Adaptive Hydro-generator Braking Control Method and System

Abstract

This invention relates to an adaptive hydro-generator braking control method and system. The method includes: acquiring speed parameters during the shutdown process of the hydro-generator unit; the speed parameters characterize the relative motion state between the brake ring and the brake surface. Determining a base setpoint pressure based on the speed parameters; wherein the base setpoint pressure is negatively correlated with the speed parameters. Acquiring temperature parameters; the temperature parameters characterize the temperature state of the brake ring and / or the brake surface. Limiting the base setpoint pressure based on the temperature parameters to obtain a target setpoint pressure. Acquiring the actual pressure of the braking actuator, and adjusting the pressure regulating actuator according to the target setpoint pressure and the actual pressure, so that the braking actuator applies a braking force corresponding to the target setpoint pressure to the brake surface. The system is used to execute the adaptive hydro-generator braking control method. The adaptive hydro-generator braking control method and system provided by this invention improve the working stability and service life of the braking system.

Description

Technical Field

[0001] This invention relates to the field of braking equipment technology for hydro-generator sets, and in particular to an adaptive hydro-generator braking control method and system. Background Technology

[0002] During the shutdown process of a hydro-generator unit, mechanical braking is typically engaged after the unit's speed has decreased to a certain range. Most existing hydro-generator unit braking systems employ a fixed-speed engagement method. When the unit's speed falls below a preset speed, the air supply valve is opened, allowing compressed air to enter the brake chamber of the brake brake. This pushes multiple brake brakes arranged circumferentially along the brake rings upwards, causing the brake brake surfaces to rub against the brake rings beneath the rotor, thereby achieving unit deceleration and shutdown.

[0003] The control logic of this type of braking method is relatively simple. The brake is usually engaged under fixed speed conditions, and the braking pressure is mainly determined by the air source pressure, valve on / off status, and pipeline status. Since the relative friction speed between the brake ring and the brake surface varies with the unit's speed, applying a large braking pressure at higher relative speeds results in high frictional power between the brake surface and the brake ring, which can easily cause excessively rapid local temperature rise on the brake surface, potentially leading to overheating, charring, powdering, or accelerated wear. Conversely, insufficient braking pressure at lower relative speeds may prolong the low-speed coasting time, subjecting the unit's supporting components to adverse operating conditions for an extended period.

[0004] On the other hand, existing braking systems typically focus on engaging and disengaging the brakes, lacking continuous monitoring of brake chamber pressure, brake surface temperature, and brake surface wear during the braking process. Since the brakes of hydro-generator units are usually arranged circumferentially along the brake rings, differences in braking pressure may exist between multiple brakes due to variations in pipeline length, valve response, brake chamber condition, or brake surface wear. Failure to promptly identify pressure deviations, temperature anomalies, or brake surface wear can easily lead to faster wear of some brakes, increasing the difficulty for maintenance personnel in assessing brake condition and determining replacement timing. Summary of the Invention

[0005] This invention provides an adaptive hydro-generator braking control method and system, which can determine the base given pressure based on the relative motion state between the brake ring and the brake surface, limit the base given pressure based on the temperature state of the brake ring and / or the brake surface, and adjust the pressure regulating actuator based on the target given pressure after the pressure limiting process and the actual pressure of the braking actuator.

[0006] In a first aspect, the present invention provides an adaptive hydro-generator braking control method, the method comprising: during the shutdown process of the hydro-generator unit, acquiring speed parameters, the speed parameters being used to characterize the relative motion state between the brake ring and the brake surface; determining a base set pressure based on the speed parameters, wherein the base set pressure is negatively correlated with the speed parameters; acquiring temperature parameters, the temperature parameters being used to characterize the temperature state of the brake ring and / or the brake surface; performing pressure limiting processing on the base set pressure based on the temperature parameters to obtain a target set pressure; acquiring the actual pressure of the braking actuator, and adjusting the pressure regulating actuator according to the target set pressure and the actual pressure, so that the braking actuator applies a braking force corresponding to the target set pressure to the brake surface.

[0007] Using the above implementation method, during the shutdown of the hydro-generator unit, the braking pressure is no longer determined solely by the fixed air source pressure or the valve on / off state. Instead, a basic given pressure is first established based on the relative motion between the brake ring and the brake face. This basic given pressure is then limited based on the braking temperature, and the pressure regulating actuator is adjusted through actual pressure feedback. When the relative motion speed is high, the braking pressure can be reduced; as the relative motion speed decreases, the braking pressure can be gradually increased. When the braking temperature is abnormal, pressure limiting can suppress further pressurization, thus adapting the braking pressure to the friction conditions during shutdown and improving the stability and reliability of the braking system.

[0008] In conjunction with the first aspect, in one possible implementation, the speed parameter includes the linear velocity of the brake ring, or the speed parameter includes a rotational speed parameter used to calculate the linear velocity of the brake ring. Using the above implementation, brake pressure control can be based on the actual relative motion state of the brake contact position, reducing situations where mismatches between brake pressure and brake contact surface conditions occur due to using only the overall unit speed or a fixed input pressure.

[0009] In conjunction with the first aspect, in one possible implementation, the speed parameter includes the angular velocity ω of the hydro-generator unit. Determining the foundation setpoint pressure based on the speed parameter includes: determining the linear velocity v of the brake ring based on the angular velocity ω and the radius r of the brake ring, where v = ωr; and determining the foundation setpoint pressure based on the linear velocity v. Using the above implementation, existing or configurable speed measurement data of the hydro-generator unit can be utilized, combined with the brake ring radius, to obtain the linear velocity at the brake contact position, thus providing a clear source of engineering parameters for calculating the foundation setpoint pressure.

[0010] In conjunction with the first aspect, in one possible implementation, the base set pressure is determined based on the linear velocity v, including: determining the base set pressure P1 according to P1 = P × k / (k + v); where P is the braking medium source pressure, k is an engineering constant with velocity dimensions, and v is the linear velocity of the brake ring. Using the above implementation, the base set pressure P1 decreases as the linear velocity v increases and increases as the linear velocity v decreases. This pressure set relationship allows the braking pressure to be relatively low during the high-speed friction stage and gradually increase during the low-speed stage, thereby reducing the risk of excessive braking pressure causing excessive thermal load on the braking surface in the initial braking stage.

[0011] In conjunction with the first aspect, in one possible implementation, the engineering constant k is determined based on at least one of the following: the rotor inertia of the hydro-generator unit, the radius of the brake ring, the number of brakes, the friction material characteristics of the brake surface, the source pressure of the braking medium, and the allowable braking time. Using the above implementation method, the engineering constant k can be calibrated according to the rotational inertia, braking structure, braking material, and braking time requirements of different hydro-generator units, so that the correspondence between the speed parameters and the base given pressure adapts to the specific unit operating conditions.

[0012] In conjunction with the first aspect, in one possible implementation, the target given pressure is obtained by limiting the base given pressure based on temperature parameters, including: when the temperature parameters have not reached a temperature threshold, using the base given pressure as the target given pressure; and when the temperature parameters have reached the temperature threshold, limiting the target given pressure to no greater than the over-temperature protection pressure. Using the above implementation, when the braking temperature is normal, pressure control can be performed according to the base given pressure determined by the speed parameters; when the braking temperature reaches the temperature threshold, the target given pressure can be limited by the over-temperature protection pressure, reducing the risk of the braking surface continuing to bear large contact pressure at high temperatures.

[0013] In conjunction with the first aspect, in one possible implementation, the over-temperature protection pressure is a preset pressure value, or the over-temperature protection pressure is determined based on the temperature deviation between the temperature parameter and the temperature threshold. Using the above implementation, the over-temperature protection pressure can be determined based on unit braking experience, the temperature resistance of the friction material, or the degree of temperature exceeding the limit, allowing the over-temperature pressure limiting treatment to adapt to different temperature rise conditions.

[0014] In conjunction with the first aspect, in one possible implementation, adjusting the pressure regulating actuator based on the target given pressure and the actual pressure includes: determining a pressure deviation based on the target given pressure and the actual pressure, the pressure deviation including the direction and magnitude of the pressure deviation; when the actual pressure is lower than the target given pressure and the magnitude of the pressure deviation exceeds a first deviation threshold, increasing the pressure supply opening of the pressure regulating actuator and / or controlling the opening of the intake passage; when the actual pressure is higher than the target given pressure and the magnitude of the pressure deviation exceeds a second deviation threshold, decreasing the pressure supply opening of the pressure regulating actuator and / or controlling the opening of the exhaust passage; when the actual pressure is within the allowable pressure range corresponding to the target given pressure, maintaining the current state of the pressure regulating actuator or performing corrective adjustment on the pressure regulating actuator. Using the above implementation, pressure increase, pressure decrease, or pressure holding control can be performed based on the direction and magnitude of the deviation of the actual pressure relative to the target given pressure, causing the actual pressure of the braking actuator to follow the changes in the target given pressure.

[0015] In conjunction with the first aspect, in one possible implementation, adjusting the pressure regulating actuator based on the pressure deviation includes: determining a pressure regulating control quantity based on at least one of the pressure deviation, the cumulative amount of the pressure deviation, and the change in the pressure deviation; and adjusting the opening degree of the pressure regulating actuator based on the pressure regulating control quantity. Using the above implementation, the pressure regulating control quantity can be determined through proportional regulation, integral regulation, derivative regulation, or a combination thereof, so that the opening degree of the pressure regulating actuator is continuously corrected according to the pressure deviation.

[0016] In conjunction with the first aspect, in one possible implementation, the pressure regulating actuator includes a brake proportional valve, an intake passage including an intake pipe, and an exhaust passage including an exhaust pipe. When the actual pressure is lower than the target given pressure, the opening of the brake proportional valve is increased and / or the braking medium enters the brake actuator through the intake pipe. When the actual pressure is higher than the target given pressure, the opening of the brake proportional valve is decreased and / or the braking medium in the brake actuator is discharged through the exhaust pipe. Using the above implementation, continuous pressure regulation can be achieved through the brake proportional valve, and the pressure increase, decrease, and pressure holding of the brake actuator can be completed through the cooperation of the intake and exhaust pipes.

[0017] In conjunction with the first aspect, in one possible implementation, before acquiring the speed parameters, the method further includes: acquiring the shutdown state and speed parameters of the hydro-generator unit; when the shutdown state is valid and the speed parameters meet the braking engagement conditions, controlling the pressure regulating actuator to input braking medium to the braking actuator, causing the brake brake surface to make frictional contact with the brake ring. Using the above implementation, the braking engagement judgment is combined with the pressure adaptive control after engagement, ensuring that the pressure regulating actuator inputs braking medium to the braking actuator only after the unit enters the shutdown process and meets the braking engagement conditions.

[0018] In conjunction with the first aspect, in one possible implementation, the braking engagement conditions include the turbine generator unit's rotational speed being less than or equal to the rotational speed threshold, or the brake ring's linear velocity being less than or equal to the speed threshold. Using the above implementation, the timing of braking engagement can be determined based on the overall unit rotational speed or the brake ring's linear velocity, ensuring that the brake surface contacts the brake ring within a suitable speed range for mechanical braking.

[0019] In conjunction with the first aspect, in one possible implementation, the method further includes: acquiring the distance parameter between the brake surface and the brake ring after the hydro-generator unit is in a fully stopped state; determining the wear amount of the brake surface based on the distance parameter; and outputting a wear alarm message when the wear amount reaches a wear threshold. Using the above implementation method, the wear state of the brake surface can be detected in a stable state after the unit has stopped, reducing the impact of brake ring rotation on the distance detection results and providing a basis for maintenance personnel to determine when to replace the brake surface.

[0020] In conjunction with the first aspect, in one possible implementation, determining the wear amount of the brake surface based on the spacing parameter includes: after the hydro-generator unit is in a fully stopped state, controlling the brake actuator to a preset detection state; acquiring the current spacing parameter under the preset detection state; and determining the wear amount of the brake surface based on the difference between the current spacing parameter and the preset reference spacing parameter. Using the above implementation, the current spacing parameter and the preset reference spacing parameter can be compared under the same detection state, providing a unified detection benchmark for determining the wear amount and reducing the impact of changes in the position state of the brake actuator on wear judgment.

[0021] In conjunction with the first aspect, in one possible implementation, the braking system includes multiple braking actuators spaced circumferentially along the brake rings. The method further includes: acquiring the actual pressure of at least two braking actuators; determining a pressure difference based on the actual pressures of the at least two braking actuators; and adjusting a pressure regulating actuator corresponding to at least one braking actuator when the pressure difference exceeds an equalization threshold to reduce the pressure difference between the at least two braking actuators. Using the above implementation, pressure equalization control can be performed among multiple braking actuators, reducing inconsistencies in braking pressure caused by differences in pipeline length, valve response, or brake chamber state.

[0022] Secondly, the present invention provides an adaptive hydro-generator braking control system. The system includes: a braking actuator, a pressure regulating actuator, a pressure detection unit, a speed detection unit, a temperature detection unit, and a control unit. The braking actuator applies braking force to the brake surface to cause frictional contact between the brake surface and the brake ring. The pressure regulating actuator is connected to the braking actuator and is used to regulate the pressure of the braking medium entering the braking actuator. The pressure detection unit detects the actual pressure of the braking actuator. The speed detection unit acquires speed parameters, which characterize the relative motion state between the brake ring and the brake surface. The temperature detection unit acquires temperature parameters, which characterize the temperature state of the brake ring and / or the brake surface. The control unit is connected to the pressure regulating actuator, the pressure detection unit, the speed detection unit, and the temperature detection unit. The control unit is used to determine the base pressure based on speed parameters, limit the base pressure based on temperature parameters to obtain the target pressure, and adjust the pressure regulating actuator according to the target pressure and the actual pressure so that the braking actuator applies a braking force corresponding to the target pressure to the brake surface. The control unit is also used to determine the pressure deviation based on the target pressure and the actual pressure, including the direction and magnitude of the pressure deviation. When the actual pressure is lower than the target pressure and the magnitude of the pressure deviation exceeds a first deviation threshold, the control unit increases the pressure supply opening of the pressure regulating actuator and / or controls the intake passage to open. When the actual pressure is higher than the target pressure and the magnitude of the pressure deviation exceeds a second deviation threshold, the control unit decreases the pressure supply opening of the pressure regulating actuator and / or controls the exhaust passage to open. When the actual pressure is within the allowable pressure range corresponding to the target pressure, the control unit maintains its current state or performs corrective adjustments to the pressure regulating actuator.

[0023] Using the above implementation method, the system can establish a control relationship between speed adaptive pressure supply, temperature pressure limiting and actual pressure feedback adjustment through the speed detection unit, temperature detection unit, pressure detection unit and control unit, so that the braking pressure of the braking actuator can be adjusted according to the relative motion state, temperature state and actual pressure feedback during the unit shutdown process.

[0024] In conjunction with the second aspect, in one possible implementation, the braking actuator includes a brake chamber, a brake plate, and a brake face. The brake chamber receives the braking medium and drives the brake plate to move. The brake face is located on the side of the brake plate facing the brake ring. Using the above implementation, the brake chamber can convert the braking medium pressure into the movement of the brake plate, causing the brake face to make frictional contact with the brake ring and generate braking force.

[0025] In conjunction with the second aspect, in one possible implementation, the pressure regulating actuator includes a brake proportional valve, an intake pipe, and an exhaust pipe. The intake pipe connects the brake proportional valve to the brake actuator, and the exhaust pipe connects to the brake actuator. Using the above implementation, the brake proportional valve can regulate the pressure of the brake medium entering the brake actuator, and the intake and exhaust pipes can cooperate to increase, decrease, or maintain the pressure of the brake actuator.

[0026] In conjunction with the second aspect, in one possible implementation, the system further includes a distance detection unit. This unit acquires the distance parameter between the brake surface and the brake ring after the turbine generator unit is completely shut down. The control unit is also used to determine the wear amount of the brake surface based on the distance parameter and output a wear alarm when the wear amount reaches a wear threshold. Using the above implementation, the wear status of the brake surface can be detected and alarmed after the unit is completely shut down, thus providing a basis for the maintenance or replacement of the brake surface.

[0027] In conjunction with the second aspect, in one possible implementation, there are multiple braking actuators spaced circumferentially along the brake ring. At least two braking actuators are respectively equipped with a pressure detection unit and a pressure regulating actuator. The control unit is further configured to adjust the corresponding pressure regulating actuator based on the actual pressure of the at least two braking actuators, thereby reducing the pressure difference between the at least two braking actuators. Using the above implementation, pressure equalization control can be achieved among the multiple braking actuators, reducing uneven braking force distribution caused by pressure differences among the multiple braking actuators.

[0028] The adaptive hydro-generator braking control method and system provided by this invention have at least the following beneficial effects or advantages: The adaptive hydro-generator braking control method and system provided by this invention, during the shutdown process of the hydro-generator unit, first acquires speed parameters characterizing the relative motion state between the brake ring and the brake surface, and determines the basic setpoint pressure based on these speed parameters, with the basic setpoint pressure negatively correlated with the speed parameters. When the relative motion speed between the brake ring and the brake surface is high, a lower braking pressure setpoint can be formed, reducing the risk of excessive contact pressure on the brake surface during the high-speed friction stage, leading to excessive temperature rise, abnormal wear, or material damage. After the relative motion speed decreases, the braking pressure setpoint can be increased, allowing the braking force to gradually build up during the shutdown process. Temperature parameters characterizing the temperature state of the brake ring and / or brake surface are acquired, and the basic setpoint pressure is limited based on these temperature parameters, ensuring that the target setpoint pressure is constrained by the braking temperature state, preventing continued pressure application at the basic setpoint pressure when the brake surface temperature is high. The actual pressure of the braking actuator is acquired, and the pressure regulating actuator is adjusted according to the target setpoint pressure and the actual pressure, making the actual pressure of the braking actuator approach the target setpoint pressure, reducing the impact of pressure source fluctuations, pipeline resistance, or valve response differences on the braking pressure. This method and system enable the braking pressure to adapt simultaneously to the relative motion state, braking temperature state, and actual pressure feedback state during the shutdown process, thereby improving the matching between braking pressure control and the shutdown braking conditions of the hydro-generator unit. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the braking actuator structure provided in an embodiment of the present invention; Figure 2 A schematic diagram of the control flow of the adaptive hydro-generator braking control method provided in an embodiment of the present invention.

[0030] Among them, 1-brake chamber, 2-brake brake plate, 3-brake brake proportional valve, 4-intake pipe, 5-exhaust pipe, 6-brake chamber pressure sensor, 7-brake brake surface, 8-brake ring, 9-detection component. Detailed Implementation

[0031] To facilitate understanding of the present invention, a more complete description will be given below with reference to the accompanying drawings. Embodiments of the invention are shown in the drawings. However, the invention can be implemented in many different forms and is not limited to the embodiments described herein. The embodiments of the invention will now be described in conjunction with the accompanying drawings.

[0032] Example 1 This embodiment provides an adaptive hydro-generator braking control method. This method is applied to the shutdown braking process of a hydro-generator unit. The hydro-generator unit includes a brake ring 8 that rotates with the rotor, typically located below the rotor. The hydro-generator unit also includes a brake brake with a brake brake surface 7 facing the brake ring 8. During shutdown braking, the brake brake surface 7 makes frictional contact with the brake ring 8 to apply a braking torque to the rotor of the hydro-generator unit. The brake ring 8 is made of carbon steel, and the brake brake surface 7 is made of phenolic resin-based composite material.

[0033] See Figure 1 and Figure 2 The adaptive hydro-generator braking control method provided in this embodiment includes the following steps.

[0034] Step S1. During the shutdown process of the hydro-generator unit, acquire speed parameters; the speed parameters are used to characterize the relative motion state between the brake ring 8 and the brake surface 7.

[0035] The speed parameter includes the linear velocity of the brake ring 8, or it includes rotational speed parameters used to calculate the linear velocity of the brake ring 8. For example, the speed parameter includes the angular velocity ω of the turbine generator set, and the linear velocity v of the brake ring 8 is determined based on the angular velocity ω and the radius r of the brake ring 8, i.e., v = ωr. Since the linear velocity v of the brake ring 8 can reflect the relative friction speed between the brake surface 7 and the brake ring 8, using the linear velocity v as the basis for determining the brake pressure setpoint allows the brake pressure control to correspond to the friction conditions of the brake contact surface.

[0036] Step S2. Determine the base set pressure based on the speed parameters, and make the base set pressure negatively correlated with the speed parameters.

[0037] The negative correlation in step S2 means that when the speed parameter increases, the base set pressure decreases or does not increase; when the speed parameter decreases, the base set pressure increases or does not decrease. The base set pressure is determined by formula calculation, speed-pressure correspondence curves, table lookup data, or piecewise functions. The base set pressure decreases as the relative speed between the brake ring 8 and the brake surface 7 increases, or corresponds to lower pressure in a higher speed range and higher pressure in a lower speed range, thus achieving the control objective of this embodiment of the invention.

[0038] As one specific implementation method, such as Figure 2 As shown, the foundation given pressure P1 is determined based on the angular velocity ω of the hydro-generator unit, the radius r of the brake ring 8, the engineering constant k, and the pressure P of the brake medium source. Specifically, the linear velocity v of the brake ring 8 is obtained by multiplying the angular velocity ω and the radius r of the brake ring 8, i.e., v = ωr; the foundation given pressure P1 is then obtained, i.e., P1 = P × k / (k + v).

[0039] The above calculation relationship causes the base pressure P1 to decrease as the linear velocity v increases and increase as the linear velocity v decreases. Therefore, in the initial stage of braking or at a relatively high friction speed, the base pressure P1 is lower; as the turbine generator speed decreases, the base pressure P1 gradually increases. This method allows the braking force between the brake surface 7 and the brake ring 8 to be gradually established, rather than applying a fixed, large braking pressure directly when braking is engaged.

[0040] The engineering constant k is a calibration parameter with velocity dimensions, used to characterize the sensitivity of the foundation given pressure P1 to changes in linear velocity v. The larger the value of the engineering constant k, the slower the decrease in the foundation given pressure P1 with changes in linear velocity v; the smaller the value of the engineering constant k, the more sensitive the foundation given pressure P1 is to changes in linear velocity v. The engineering constant k is determined based on at least one of the following: rotor moment of inertia of the hydro-generator unit, radius of the brake ring 8, number of brakes, friction material characteristics of the brake surface 7, braking medium source pressure, and allowable braking time. For units with large moments of inertia or short allowable braking times, the correspondence between linear velocity v and foundation given pressure P1 is adjusted by calibrating the engineering constant k. For units where the number of brakes, brake ring radius, or friction material changes, the engineering constant k is recalibrated to adapt the foundation given pressure P1 to the corresponding mechanical braking structure. Through simulation verification, the engineering constant k can be determined by classifying the units: large low-speed units (v=50~150r / min), k=30~60; medium-sized medium-speed units (v=150~300r / min), k=50~100; small high-speed units (v>300r / min), k=80~150.

[0041] Step S3. Obtain temperature parameters; the temperature parameters are used to characterize the temperature state of the brake ring 8 and / or the brake surface 7.

[0042] The temperature parameters are the surface temperature of the brake ring 8, the surface temperature of the brake face 7, or the temperature near the friction area between the brake face 7 and the brake ring 8. The temperature parameters are obtained through non-contact or contact temperature detection methods. For example, infrared temperature detection can be used to obtain the temperature parameters of the brake face 7, the brake ring 8, or the friction area between the two.

[0043] Step S4. Perform pressure limiting processing on the base given pressure according to the temperature parameters to obtain the target given pressure.

[0044] Specifically, when the temperature parameter does not reach the temperature threshold t, the base given pressure P1 is used as the target given pressure Pt. When the temperature parameter reaches the temperature threshold t, the target given pressure Pt is limited to no more than the over-temperature protection pressure P2. The over-temperature protection pressure P2 is a preset pressure value, or it is determined based on the temperature deviation between the temperature parameter and the temperature threshold t. For example, when the temperature parameter is slightly higher than the temperature threshold t, the target given pressure Pt is limited to below the first over-temperature pressure; when the temperature parameter continues to rise, the target given pressure Pt is limited to below a lower second over-temperature pressure.

[0045] Through the aforementioned pressure limiting process, the base pressure P1 is not used as the final pressure control setpoint in all states. When the braking temperature is not abnormal, the target setpoint pressure Pt is equal to the base pressure P1; when the braking temperature reaches the temperature threshold t, the target setpoint pressure Pt is limited by the over-temperature protection pressure P2. Since the increase in brake surface temperature is usually related to friction power and contact pressure, when the temperature of the brake surface 7 or brake ring 8 exceeds the temperature threshold t, limiting the target setpoint pressure Pt can reduce the degree of continued pressurization between the brake surface 7 and brake ring 8, thereby reducing the risk of brake surface damage under abnormal temperature conditions.

[0046] Step S5. Obtain the actual pressure Pa of the braking actuator, and adjust the pressure regulating actuator according to the target given pressure Pt and the actual pressure Pa.

[0047] The actual pressure Pa is the pressure inside brake chamber 1, or the pressure in the pressure detection pipeline connected to the brake actuator. The pressure deviation is determined based on the target given pressure Pt and the actual pressure Pa. The pressure deviation includes the direction and magnitude of the pressure deviation. For example, the signed value of the pressure deviation is represented by e = Pt - Pa, the direction of the pressure deviation is determined by the sign of e, and the magnitude of the pressure deviation is |e|. Based on the direction and magnitude of the pressure deviation, the pressure regulating actuator is adjusted to increase, decrease, or maintain pressure.

[0048] When the actual pressure Pa is lower than the target given pressure Pt, and the pressure deviation exceeds the first deviation threshold, it indicates that the pressure of the brake actuator is insufficient. In this case, the pressure supply opening of the pressure regulating actuator is increased, and / or the intake passage is controlled to increase the actual pressure Pa of the brake actuator. As one implementation, when the pressure regulating actuator includes a brake proportional valve 3, the opening of the brake proportional valve 3 is increased, allowing more braking medium to enter the brake chamber 1 through the intake pipe 4; simultaneously, the exhaust volume through the exhaust pipe 5 is reduced or stopped.

[0049] When the actual pressure Pa is higher than the target given pressure Pt, and the pressure deviation exceeds the second deviation threshold, it indicates that the pressure of the brake actuator is too high. In this case, the pressure supply opening of the pressure regulating actuator is reduced, and / or the exhaust passage is opened to lower the actual pressure Pa of the brake actuator. As one implementation, when the pressure regulating actuator includes a brake proportional valve 3, the opening of the brake proportional valve 3 is reduced to decrease the amount of brake medium supplied to the brake chamber 1; simultaneously, a portion of the brake medium in the brake chamber 1 is discharged through the exhaust pipe 5, causing the actual pressure Pa to decrease towards the target given pressure Pt.

[0050] When the actual pressure Pa is within the allowable pressure range corresponding to the target given pressure Pt, the pressure of the braking actuator is considered to be within the allowable control range. At this time, the current state of the pressure regulating actuator is maintained, or a small correction adjustment is made to the pressure regulating actuator according to the pressure change trend to reduce the fluctuation of the actual pressure Pa near the target given pressure Pt. The allowable pressure range is set according to the pressure control accuracy of the braking system, the stability of the braking medium source pressure, the braking chamber volume, and the valve response characteristics.

[0051] In one implementation, the pressure regulation control quantity is determined based on at least one of pressure deviation, the cumulative amount of pressure deviation, and the change in pressure deviation. Specifically, proportional adjustment is performed based on the current pressure deviation, integral adjustment is performed based on the cumulative amount of pressure deviation, or derivative adjustment is performed based on the change in pressure deviation. Further, a PID control method combining proportional, integral, and derivative adjustments is used to obtain the pressure regulation control quantity, and the opening of the brake proportional valve 3 is adjusted according to the pressure regulation control quantity. This adjustment process is executed periodically, causing the actual pressure Pa to gradually approach the target given pressure Pt.

[0052] When the braking temperature has not reached the temperature threshold t, the target set pressure Pt is equal to the basic set pressure P1, and the actual pressure Pa follows the change of P1. After the braking temperature reaches the temperature threshold t, the target set pressure Pt is limited to not exceeding the over-temperature protection pressure P2. If the current actual pressure Pa is higher than the over-temperature protection pressure P2, the opening of the brake proportional valve 3 is reduced and exhaust is carried out through the exhaust pipe 5, so that the actual pressure Pa is reduced to below the over-temperature protection pressure P2; if the current actual pressure Pa is not higher than the over-temperature protection pressure P2, the subsequent increase in the opening of the brake proportional valve 3 is restricted, so that the actual pressure Pa is maintained below the over-temperature protection pressure P2. The over-temperature protection is not just a simple alarm, but directly participates in the determination of the target set pressure and the adjustment of the pressure regulating actuator.

[0053] Through the aforementioned pressure feedback adjustment, the pressure within brake chamber 1 is no longer solely determined by the brake medium source pressure and the switching valve status, but can be adjusted based on the deviation between the target given pressure Pt and the actual pressure Pa. Even if the brake medium source pressure fluctuates, or if there are differences in pipeline resistance corresponding to different brake actuators, the actual pressure in brake chamber 1 can be brought closer to the target given pressure Pt through pressure feedback.

[0054] Before acquiring the speed parameters, a braking engagement determination is performed. Specifically, the shutdown status and speed parameters of the hydro-generator unit are acquired. When the shutdown status is valid and the speed parameters meet the braking engagement conditions, the pressure regulating actuator is controlled to input braking medium into the braking actuator, causing the brake brake surface 7 to make frictional contact with the brake ring 8. The braking engagement conditions include the speed of the hydro-generator unit being less than or equal to the speed node v1, or the linear velocity v of the brake ring 8 being less than or equal to the speed node. By making the braking engagement determination a step before pressure adaptive control, the safety of braking engagement is ensured while avoiding limiting the specific speed node to a necessary characteristic of the main scheme.

[0055] like Figure 2 As shown, the shutdown process signal and the speed node v1 signal jointly participate in the brake engagement decision. Only when the turbine generator unit is in the shutdown process and the speed has decreased to the braking engagement range corresponding to speed node v1, is a control signal output to open the proportional valve 3 of the brake brake. This reduces the possibility of erroneous brake engagement due to a single abnormal speed signal when the unit has not yet entered the shutdown process, and also reduces the possibility of premature brake engagement when the unit is still at a relatively high speed.

[0056] After the hydro-generator unit is completely shut down, the wear detection process begins. Specifically, the distance parameter between the brake surface 7 and the brake ring 8 is acquired, and the wear amount of the brake surface 7 is determined based on the distance parameter. When the wear amount reaches the wear threshold l, a wear alarm message is output. The distance parameter is used to characterize the distance between the brake surface 7 and the brake ring 8. Since the wear detection process is carried out after the hydro-generator unit is completely shut down, the brake ring 8 no longer rotates with the rotor, which reduces the influence of the rotation state on the distance detection results.

[0057] In one implementation method, after the hydro-generator unit is in a fully stopped state, the brake actuator is placed in a preset detection state. The preset detection state is either the state after the brake plate 2 has been reset, or the state where the brake plate 2 is held in a preset detection position, or the state where the brake actuator is under a preset detection pressure. In the preset detection state, the current spacing parameter is acquired and compared with a preset reference spacing parameter. The wear amount L of the brake surface 7 is determined based on the difference between the current spacing parameter and the preset reference spacing parameter. The preset reference spacing parameter is the spacing parameter measured under the same reset position, the same detection position, or the same detection pressure when the brake surface 7 is in its initial installation state or unworn state. As the brake surface 7 gradually wears, the current spacing parameter will change under the same detection state. By comparing the current spacing parameter and the preset reference spacing parameter, the wear amount L of the brake surface 7 is determined.

[0058] When the hydro-generator unit is not in a fully stopped state, even if a change in spacing is detected, no wear alarm information will be output, or only the detection data will be recorded. After the hydro-generator unit is in a fully stopped state, if the wear amount L is less than the wear threshold l, the current wear amount L will be recorded, or the current wear status will be displayed on the monitoring interface; if the wear amount L reaches or exceeds the wear threshold l, a wear alarm information will be output to prompt maintenance personnel to check or replace the brake pads 7.

[0059] When multiple brake actuators are spaced circumferentially along the brake ring 8, the actual pressure of at least two brake actuators is acquired, and the pressure difference is determined based on the actual pressure of the at least two brake actuators. When the pressure difference exceeds the equalization threshold, the pressure regulating actuator corresponding to at least one brake actuator is adjusted to reduce the pressure difference between the at least two brake actuators. This equalization control is used to reduce brake pressure imbalance caused by differences in pipeline length, valve response, or brake chamber state.

[0060] When multiple braking actuators are configured with independent pressure detection and regulation conditions, the pressure regulating actuator corresponding to the braking actuator with higher pressure, or the pressure regulating actuator corresponding to the braking actuator with lower pressure, is adjusted to reduce the actual pressure difference between the multiple braking actuators. When multiple braking actuators share a pressure regulating actuator by region, the actual pressure is obtained for each region, and the pressure regulating actuator for the corresponding region is adjusted based on the actual pressure difference between different regions. It should be noted that this balanced control is based on the premise that the corresponding braking actuator or region has independent pressure detection and regulation conditions; when multiple braking actuators share the same pressure regulating actuator and lack zoned pressure detection conditions, closed-loop control is only applied to the shared braking pressure.

[0061] Example 2 This embodiment provides an adaptive hydro-generator braking control system. This system is used to execute the adaptive hydro-generator braking control method described in Embodiment 1. Figure 1 and Figure 2 As shown, the system includes a braking actuator, a pressure regulating actuator, a pressure detection unit, a speed detection unit, a temperature detection unit, and a control unit. The braking actuator applies braking force to the brake surface 7, causing it to frictionally contact the brake ring 8. The pressure regulating actuator is connected to the braking actuator and regulates the pressure of the braking medium entering the actuator. The pressure detection unit detects the actual pressure of the braking actuator. The speed detection unit acquires speed parameters. The temperature detection unit acquires temperature parameters. The control unit is connected to the pressure regulating actuator, the pressure detection unit, the speed detection unit, and the temperature detection unit.

[0062] In one embodiment, the braking actuator includes a brake chamber 1, a brake plate 2, and a brake surface 7. The brake chamber 1 receives the braking medium, which is compressed air, pressurized oil, or other pressure medium capable of driving the brake plate 2. The brake plate 2 is movably disposed above the brake chamber 1 or connected to the actuating end of the brake chamber 1. The brake surface 7 is disposed on the side of the brake plate 2 facing the brake ring 8. When the braking medium enters the brake chamber 1, the pressure inside the brake chamber 1 pushes the brake plate 2 towards the brake ring 8, causing the brake surface 7 to contact the brake ring 8.

[0063] In one embodiment, the pressure regulating actuator includes a brake proportional valve 3, an intake pipe 4, and an exhaust pipe 5. The brake proportional valve 3 is located between the brake medium source and the brake chamber 1, the intake pipe 4 connects the brake proportional valve 3 and the brake chamber 1, and the exhaust pipe 5 connects to the brake chamber 1. The control unit controls the flow rate and pressure of the brake medium entering the brake chamber 1 by adjusting the opening degree of the brake proportional valve 3, or controls the on / off state of the corresponding passages of the intake pipe 4 and the exhaust pipe 5 to achieve inflation, pressure holding, or pressure relief of the brake chamber 1. The on / off control of the intake pipe 4 and the exhaust pipe 5 can be achieved by a valve integrated into the brake proportional valve 3, or by a valve located on the corresponding pipeline.

[0064] The pressure detection unit includes a brake chamber pressure sensor 6. The brake chamber pressure sensor 6 is located in the brake chamber 1, or in a pressure detection pipeline connected to the brake chamber 1. The speed detection unit can be an existing speed measurement device of the hydro-generator set, or a separately installed speed sensor, encoder, or other detection device capable of characterizing the unit's rotational speed. The temperature detection unit includes an infrared temperature sensor, a contact temperature sensor, or other non-contact temperature sensor.

[0065] The control unit determines the base pressure based on speed parameters, limits the base pressure based on temperature parameters to obtain the target pressure, and adjusts the pressure regulating actuator based on the target pressure and the actual pressure to apply braking force corresponding to the target pressure to the brake surface 7. Specifically, the control unit determines the linear velocity v of the brake ring 8 based on the angular velocity ω of the hydro-generator unit and the radius r of the brake ring 8, and determines the base pressure P1 based on P1 = P × k / (k + v). When the temperature parameter has not reached the temperature threshold t, the control unit uses the base pressure P1 as the target pressure Pt; when the temperature parameter reaches the temperature threshold t, the target pressure Pt is limited to no more than the over-temperature protection pressure P2.

[0066] The control unit is also used to determine the pressure deviation based on the target given pressure Pt and the actual pressure Pa, and to adjust the pressure regulating actuator according to the pressure deviation. The pressure deviation includes the direction and magnitude of the pressure deviation. When the actual pressure Pa is lower than the target given pressure Pt and the pressure deviation magnitude exceeds a first deviation threshold, the control unit increases the pressure supply opening of the pressure regulating actuator and / or controls the intake passage to open. When the actual pressure Pa is higher than the target given pressure Pt and the pressure deviation magnitude exceeds a second deviation threshold, the control unit decreases the pressure supply opening of the pressure regulating actuator and / or controls the exhaust passage to open. When the actual pressure Pa is within the allowable pressure range corresponding to the target given pressure Pt, the control unit maintains the current state of the pressure regulating actuator or performs corrective adjustments to the pressure regulating actuator.

[0067] In one embodiment, the system further includes a distance detection unit. The distance detection unit is used to acquire the distance parameter between the brake surface 7 and the brake ring 8 after the hydro-generator unit is in a fully stopped state. The control unit is also used to determine the wear amount of the brake surface 7 based on the distance parameter, and output a wear alarm message when the wear amount reaches a wear threshold l. The distance detection unit employs at least one of a laser rangefinder, a displacement sensor, a proximity sensor, or a composite photoelectric detection device. The distance detection unit is integrated with the temperature detection unit as a detection component 9, or it can be set independently relative to the temperature detection unit.

[0068] In one embodiment, the detection component 9 includes a temperature detection unit and a distance detection unit. The temperature detection unit is used to acquire the temperature parameters of the brake ring 8 and / or the brake surface 7, and the distance detection unit is used to acquire the distance parameters between the brake surface 7 and the brake ring 8. The temperature detection unit and the distance detection unit are integrated or adjacent to each other near the brake surface 7. This arrangement allows for the reuse of... Figure 1 Based on the installation position of the detection component 9, it simultaneously supports two functions: temperature detection and wear detection, avoiding the direct equivalent of ordinary infrared temperature measuring components to distance measuring components.

[0069] In one embodiment, there are multiple braking actuators arranged at circumferential intervals along the brake ring 8. At least two braking actuators are respectively equipped with a pressure detection unit and a pressure regulating actuator. The control unit is further configured to adjust the corresponding pressure regulating actuators according to the actual pressure of the at least two braking actuators to reduce the pressure difference between the at least two braking actuators. In this way, pressure equalization control is achieved among the braking actuators that have independent detection and pressure regulation capabilities.

[0070] In the embodiments provided by this invention, the base pressure is determined by the speed parameter and is negatively correlated with the speed parameter; the target pressure is obtained by limiting the base pressure using the temperature parameter; and the pressure regulating actuator adjusts according to the deviation between the target pressure and the actual pressure. This control process combines speed-adaptive pressure application, temperature-limited pressure, and actual pressure feedback adjustment, enabling the braking actuator to apply braking force to the brake surface 7 that is adapted to the unit's shutdown condition.

[0071] It should be noted that, without departing from the concept of this invention, the specific valve group form of the pressure regulating actuator, the installation position of the pressure detection unit, the type of the temperature detection unit, the type of the distance detection unit, the calibration method of the engineering constant k, the setting method of the braking engagement conditions, the setting method of the closed-loop control parameters, and the zonal control method of multiple braking actuators can all be adjusted according to the actual structure of the hydro-generator unit. For example, the braking medium is compressed air or pressurized oil; the temperature detection unit is set on one side of the brake face 7 or the brake ring 8; the distance detection unit and the temperature detection unit are set independently or a composite detection element is used.

[0072] The adaptive hydro-generator braking control method and system provided in this invention have at least the following beneficial effects or advantages: The adaptive hydro-generator braking control method and system provided in this invention, during the shutdown process of the hydro-generator unit, first acquires speed parameters characterizing the relative motion state between the brake ring and the brake surface, and determines the base set pressure based on these speed parameters, with the base set pressure being negatively correlated with the speed parameters. When the relative motion speed between the brake ring and the brake surface is high, a lower braking pressure setpoint can be formed, reducing the risk of excessive contact pressure on the brake surface during the high-speed friction stage, leading to excessively rapid temperature rise, abnormal wear, or material damage. After the relative motion speed decreases, the braking pressure setpoint can be increased, allowing the braking force to gradually build up during the shutdown process. Acquiring temperature parameters characterizing the temperature state of the brake ring and / or brake surface, and limiting the base set pressure based on these temperature parameters, ensures that the target set pressure is constrained by the braking temperature state, preventing the pressure from continuing to be increased according to the base set pressure when the brake surface temperature is high. Acquiring the actual pressure of the braking actuator and adjusting the pressure regulating actuator according to the target set pressure and the actual pressure, allows the actual pressure of the braking actuator to approach the target set pressure, reducing the impact of pressure source fluctuations, pipeline resistance, or valve response differences on the braking pressure. This method and system enable the braking pressure to adapt simultaneously to the relative motion state, braking temperature state, and actual pressure feedback state during the shutdown process, thereby improving the matching between braking pressure control and the shutdown braking conditions of the hydro-generator unit.

[0073] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. An adaptive hydro-generator braking control method, characterized in that, include: During the shutdown of the hydro-generator unit, speed parameters are acquired; these speed parameters are used to characterize the relative motion state between the brake ring and the brake surface. The foundation pressure is determined based on the velocity parameters; the foundation pressure is negatively correlated with the velocity parameters. Acquire temperature parameters; temperature parameters are used to characterize the temperature state of the brake ring and / or brake surface. The target given pressure is obtained by limiting the base given pressure based on the temperature parameters. The actual pressure of the braking actuator is obtained, and the pressure regulating actuator is adjusted according to the target given pressure and the actual pressure so that the braking actuator applies braking force to the brake surface corresponding to the target given pressure.

2. The adaptive hydro-generator braking control method according to claim 1, characterized in that, The speed parameters include the linear velocity of the brake ring; or, the speed parameters include the rotational speed parameters used to calculate the linear velocity of the brake ring.

3. The adaptive hydro-generator braking control method according to claim 2, characterized in that, The speed parameters include the angular velocity ω of the hydro-generator unit; Determine the base set pressure based on the velocity parameters, including: The linear velocity v of the brake ring is determined based on the angular velocity ω and the radius r of the brake ring, where v = ωr; The foundation pressure is determined based on the linear velocity v.

4. The adaptive hydro-generator braking control method according to claim 3, characterized in that, Determine the base pressure based on the linear velocity v, including: The foundation pressure P1 is determined by P1 = P × k / (k + v); Where P is the pressure of the braking medium source, k is an engineering constant with velocity dimensions, and v is the linear velocity of the braking ring.

5. The adaptive hydro-generator braking control method according to claim 4, characterized in that, The engineering constant k is determined based on at least one of the following: the rotor inertia of the hydro-generator unit, the radius of the brake ring, the number of brakes, the friction material properties of the brake surface, the pressure of the brake medium source, and the allowable braking time.

6. The adaptive hydro-generator braking control method according to any one of claims 1-5, characterized in that, The target given pressure is obtained by limiting the base given pressure based on the temperature parameters, including: When the temperature parameter does not reach the temperature threshold, the base given pressure is used as the target given pressure; When the temperature parameter reaches the temperature threshold, the target given pressure is limited to no more than the over-temperature protection pressure.

7. The adaptive hydro-generator braking control method according to claim 6, characterized in that, The over-temperature protection pressure is a preset pressure value; or, the over-temperature protection pressure is determined based on the temperature deviation between the temperature parameter and the temperature threshold.

8. The adaptive hydro-generator braking control method according to any one of claims 1-5, characterized in that, The pressure regulating actuator adjusts the pressure according to the target given pressure and the actual pressure, including: The pressure deviation is determined based on the target given pressure and the actual pressure. The pressure deviation includes the direction of the pressure deviation and the magnitude of the pressure deviation. When the actual pressure is lower than the target given pressure and the pressure deviation exceeds the first deviation threshold, increase the pressure supply opening of the pressure regulating actuator and / or control the opening of the intake passage. When the actual pressure is higher than the target given pressure and the pressure deviation exceeds the second deviation threshold, reduce the pressure supply opening of the pressure regulating actuator and / or control the opening of the exhaust passage. When the actual pressure is within the allowable pressure range corresponding to the target given pressure, maintain the current state of the pressure regulating actuator or make correction adjustments to the pressure regulating actuator.

9. The adaptive hydro-generator braking control method according to claim 8, characterized in that, Adjusting the pressure regulating actuator according to the pressure deviation includes: The pressure control quantity is determined based on at least one of the following: pressure deviation, cumulative pressure deviation, and change in pressure deviation. Adjust the opening degree of the pressure regulating actuator according to the pressure regulation control amount.

10. The adaptive hydro-generator braking control method according to claim 9, characterized in that, The pressure regulating actuator includes a brake proportional valve, the air intake passage includes an air intake pipe, and the exhaust passage includes an exhaust pipe. When the actual pressure is lower than the target given pressure, increase the opening of the brake proportional valve and / or allow the brake medium to enter the brake actuator through the air inlet pipe; When the actual pressure is higher than the target given pressure, reduce the opening of the brake proportional valve and / or allow the brake medium in the brake actuator to be discharged through the exhaust pipe.

11. The adaptive hydro-generator braking control method according to any one of claims 1-5, characterized in that, Before obtaining the velocity parameters, the method also includes: Obtain the shutdown status and speed parameters of the hydro-generator unit; When the shutdown state is valid and the speed parameters meet the braking activation conditions, the control pressure regulating actuator inputs braking medium into the braking actuator, causing the brake surface to make frictional contact with the brake ring.

12. The adaptive hydro-generator braking control method according to claim 11, characterized in that, The conditions for brake activation include the turbine generator set's rotational speed being less than or equal to the rotational speed node; or the brake ring's linear velocity being less than or equal to the speed node.

13. The adaptive hydro-generator braking control method according to any one of claims 1-5, characterized in that, The method also includes: After the hydro-generator unit is in a completely stopped state, obtain the distance parameters between the brake surface and the brake ring; The wear amount of the brake surface is determined based on the spacing parameters; When the wear reaches the wear threshold, a wear alarm message is output.

14. The adaptive hydro-generator braking control method according to claim 13, characterized in that, The wear amount of the brake surface is determined based on the spacing parameters, including: After the hydro-generator unit is in a complete shutdown state, the control braking actuator is in a preset detection state; Obtain the current spacing parameters under the preset detection state; The wear amount of the brake surface is determined based on the difference between the current spacing parameter and the preset reference spacing parameter.

15. The adaptive hydro-generator braking control method according to any one of claims 1-5, characterized in that, The braking system includes multiple braking actuators, which are spaced apart circumferentially along the brake ring; the method further includes: Obtain the actual pressure of at least two braking actuators respectively; The pressure difference is determined based on the actual pressure of at least two braking actuators; When the pressure difference exceeds the equilibrium threshold, adjust the pressure regulating actuator corresponding to at least one braking actuator to reduce the pressure difference between at least two braking actuators.

16. An adaptive hydro-generator braking control system, used to execute the adaptive hydro-generator braking control method according to any one of claims 1-15, characterized in that, include: A brake actuator is used to apply braking force to the brake surface so that the brake surface makes frictional contact with the brake ring. The pressure regulating actuator is connected to the braking actuator and is used to regulate the pressure of the braking medium entering the braking actuator; The pressure detection unit is used to detect the actual pressure of the braking actuator. The speed detection unit is used to acquire speed parameters; the speed parameters are used to characterize the relative motion state between the brake ring and the brake surface. A temperature detection unit is used to acquire temperature parameters; the temperature parameters are used to characterize the temperature state of the brake ring and / or brake surface. as well as The control unit is connected to the pressure regulating actuator, pressure detection unit, speed detection unit, and temperature detection unit, respectively. The control unit is used to determine the basic given pressure based on the speed parameters, limit the basic given pressure based on the temperature parameters to obtain the target given pressure, and adjust the pressure regulating actuator according to the target given pressure and the actual pressure so that the braking actuator applies a braking force corresponding to the target given pressure to the brake surface. The control unit is also used to determine the pressure deviation based on the target given pressure and the actual pressure, the pressure deviation including the direction of pressure deviation and the magnitude of pressure deviation; when the actual pressure is lower than the target given pressure and the magnitude of pressure deviation exceeds the first deviation threshold, the pressure supply opening of the pressure regulating actuator is increased and / or the intake passage is controlled to open; when the actual pressure is higher than the target given pressure and the magnitude of pressure deviation exceeds the second deviation threshold, the pressure supply opening of the pressure regulating actuator is decreased and / or the exhaust passage is controlled to open; when the actual pressure is within the allowable pressure range corresponding to the target given pressure, the current state of the pressure regulating actuator is maintained or the pressure regulating actuator is corrected and adjusted.

17. The adaptive hydro-generator braking control system according to claim 16, characterized in that, The braking actuator includes a brake chamber, a brake plate, and a brake face. The brake chamber is used to receive the braking medium and drive the brake plate to move. The brake face is located on the side of the brake plate facing the brake ring.

18. The adaptive hydro-generator braking control system according to claim 16, characterized in that, The pressure regulating actuators include a brake proportional valve, an intake pipe, and an exhaust pipe; The intake pipe is connected between the brake proportional valve and the brake actuator, and the exhaust pipe is connected to the brake actuator.

19. The adaptive hydro-generator braking control system according to claim 16, characterized in that, It also includes a distance detection unit; The distance detection unit is used to obtain the distance parameters between the brake surface and the brake ring after the hydro-generator unit is in a completely stopped state; The control unit is also used to determine the wear amount of the brake surface based on the spacing parameters, and output wear alarm information when the wear amount reaches the wear threshold.

20. The adaptive hydro-generator braking control system according to claim 16, characterized in that, There are multiple braking actuators, which are spaced apart along the circumference of the brake ring. At least two braking actuators are respectively equipped with a pressure detection unit and a pressure regulating actuator. The control unit is also used to adjust the corresponding pressure regulating actuator according to the actual pressure of at least two braking actuators, so as to reduce the pressure difference between at least two braking actuators.

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