not exceed the rated voltage range of the driver, while minimizing the energy consumption and heat generation of the braking resistor. The specific implementation includes presetting an energy-consuming braking voltage value according to the rated voltage range of the driver and the safety requirements of the system. The changes in the bus voltage are monitored in real time by sensors. When the bus voltage reaches the preset energy-consuming braking voltage value, the switch tube is controlled to conduct and connect the braking resistor for energy-consuming braking. At the same time, the connection time of the braking resistor is dynamically adjusted according to the changes in the bus voltage to ensure that the bus voltage fluctuates within a safe range. Real-time monitoring and dynamic adjustment ensure that the bus voltage is within a safe range. Reduce the energy consumption and heat generation of the braking resistor and improve the stability and safety of the system.

[0062] Step S30, during the energy-consuming braking process, the braking resistor will generate heat and release it into the environment. If the net heat energy of the braking resistor is accumulated too high, it may cause it to overheat or even be damaged. Therefore, it is necessary to calculate the net heat energy of the braking resistor, and to issue an alarm for energy-consuming braking abnormality when the accumulated energy reaches a preset energy threshold. The specific implementation includes calculating the net heat energy generated by the braking resistor during the energy-consuming braking process based on parameters such as the power, working time and ambient temperature of the braking resistor. A preset energy threshold is set according to the specifications of the braking resistor and the safety requirements of the system. When the net heat energy of the braking resistor reaches the preset energy threshold, an alarm signal for energy-consuming braking abnormality is issued through the controller. Real-time monitoring and calculation of the net heat energy of the braking resistor ensures the safety of the system. Early warning to avoid system failures caused by overheating and damage of the braking resistor.

[0063] It is particularly important to note that in the gantry dual-drive system, the active shaft and the driven shaft usually have a linkage relationship. When the active shaft has an abnormal dynamic braking, if no timely measures are taken, the driven shaft and the system as a whole may be damaged. Therefore, it is necessary to design a protection linkage mechanism. When an alarm of abnormal dynamic braking is detected on the active shaft, the driven shaft is protected accordingly. The specific implementation includes detecting the abnormality of the active shaft, monitoring the dynamic braking state of the active shaft in real time through the controller, and issuing an alarm signal when the abnormal dynamic braking is detected. Determine the state of the driven shaft, and determine whether the driven shaft is affected by the abnormal dynamic braking according to the current state of the driven shaft and the linkage relationship with the active shaft. Execute protection linkage processing. If it is determined that the driven shaft is affected by the abnormal dynamic braking, the controller executes corresponding protection linkage processing measures. These measures may include reducing the speed of the driven shaft, stopping the movement of the driven shaft, adjusting the braking parameters of the driven shaft, etc., to ensure the safety and stability of the system. The protection linkage mechanism ensures that the driven shaft is protected in time when the abnormal dynamic braking occurs on the active shaft, improves the overall stability and safety of the system, and reduces the risk of failure and maintenance costs.

[0064] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above-mentioned embodiment 1 can be referred to the above introduction, and will not be described in detail later. Figure 2 In this embodiment, the step of determining whether to connect a braking resistor for energy-consuming braking according to the energy generated by the motor and the energy absorbed by the bus capacitor during the braking process of the gantry control system also includes:

[0065] Step S11, identifying and recording the system inertia results of the driving shaft and the driven shaft;

[0066] Step S12, calculating the energy generated during the motor braking process of the gantry control system according to the system inertia result and the speed of the motor of the gantry control system before and after braking;

[0067] Step S13, calculating the energy that the bus capacitor can consume and absorb according to the maximum voltage of the gantry control system during normal operation and the initial braking voltage;

[0068] Step S14, determining whether it is necessary to connect the braking resistor to perform energy-consuming braking according to the difference between the energy generated during the braking process of the motor and the energy consumed and absorbed by the bus capacitor.

[0069] Specifically, in this embodiment, energy management during braking is the key to ensuring stable operation of the system. This embodiment describes in detail how to accurately manage the braking energy of the gantry control system by identifying the system inertia of the driving shaft and the driven shaft, calculating the energy generated during braking and the energy that can be consumed by the bus capacitor, and determining whether to connect the braking resistor for energy-consuming braking based on these calculations.

[0070] Step S11, system inertia is a physical quantity that describes how fast a mechanical system responds to changes in external torque. For a gantry control system, the system inertia of the active shaft and the driven shaft has a direct impact on the braking performance. Therefore, it is first necessary to accurately identify and record the system inertia results of the two shafts. The specific implementation includes establishing a dynamic mathematical model including the active shaft and the driven shaft based on the physical structure of the gantry control system. The model should include parameters such as inertia, damping and stiffness of key components such as motors, reducers, and loads. By applying a known torque and measuring the system response (such as angular acceleration), the system inertia is calculated using the momentum moment theorem. The inertia identification algorithm is already included in the servo drive control algorithm, without the need for other means or tools, and can support the simultaneous identification of the active shaft and the driven shaft during inertia identification, and the instruction only needs the active shaft to be issued. After the identification is completed, the identification results of the active shaft and the driven shaft will be recorded and stored separately, and the sum of the system inertia is recorded as J. During the test, it is necessary to ensure that the system is in a no-load or constant-load state to eliminate external interference. The inertia results of the active and driven shaft systems obtained from the test are recorded in the database for subsequent calculation and analysis. The system uses high-precision sensors and measuring equipment to ensure the accuracy of the inertia test. Based on the dynamic response characteristics of the system, the inertia test results can truly reflect the actual status of the system. By establishing a complete test record and data management system, the traceability and reliability of the test results are ensured.

[0071] Step S12: During the braking process, the motor converts mechanical kinetic energy into electrical energy and releases it to the bus capacitor. In order to accurately calculate the energy generated during the braking process, it is necessary to comprehensively consider factors such as system inertia, motor speed before and after braking, and motor parameters. The specific implementation includes measuring the speed change before and after the motor is braked in real time through a speed sensor. Obtain the speed of the motor before and after braking, and calculate the energy E generated during the braking process, that is, when the motor is in the power generation state. S , according to the formula:

[0072]

[0073] Where N is the working speed of the motor shaft before braking, and M is the target speed.

[0074] Convert the system inertia to equivalent mass and calculate the change in kinetic energy before and after braking. Consider the efficiency and loss of the motor and the energy conversion efficiency during braking, correct the change in kinetic energy and get the actual energy generated during braking. Use a high-precision speed sensor to measure the speed change before and after the motor is braked in real time. Comprehensively consider factors such as system inertia, motor speed before and after braking, and motor parameters to ensure the accuracy of the calculation results. According to the actual situation during braking, dynamically adjust the calculation parameters and methods to meet the needs of different braking conditions.

[0075] Step S13, the bus capacitor plays a role in absorbing and storing electric energy during the braking process. In order to determine whether it is necessary to connect a braking resistor for energy-consuming braking, it is necessary to calculate the energy that the bus capacitor can consume and absorb within the normal operating voltage range. The specific implementation includes measuring the change of the bus voltage in real time through a voltage sensor. Obtain key parameters such as the capacitance and rated voltage of the bus capacitor. According to the capacitor energy storage formula:

[0076]

[0077] Where C is the busbar capacitance, U n It is the maximum voltage of the servo driver used in the gantry control system for normal operation, and U0 is the initial braking voltage.

[0078] Calculate the energy E that the bus capacitor can consume within the normal operating voltage range t This step uses a high-precision voltage sensor to monitor the changes in bus voltage in real time. Ensure the accuracy of key parameters such as the capacitance and rated voltage of the bus capacitor to improve the accuracy of energy calculation. Consider the dynamic change characteristics of the bus capacitor within the normal operating voltage range to ensure the reliability of the energy calculation results.

[0079] Step S14, after calculating the energy generated during braking and the energy that can be consumed and absorbed by the bus capacitor, it is necessary to compare the size relationship between the two values ​​to determine whether it is necessary to connect a braking resistor for energy-consuming braking. The specific implementation includes comparing the energy generated during braking with the energy that can be consumed and absorbed by the bus capacitor. Make a decision. If the energy generated during braking is greater than the energy that can be consumed and absorbed by the bus capacitor, it is determined that a braking resistor needs to be connected for energy-consuming braking; otherwise, it is considered that the bus capacitor can completely absorb the energy generated during braking, and there is no need to connect a braking resistor. Control the connection and disconnection of the braking resistor by the controller according to the decision result. When the braking resistor needs to be connected, the braking resistor is connected in parallel to the bus capacitor through devices such as a switch tube; when the braking resistor does not need to be connected, the switch tube is kept disconnected. This step is based on the comparison result of the energy generated during braking and the energy that can be consumed and absorbed by the bus capacitor to achieve accurate decision-making. The connection and disconnection of the braking resistor is controlled in real time by the controller to ensure the stability and safety of the braking process. According to the changes in the braking conditions, the connection strategy of the braking resistor is flexibly adjusted to meet different braking requirements.

[0080] Further, in this embodiment, the step of determining whether it is necessary to connect the braking resistor for energy-consuming braking according to the difference between the energy generated during the braking process of the gantry control system and the energy consumed and absorbed by the bus capacitor, further includes:

[0081] When the difference between the energy generated during the braking process of the gantry control system and the energy consumed and absorbed by the bus capacitor is less than a preset value, the braking resistor is not connected and the bus capacitor is used to consume and absorb the energy generated by the motor braking;

[0082] When the difference between the energy generated during the braking process of the gantry control system and the energy consumed and absorbed by the bus capacitor is not less than a preset value, the braking resistor is connected to consume and absorb the overflow energy generated by the motor braking.

[0083] Specifically, in this embodiment, in order to achieve refined control of the brake resistor access strategy, this application uses a preset value for judgment. The preset value is a threshold value set according to the actual system conditions and braking requirements, and is used to judge whether the difference between the energy generated during braking and the energy consumed and absorbed by the bus capacitor has reached the level where a brake resistor needs to be connected.

[0084] When the difference between the energy generated during the braking process of the gantry control system and the energy consumed and absorbed by the bus capacitor is less than the preset value, it is considered that the bus capacitor can completely absorb the energy generated during the braking process, and there is no need to connect a braking resistor. During the braking process, the energy generated during the braking process and the energy consumed and absorbed by the bus capacitor are calculated in real time and compared. The comparison result is compared with the preset value. If the difference is less than the preset value, proceed to the next step. Do not connect the braking resistor and keep the braking resistor in the disconnected state. At this time, the excess energy generated during the braking process will be absorbed by the bus capacitor.

[0085] When the difference between the energy generated during the braking process of the gantry control system and the energy consumed and absorbed by the bus capacitor is not less than the preset value, it is considered that the bus capacitor cannot completely absorb the energy generated during the braking process, and a braking resistor needs to be connected to consume and absorb the excess energy. Also during the braking process, the energy generated during the braking process and the energy consumed and absorbed by the bus capacitor are calculated in real time and compared. The comparison result is compared with the preset value. If the difference is not less than the preset value, proceed to the next step. The controller controls the access of the braking resistor. At this time, the braking resistor will be connected in parallel to the bus capacitor to share the energy generated during the braking process. According to the energy generated during the braking process and the energy storage state of the bus capacitor, the access degree and power of the braking resistor are dynamically adjusted to ensure stable operation of the system and optimize the energy management effect.

[0086] In particular, in this embodiment, the specific implementation can be based on ΔE to determine the connection status of the brake resistor. If ΔE=(E s -E t )<0, there is no need to turn on the dynamic braking. At this time, the bus capacitor alone can consume the energy generated by the motor braking. s -E t )<0 is not true, that is, when the energy consumed by the bus capacitor is not enough to offset the energy generated by motor braking, it is necessary to set the energy consumption braking control function to use the braking resistor to consume energy.

[0087] Based on the first embodiment and / or the second embodiment of the present application, in the third embodiment of the present application, the same or similar contents as those in the first and second embodiments above can be referred to the above description, and will not be described in detail later. Figure 3 In this embodiment, step S20, the step of controlling the connection time of the braking resistor for dynamic braking according to the preset dynamic braking start voltage value and the bus voltage, further includes:

[0088] Step S21, real-time detection of the bus voltage of the gantry control system;

[0089] Step S22, when the bus voltage value is greater than a preset dynamic braking start voltage value, controlling the brake switch tube to be turned on so that the brake resistor performs dynamic braking;

[0090] Step S23, when the bus voltage value is not greater than the preset dynamic braking start voltage value, controlling the brake switch tube to close;

[0091] Step S24, recording the time during which the braking resistor performs energy-consuming braking within a preset period according to the conduction status of the braking switch tube.

[0092] It should be noted that in the gantry control system, real-time monitoring of the bus voltage and controlling the connection and disconnection of the brake resistor based on the voltage value are important links to ensure stable operation of the system and effective energy-consuming braking. The following is a detailed description of the above steps:

[0093] Step S21, real-time detection of the bus voltage of the gantry control system. The bus voltage is a key electrical parameter in the gantry control system, which reflects the current power state of the system. In order to achieve real-time monitoring of the bus voltage, voltage sensors or voltage transformers are usually installed on the bus. These devices can accurately convert the bus voltage into electrical signals for subsequent processing by the control system. The control system will continuously read these electrical signals and convert them into actual bus voltage values ​​through internal algorithms. In this way, the control system can grasp the changes in the bus voltage in real time and provide a basis for subsequent control decisions.

[0094] Step S22: Control the brake switch tube based on the bus voltage value. The energy-consuming brake start voltage value is a preset threshold value, which is used to determine whether it is necessary to connect the brake resistor for energy-consuming brake. This value is usually set according to the actual situation of the gantry control system and the braking demand to ensure that the brake resistor can be connected in time and effectively when braking is required. The conduction and closing of the brake switch tube, when the bus voltage value is greater than the preset energy-consuming brake start voltage value, means that there is too much electric energy in the system that needs to be consumed. At this time, the control system will issue an instruction to turn on the brake switch tube, thereby connecting the bus to the brake resistor. The brake resistor will convert the excess electric energy into heat energy and release it into the environment, thereby realizing energy-consuming brake. On the contrary, when the bus voltage value is not greater than the preset energy-consuming brake start voltage value, it means that the electric energy in the system is at a normal level or a low level, and no energy-consuming brake is required. At this time, the control system will issue an instruction to turn off the brake switch tube, thereby disconnecting the bus from the brake resistor.

[0095] Step S23: When the bus voltage value drops below the preset dynamic braking start voltage value, it means that the motor has decelerated to a safe range or no longer needs braking. At this time, the control system will issue a command to control the brake switch tube to close and disconnect the brake resistor from the circuit. The purpose of this step is to avoid unnecessary energy consumption and overheating damage to the brake resistor.

[0096] Step S24: In order to evaluate the effect of energy-consuming braking and the service life of the braking resistor, it is necessary to record the access time of the braking resistor for energy-consuming braking within a preset period. This can be achieved through a timer or counter inside the control system, which can accurately record the on-time of the brake switch tube. According to the length of the access time, the frequency of energy-consuming braking and the workload of the braking resistor can be judged, so as to take corresponding maintenance measures. In summary, by real-time detection of the bus voltage, control of the on and off of the brake switch tube, and recording the access time of the brake resistor, accurate control of the energy-consuming braking process in the gantry control system can be achieved. This not only improves the stability and safety of the system, but also extends the service life of the brake resistor and reduces maintenance costs.

[0097] Based on the first embodiment and / or the second embodiment and / or the third embodiment of the present application, in the fourth embodiment of the present application, the same or similar contents as those of the above-mentioned first embodiment, second embodiment and third embodiment can refer to the above introduction and will not be repeated later. Figure 4 In this embodiment, step S30, the step of calculating the net heat energy of the braking resistor according to the connection time of the braking resistor for energy consumption braking, further includes:

[0098] Step S31, calculating the average heat generated by the brake resistor within a preset period according to the on-time of the brake switch tube;

[0099] Step S32, subtracting the natural heat dissipation energy of the braking resistor within the preset period from the average heat energy of the braking resistor within the preset period to obtain the net heat energy of the braking resistor within the preset period;

[0100] Step S33, when the accumulated net heat energy on the braking resistor reaches a preset energy threshold of the servo driver of the gantry control system, the servo driver generates an abnormal alarm;

[0101] Step S34, when it is detected that the active shaft of the gantry control system receives an alarm of abnormal dynamic braking, the active shaft performs corresponding fault protection processing on the driven shaft.

[0102] Specifically, in this embodiment, monitoring the change in the thermal energy of the brake resistor is an important means to ensure the stable operation of the system and to promptly detect abnormalities in energy-consuming braking. The following is a detailed description of the steps of calculating the net thermal energy of the brake resistor and triggering an alarm when the preset energy threshold is reached:

[0103] Step S31: Calculate the average heat generated by the brake resistor within a preset period based on the on-time of the brake switch tube. First, the on-time of the brake switch tube is recorded according to the preset period. The preset period is a fixed time period used to record the on-time of the brake switch tube. This period should be reasonably set according to the operating characteristics and braking requirements of the gantry control system to ensure that the energy changes during the braking process can be accurately reflected. Within the preset period, the on-state of the brake switch tube is monitored by the control system, and the start time and end time of each opening are recorded. These time data will be used for subsequent calculations of the heat generated by the brake resistor.

[0104] The second step is to build a brake resistor heat calculation model. Using Joule's law or related heat calculation models, the heat generated by the brake resistor in a preset cycle is calculated based on the on-time and current value of the brake switch tube. Factors such as the resistance of the brake resistor, the effective value of the current, and the power-on time need to be considered here. The second step is to calculate the average heat. The total heat generated by the brake resistor in the preset cycle is divided by the length of the preset cycle to obtain the average heat of the brake resistor in the cycle. This average value helps to evaluate the thermal load of the brake resistor.

[0105] Step S32: Subtract the natural heat dissipation energy of the brake resistor within the preset period from the average heat energy of the brake resistor within the preset period to obtain the net heat energy of the brake resistor within the preset period. The first is the estimation of the natural heat dissipation energy. The brake resistor will generate heat during operation, but it will also release some heat through natural heat dissipation (such as convection, radiation, etc.). In order to accurately calculate the net heat energy of the brake resistor, it is necessary to estimate its natural heat dissipation energy. This can be achieved through experimental measurement, empirical formulas or thermal simulation. The second is the calculation of the net heat energy. The average heat energy of the brake resistor within the preset period is subtracted from its natural heat dissipation energy to obtain the net heat energy of the brake resistor within the period. This net heat energy reflects the actual heat accumulated by the brake resistor during the braking process.

[0106] Step S33: When the net heat energy accumulated on the brake resistor reaches the preset energy threshold of the servo driver of the gantry control system, the servo driver alarms. The first is the setting of the preset energy threshold, which is a critical value for triggering the alarm. It should be reasonably set according to the braking requirements of the gantry control system and the thermal tolerance of the brake resistor. This threshold should be able to reflect the overheating or damage that may occur to the brake resistor after working for a long time. The second is the triggering of the alarm. When the net heat energy accumulated on the brake resistor reaches the preset energy threshold, the servo driver will automatically trigger the alarm. This alarm can alert the operator through sound, light or display screen, so that timely measures can be taken to avoid system failure or damage. When the alarm is triggered, the operator should immediately take measures to investigate and handle it to avoid further expansion of the fault or more serious consequences.

[0107] Step S34: In the gantry control system, the active axis and the driven axis usually achieve coordinated motion through synchronous control. When an alarm of abnormal dynamic braking is detected, the active axis needs to immediately perform corresponding fault protection processing on the driven axis. Specific measures for fault protection processing may include stopping movement, reducing speed, adjusting position, etc. These measures are intended to ensure that the driven axis will not be damaged or affect the overall stability of the system due to abnormal dynamic braking. At the same time, the active axis also needs to feed back the fault information to the control system for further fault analysis and processing.

[0108] Further, in this embodiment, step S34, when the active shaft of the gantry control system receives an alarm of abnormal dynamic braking, the active shaft performs corresponding fault protection processing on the driven shaft, further includes:

[0109] The active shaft and the driven shaft of the gantry control system interact with each other on the alarm information of abnormal dynamic braking within a preset time period;

[0110] After the driven shaft of the gantry control system receives an abnormal dynamic braking alarm, the current active shaft stops the driven shaft from working.

[0111] Specifically, in this embodiment, when the active shaft receives an alarm of abnormal dynamic braking, in order to ensure the overall stability and safety of the system, the driven shaft needs to be processed for fault protection. Specifically, it includes the alarm information interaction between the active shaft and the driven shaft and the stop working process of the driven shaft:

[0112] There is a preset time period between the active axis and the driven axis of the gantry control system for periodic or real-time exchange of alarm information of dynamic braking anomalies. This time period can be set according to the specific needs and operating conditions of the system to ensure timely transmission and processing of alarm information. When the active axis detects an abnormal dynamic braking, an alarm message is immediately generated and sent to the driven axis through the communication channel within the system. The alarm message usually contains detailed information of the anomaly, such as the type of anomaly, the time of occurrence, possible causes, etc., so that the driven axis can make a correct response.

[0113] After receiving the abnormal energy braking alarm information sent by the active shaft, the driven shaft will immediately analyze and process it. If the alarm information confirms that there is an abnormal energy braking, the driven shaft will immediately enter the fault protection mode. In the fault protection mode, the driven shaft will execute the command to stop working to avoid further damage or failure caused by the abnormal energy braking. Stopping work may include steps such as stopping movement, turning off power, and releasing loads, depending on the design and requirements of the system. Fault recording and feedback, when the driven shaft stops working, it will also record the fault information in the system log for subsequent analysis and troubleshooting. In addition, the driven shaft can also feedback the fault information to the active shaft or other parts of the system so that the entire system can make a more comprehensive response and processing.

[0114] Furthermore, in this embodiment, the method includes:

[0115] Performing delay filtering on the bus voltage to filter out interference signals existing in the bus voltage;

[0116] Calculating the load rate of the brake resistor within a preset period according to the on-time of the brake switch tube;

[0117] According to the current braking resistor load rate, the braking resistor with a ratio within a preset interval is selected.

[0118] Specifically, in the gantry control system, correctly calculating the load rate of the brake resistor and selecting the appropriate brake resistor are crucial to ensure stable operation of the system and effective energy braking. The following is a detailed description of the above steps:

[0119] In the gantry control system, in order to optimize the process of dynamic braking, especially when dealing with bus voltage fluctuations or noise interference, the bus voltage can be delayed and filtered. The purpose of this measure is to filter out the voltage interference signal so that the gantry control system can delay the opening and conduction time of the brake switch tube, thereby more accurately controlling the connection of the brake resistor and avoiding unnecessary energy consumption and overheating of the brake resistor. The bus voltage may fluctuate instantaneously due to factors such as power grid fluctuations, load changes or switching actions. Delay filtering can smooth these fluctuations and provide a relatively stable voltage signal to the control system. There may be various noise interferences in the electrical system, such as electromagnetic noise, high-frequency interference, etc. Delay filtering can effectively suppress these noises and prevent them from causing misjudgment or malfunction to the control system. Through delay filtering, the control system can more accurately determine whether the bus voltage has reached the preset dynamic braking opening voltage value. This helps to avoid the mistaken opening of the brake switch tube when the voltage fluctuates, so that the designed dynamic braking control method can be accurately implemented. According to the specific requirements of the gantry control system and the characteristics of the bus voltage, select the appropriate filter type (such as low-pass filter, moving average filter, etc.) and parameters (such as order, cutoff frequency, moving window time, etc.).

[0120] According to the on-time of the brake switch tube, the load rate of the brake resistor within the preset cycle is calculated. The first is the definition of the brake resistor load rate, which refers to the ratio of the power borne by the brake resistor to its rated power within a certain period of time. It reflects the load of the brake resistor during the working process. The second is the calculation of the brake resistor load rate. According to the recorded on-time of the brake switch tube within the preset cycle, the electric energy consumed by the brake resistor within the preset cycle can be calculated. Then, this electric energy value is divided by the electric energy that the brake resistor can consume at rated power within the preset cycle to obtain the load rate of the brake resistor within the preset cycle. It should be noted that some other factors may need to be considered during the calculation process, such as the heat dissipation of the brake resistor, the ambient temperature, etc., to ensure the accuracy of the calculation results.

[0121] According to the current brake resistor load rate, select a brake resistor within the preset interval ratio. The first is the setting of the preset interval ratio, which is a range value used to determine the appropriate brake resistor. This range is usually set according to the braking requirements of the gantry control system and the performance characteristics of the brake resistor. The second is the selection of the brake resistor. According to the current brake resistor load rate, a suitable brake resistor can be selected within the preset interval ratio. This brake resistor should be able to meet the braking requirements of the system while avoiding problems such as overload or overheating. In the selection process, multiple factors may need to be considered, such as the resistance value, power, heat dissipation performance, etc. of the brake resistor. In addition, the compatibility and matching of the brake resistor with other equipment in the system also need to be considered.

[0122] During the energy-consuming braking process, the load rate of the brake resistor has an important impact on its performance and life. Therefore, it is necessary to calculate the load rate of the brake resistor based on the recorded opening time of the brake switch tube within the preset period, and select the appropriate brake resistor accordingly. Record the opening time of the brake switch tube, and record the opening time of the brake switch tube within the preset period through the controller. Calculate the load rate of the brake resistor based on the opening time of the brake switch tube and the specification parameters of the brake resistor (such as resistance value, power, etc.). According to the calculated load rate of the brake resistor, select a brake resistor that meets the system requirements and safety standards. Correctly calculate the load rate of the brake resistor to ensure that the selected brake resistor can meet the system requirements. Improve the service life and performance stability of the brake resistor.

[0123] The above are only preferred embodiments of the present application, and are not intended to limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent processing scope of the present application.

Claims

1. A method for controlling energy-consuming braking of a gantry control system, characterized in that: The method comprises the following steps: According to the energy generated by the motor and the energy consumed by the bus capacitor during the braking process of the gantry control system, it is determined whether to connect the braking resistor for energy-consuming braking; Controlling the connection time of the braking resistor for dynamic braking according to a preset dynamic braking start voltage value and a bus voltage; The net heat energy of the braking resistor is calculated according to the connection time of the braking resistor for energy-consuming braking.

2. The method according to claim 1, characterized in that The step of judging whether to connect a braking resistor for energy-consuming braking according to the energy generated by the motor and the energy consumed and absorbed by the bus capacitor during the braking process of the gantry control system also includes: Identify and record the system inertia results of the driving and driven shafts; Calculate the energy generated during the motor braking process of the gantry control system according to the system inertia result and the speed of the motor of the gantry control system before and after braking; Calculate the energy that the bus capacitor can consume and absorb according to the maximum voltage of the normal operation of the gantry control system and the initial braking voltage; According to the difference between the energy generated during the braking process of the motor and the energy consumed and absorbed by the bus capacitor, it is determined whether the braking resistor needs to be connected for energy-consuming braking.

3. The method according to claim 2, characterized in that The step of determining whether it is necessary to connect the braking resistor for energy-consuming braking according to the difference between the energy generated during the braking process of the motor and the energy consumed and absorbed by the bus capacitor, further includes: When the difference between the energy generated during the motor braking process of the gantry control system and the energy consumed and absorbed by the bus capacitor is less than a preset value, the braking resistor is not connected and the bus capacitor is used to consume and absorb the energy generated by the motor braking; When the difference between the energy generated during the motor braking process of the gantry control system and the energy consumed and absorbed by the bus capacitor is not less than a preset value, the braking resistor is connected to consume and absorb the overflow energy generated by the motor braking.

4. The method according to claim 3, characterized in that The step of controlling the connection time of the braking resistor for dynamic braking according to the preset dynamic braking start voltage value and the bus voltage also includes: Real-time detection of the bus voltage of the gantry control system; When the bus voltage value is greater than a preset dynamic braking start voltage value, the brake switch tube is controlled to be turned on so that the brake resistor performs dynamic braking; When the bus voltage value is not greater than the preset dynamic braking start voltage value, the brake switch tube is controlled to be closed; According to the conduction condition of the brake switch tube, the connection time of the brake resistor for energy-consuming braking within a preset period is recorded.

5. The method according to claim 4, characterized in that The step of calculating the net heat energy of the braking resistor according to the connection time of the braking resistor for energy-consuming braking also includes: Calculating the average heat generated by the brake resistor within a preset period according to the on-time of the brake switch tube; The average heat energy of the braking resistor in a preset period is subtracted from the natural heat dissipation energy of the braking resistor in a preset period to obtain the net heat energy of the braking resistor in the preset period; When the accumulated net heat energy on the braking resistor reaches a preset energy threshold of the servo driver of the gantry control system, the servo driver generates an abnormal alarm; When it is detected that the active shaft of the gantry control system receives an alarm of abnormal dynamic braking, the active shaft performs corresponding fault protection processing on the driven shaft.

6. The method according to claim 5, characterized in that The step of the active shaft performing corresponding fault protection processing on the driven shaft when an alarm of abnormal dynamic braking is detected in the active shaft of the gantry control system further includes: The active shaft and the driven shaft of the gantry control system interact with each other on the alarm information of abnormal dynamic braking within a preset time period; After the driven shaft of the gantry control system receives an abnormal dynamic braking alarm, the current active shaft stops the driven shaft from working.

7. The method according to claim 6, characterized in that Before the step of judging whether to connect a braking resistor for energy-consuming braking according to the energy generated during the braking process of the gantry control system and the energy consumed and absorbed by the bus capacitor, the method further includes: Detecting the working status of the gantry control system; When the working state of the gantry control system is in a working state with no fault indication, the step of judging whether to connect the braking resistor for energy-consuming braking according to the energy generated by the motor and the energy absorbed by the bus capacitor during the braking process of the gantry control system is executed.

8. The method according to claim 7, characterized in that The method further comprises: Performing delay filtering on the bus voltage to filter out interference signals existing in the bus voltage; Calculating the load rate of the brake resistor within a preset period according to the on-time of the brake switch tube; According to the current braking resistor load rate, the braking resistor with a ratio within a preset interval is selected.

9. An energy-consuming braking control device for a gantry control system, characterized in that: The device comprises: a mode judgment module, an energy consumption control module and a protection linkage module; The mode judgment module determines whether to connect the braking resistor for energy consumption braking according to the energy generated by the motor and the energy consumed by the bus capacitor during the braking process of the gantry control system; An energy consumption control module controls the connection time of the braking resistor for energy consumption braking according to a preset energy consumption braking start voltage value and a bus voltage; The protection linkage module calculates the net heat energy of the braking resistor according to the connection time of the braking resistor for energy consumption braking.

10. An energy-consuming braking control device for a gantry control system, characterized in that: The energy-consuming braking control device of the gantry control system comprises: a memory, a processor, and a processing program for the energy-consuming braking control of the gantry control system stored in the memory and executable on the processor. When the processing program for the energy-consuming braking control of the gantry control system is executed by the processor, the steps of the energy-consuming braking control method of the gantry control system as described in any one of claims 1 to 8 are implemented.

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