Crane pressure-regulating and speed-regulating control system capable of realizing fault-tolerant switching

Abstract

The utility model discloses a crane voltage-regulating speed-regulating control system capable of realizing fault-tolerant switching. The crane voltage-regulating speed-regulating control system comprises a control power supply loop, a gear transition loop, a limiting transition loop, a switching control loop and a driver control loop, wherein the switching control loop and the driver control loop are used for mode switching during a fault; the control power supply loop provides alternating current power for the whole control system, the gear transition loop collects operation signals of an operator into the control system, the limiting transition loop collects operation limiting information of the crane, and the switching control loop and the driver control loop are used for achieving action recognition and execution of mode switching. According to the utility model, the control panel based on the core driver, namely the voltage and speed regulation control device is highly integrated and has an industrial Ethernet control function, so that the logic control mode of the relay is switched when the control mode of the industrial Ethernet fails in the operation process of the crane through the cooperation of all loops; the problem that an existing crane pressure and speed regulation control system is insufficient in fault-tolerant capability is solved.

Description

Technical Field

[0001] This utility model relates to the field of electrical control technology for industrial cranes, and in particular to a fault-tolerant and switchable crane voltage and speed regulation control system. Background Technology

[0002] Currently, the existing crane pressure regulation and speed control technology solutions are as follows:

[0003] Option 1: A hard-wired control system based on relay logic. This system uses physical devices such as relays, contactors, and switches connected by wires to establish control logic, thereby controlling the actions of actuators. Option 2: A centralized control system based on a programmable logic controller (PLC). This system uses the PLC as its core, acquiring signals through input modules (DI, AI modules). The acquired signals are processed and calculated by the central processing unit (CPU). The results are then converted into drive signals through output modules (DO, AO modules) to control the actions of actuators.

[0004] However, for Option 1: although each control loop is relatively independent, the fault symptoms are obvious, and it is easy for technicians to maintain, its system is complex, bulky, and has cumbersome wiring, which greatly increases the number of system fault points and potential faults. In addition, because the control logic is fixed by physical wiring, any modification requires hardware changes, resulting in extremely poor flexibility and scalability. For Option 2: the control logic is implemented through programming, which is highly flexible, easy to implement complex functions and upgrades, has high system integration, and is relatively small in size. However, the entire system is highly dependent on the reliability of the PLC, and fault diagnosis and troubleshooting require extremely high skills from maintenance personnel. Once the PLC fails, the entire system will be paralyzed, resulting in incalculable losses.

[0005] In summary, the two existing technologies have an irreconcilable contradiction in terms of "reliability" and "simplicity / flexibility," and cannot guarantee the system's advanced nature while providing a high level of fault tolerance. Utility Model Content

[0006] This invention provides a fault-tolerant and switchable crane pressure and speed regulation control system to overcome the above-mentioned technical problems.

[0007] To achieve the above objectives, the technical solution of this utility model is as follows:

[0008] A fault-tolerant and switchable crane voltage and speed regulation control system includes a control power supply circuit, a gear transition circuit, and a limit transition circuit. The system is characterized by further including a switching control circuit and a driver control circuit for mode switching in case of failure.

[0009] The input terminal of the control power circuit is used to connect to an external AC power source, and its output terminal is connected to the input terminals of the gear transition circuit, the limit transition circuit, the switching control circuit, and the driver control circuit, respectively, to provide AC control power.

[0010] The gear transition circuit is connected to the crane master controller and is used to collect the operation command information output by the crane master controller, i.e., the master gear signal, and transmit the master gear signal to the switching control circuit.

[0011] The input terminal of the switching control loop is connected to the output terminal of the gear transition loop, and it includes an industrial Ethernet control interface and a relay logic control circuit. The switching control loop is used to be in a first control mode when its industrial Ethernet control interface is working normally, that is, to receive the master gear signal based on the interface and drive the driver control loop. When the industrial Ethernet control interface fails, it automatically switches to a second control mode, that is, to directly control the driver control loop through the relay logic circuit based on the gear signal provided by the gear transition loop and the limit information output by the limit transition loop.

[0012] The limit transition circuit is used to collect the crane's operating limit information, which includes at least a deceleration trigger signal, a stop limit signal, an overload signal, and an overspeed signal, and transmits the limit information to the driver control circuit.

[0013] The input terminal of the driver control circuit is connected to the output terminal of the switching control circuit. It is used to control the crane motor to perform voltage and speed regulation operations, and to perform deceleration, stop or alarm operations when a limit action signal is received.

[0014] Furthermore, the switching control loop is connected to the driver control loop;

[0015] The switching control circuit includes a first relay KF00, a second relay KF50, a third relay KF51, and a fourth relay KF52. One end of the first relay KF00 is connected to the N-FC02.10 terminal of the limit transition module and one end of the second relay KF50. The other end of the first relay KF00 is connected to one end of the first auxiliary contact switch of relay KF25, the other end of the first auxiliary contact switch of relay KF25 is connected to one end of the first auxiliary contact switch of relay KF08, and the other end of the first auxiliary contact switch of relay KF08 is connected to the third relay KF52. One end of the first auxiliary contact switch of electrical appliance KF51 is connected; the other end of the first auxiliary contact switch of third relay KF51 is connected to one end of the first auxiliary contact switch of second relay KF50; the other end of the first auxiliary contact switch of second relay KF50 is connected to one end of the first auxiliary contact switch of miniature circuit breaker FC07; the other end of the first auxiliary contact switch of miniature circuit breaker FC07 is connected to one end of the first auxiliary contact switch of relay KF0M and one end of the second auxiliary contact switch of fourth relay KF52; the other end of the first auxiliary contact switch of relay KF0M is connected to the fourth... One end of the first auxiliary contact switch of relay KF52 is connected to one end of the second auxiliary contact switch of the fourth relay KF52. The other end of the first auxiliary contact switch of the fourth relay KF52 is connected to one end of the first auxiliary contact switch of the first relay KF00, the other end of the second auxiliary contact switch of the fourth relay KF52, and one end of the first auxiliary contact switch of relay KF30. The other end of the first auxiliary contact switch of the first relay KF00 is connected to the other end of the first auxiliary contact switch of relay KF30 and one end of the first auxiliary contact switch of MMP motor integrated protector FC04. The first auxiliary contact switch of the motor rotor controller KE40, one end of the selector switch SG01, and the L-FC02.10 terminal of the limit transition module are connected; the other end of the second relay KF50 is connected to the other end of the first auxiliary contact switch of the MMP motor integrated protector FC04 and one end of the third relay KF51; the other end of the third relay KF51 is connected to the other end of the first auxiliary contact switch of the motor rotor controller KE40 and one end of the fourth relay KF52; and the other end of the fourth relay KF52 is connected to the other end of the selector switch SG01.

[0016] Furthermore, the driver control loop includes a voltage regulation and speed regulation control device TA01;

[0017] The lifting / forward terminal B2 of the voltage and speed regulating control device TA01 is connected to one end of the first auxiliary contact switch of relay KF31; the lowering / reverse terminal B3 is connected to one end of the first auxiliary contact switch of relay KF32; the first gear command terminal B4 is connected to one end of the first auxiliary contact switch of relay KF33; the second gear command terminal B5 is connected to one end of the first auxiliary contact switch of relay KF34; the third gear command terminal B6 is connected to one end of the first auxiliary contact switch of relay KF35; the forward deceleration terminal B7 is connected to one end of the first auxiliary contact switch of relay KF22; and the reverse deceleration terminal B8 is connected to... One end of the first auxiliary contact switch of relay KF24 is connected; the forward parking terminal B9 is connected to one end of the first auxiliary contact switch of relay KF21; the reverse parking terminal B10 is connected to one end of the first auxiliary contact switch of relay KF23; the overspeed trigger terminal B12 is connected to one end of the second auxiliary contact switch of relay KF25; the overload trigger terminal B13 is connected to one end of the first auxiliary contact switch of relay KF20; the control mode switching terminal B15 is connected to one end of the third auxiliary contact switch of the fourth relay KF52; and the common point terminal B16 is connected to one end of the second auxiliary contact switch of the first relay KF00.

[0018] The other end of the first auxiliary contact switch of relay KF31 is connected to the other end of the switch of relay KF32, the other end of the first auxiliary contact switch of relay KF33, the other end of the first auxiliary contact switch of relay KF34, the other end of the first auxiliary contact switch of relay KF35, the other end of the first auxiliary contact switch of relay KF22, the other end of the first auxiliary contact switch of relay KF24, the other end of the first auxiliary contact switch of relay KF21, the other end of the first auxiliary contact switch of relay KF23, the other end of the second auxiliary contact switch of relay KF25, the other end of the first auxiliary contact switch of relay KF20, the other end of the third auxiliary contact switch of the fourth relay KF52, and the other end of the second auxiliary contact switch of the first relay KF00.

[0019] Furthermore, the control AC220V_L terminal A12 of the voltage and speed regulating control device TA01 is connected to the L-FC02.9 terminal of the control power supply, one end of the third auxiliary contact switch of the first relay KF00, and the fault alarm terminal A3. The other end of the third auxiliary contact switch of the first relay KF00 is connected to the relay power supply terminal A10. The control AC220V_N terminal A11 of the voltage and speed regulating control device TA01 is connected to the N-FC02.9 terminal of the control power supply, one end of the first contactor QA72, one end of the second contactor QA71, one end of the fifth relay KF042, one end of the sixth relay KF041, and one end of the seventh relay KF04. One end of the 0 relay is connected to one end of the eighth relay KF08. The other end of the eighth relay KF08 is connected to the fault alarm terminal A4. The other end of the seventh relay KF040 is connected to the first rotor group cutting terminal A9. The other end of the sixth relay KF041 is connected to the second rotor group cutting terminal A8. The other end of the fifth relay KF042 is connected to the third rotor group cutting terminal A7. The other end of the second contactor QA71 is connected to the brake terminal A6. The other end of the first contactor QA72 is connected to the brake reinforcement terminal A5. The rotor frequency feedback terminals D1, D2, and D3 of the voltage and speed regulating control device TA01 are connected to the U-phase terminal, V-phase terminal, and W-phase terminal of the drive motor, respectively.

[0020] Furthermore, the voltage and speed regulating control device TA01 adopts THYMATIC 10DB 200A 380BD / C; the MMP motor integrated protector FC04 adopts MMP31SP; and the first contactor QA72 and the second contactor QA71 adopt LC1D18M7C.

[0021] Furthermore, it also includes a communication interface module, which is used to establish a network connection between the preset PLC system and the voltage and speed regulation control device TA01 in the driver control loop.

[0022] Beneficial effects: This utility model provides a fault-tolerant and switchable crane voltage and speed regulation control system. By establishing two system control modes based on industrial Ethernet control and relay logic control, and by building a manual switching function on the control board of the voltage and speed regulation control device, it can realize intelligent control based on industrial Ethernet, and ensure a safe and seamless manual switch to the relay logic control mode in the event of an industrial Ethernet failure, thereby providing a high reliability guarantee for continuous production. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0024] Figure 1 This is a schematic diagram of the fault-tolerant switching crane voltage and speed regulation control system of this utility model;

[0025] Figure 2 This is a schematic diagram of the main control loop module in this embodiment;

[0026] Figure 3 This is a schematic diagram of the driver control loop in this embodiment;

[0027] Figure 4 This is a schematic diagram of the power circuit in this embodiment;

[0028] Figure 5 This is a schematic diagram of the control power supply in this embodiment;

[0029] Figure 6 This is a circuit diagram of the motor protector in this embodiment;

[0030] Figure 7 This is a circuit diagram of the motor and rotor resistor in this embodiment;

[0031] Figure 8 This is a schematic diagram of the gear shifting circuit in this embodiment;

[0032] Figure 9 This is a schematic diagram of the limiting transition circuit in this embodiment;

[0033] Figure 10 This is a schematic diagram of the rotor controller control loop in this embodiment;

[0034] Figure 11 This is a schematic diagram of the encoder feedback interface circuit in this embodiment;

[0035] Figure 12 This is a circuit diagram of the communication interface in this embodiment;

[0036] Figure 13 This is a circuit diagram of the first digital input module in this embodiment;

[0037] Figure 14 This is a circuit diagram of the second digital input module in this embodiment;

[0038] Figure 15This is a circuit diagram of the third digital input module in this embodiment;

[0039] Figure 16 This is a circuit diagram of the fourth digital input module in this embodiment;

[0040] Figure 17 This is a circuit diagram of the digital output module in this embodiment;

[0041] Figure 18 This is a flowchart illustrating the switching and execution of dual-mode signals in this embodiment. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0043] This embodiment provides a fault-tolerant and switchable crane voltage and speed regulation control system, such as... Figure 1 As shown, it includes a control power supply circuit, a gear transition circuit, and a limit transition circuit, as well as a switching control circuit and a driver control circuit for fault mode switching.

[0044] The input terminal of the control power circuit is used to connect to an external AC power source, and its output terminal is connected to the input terminals of the gear transition circuit, the limit transition circuit, the switching control circuit, and the driver control circuit, respectively, to provide AC control power for the crane voltage regulation and speed regulation control system.

[0045] The gear transition circuit is connected to the crane master controller and is used to collect the operation command information, i.e., the master gear signal, output by the crane master controller, and transmit the master gear signal to the switching control circuit. The specific circuit structure is as follows: Figure 8 As shown;

[0046] The input terminal of the switching control loop is connected to the output terminal of the gear transition loop, and it includes an industrial Ethernet control interface and a relay logic control circuit. The switching control loop is used to be in a first control mode when its industrial Ethernet control interface is working normally, that is, to receive the master gear signal based on the interface and drive the driver control loop. When the industrial Ethernet control interface fails, it automatically switches to a second control mode, that is, to directly control the driver control loop through the relay logic circuit based on the gear signal provided by the gear transition loop and the limit information output by the limit transition loop.

[0047] Specifically, the switching control loop and the driver control loop;

[0048] like Figure 2 As shown, the switching control circuit includes a first relay KF00, a second relay KF50, a third relay KF51, and a fourth relay KF52. One end of the first relay KF00 is connected to the terminal of the limit transition module N-FC02.10 and one end of the second relay KF50. The other end of the first relay KF00 is connected to one end of the first auxiliary contact switch of relay KF25, the other end of the first auxiliary contact switch of relay KF25 is connected to one end of the first auxiliary contact switch of relay KF08, and the other end of the first auxiliary contact switch of relay KF08 is connected to the third relay KF51. One end of the first auxiliary contact switch of relay KF51 is connected to the other end of the first auxiliary contact switch of the third relay KF51, which is connected to one end of the first auxiliary contact switch of the second relay KF50. The other end of the first auxiliary contact switch of the second relay KF50 is connected to one end of the first auxiliary contact switch of the miniature circuit breaker FC07. The other end of the first auxiliary contact switch of the miniature circuit breaker FC07 is connected to one end of the first auxiliary contact switch of relay KF0M and one end of the second auxiliary contact switch of the fourth relay KF52. The other end of the first auxiliary contact switch of relay KF0M is connected to the first auxiliary contact switch of the fourth relay KF52. One end of the auxiliary contact switch is connected to one end of the second auxiliary contact switch of the fourth relay KF52. The other end of the first auxiliary contact switch of the fourth relay KF52 is connected to one end of the first auxiliary contact switch of the first relay KF00, the other end of the second auxiliary contact switch of the fourth relay KF52, and one end of the first auxiliary contact switch of the relay KF30. The other end of the first auxiliary contact switch of the first relay KF00 is connected to the other end of the first auxiliary contact switch of the relay KF30, one end of the first auxiliary contact switch of the MMP motor integrated protector FC04, and the first auxiliary contact switch of the motor rotor controller KE40. One end of the auxiliary contact switch, one end of the selector switch SG01, and the L-FC02.10 terminal of the limit transition module are connected; the other end of the second relay KF50 is connected to the other end of the first auxiliary contact switch of the MMP motor integrated protector FC04 and one end of the third relay KF51; the other end of the third relay KF51 is connected to the other end of the first auxiliary contact switch of the motor rotor controller KE40 and one end of the fourth relay KF52; the other end of the fourth relay KF52 is connected to the other end of the selector switch SG01. The MMP motor integrated protector FC04 adopts the MMP31SP. Figure 3As shown, the driver control loop includes a voltage and speed regulation control device TA01; the voltage and speed regulation control device TA01 adopts THYMATIC 10DB 200A 380BD / C.

[0049] The lifting / forward terminal B2 of the voltage and speed regulating control device TA01 is connected to one end of the first auxiliary contact switch of relay KF31; the lowering / reverse terminal B3 is connected to one end of the first auxiliary contact switch of relay KF32; the first gear command terminal B4 is connected to one end of the first auxiliary contact switch of relay KF33; the second gear command terminal B5 is connected to one end of the first auxiliary contact switch of relay KF34; the third gear command terminal B6 is connected to one end of the first auxiliary contact switch of relay KF35; the forward deceleration terminal B7 is connected to one end of the first auxiliary contact switch of relay KF22; and the reverse deceleration terminal B8 is connected to... One end of the first auxiliary contact switch of relay KF24 is connected; the forward parking terminal B9 is connected to one end of the first auxiliary contact switch of relay KF21; the reverse parking terminal B10 is connected to one end of the first auxiliary contact switch of relay KF23; the overspeed trigger terminal B12 is connected to one end of the second auxiliary contact switch of relay KF25; the overload trigger terminal B13 is connected to one end of the first auxiliary contact switch of relay KF20; the control mode switching terminal B15 is connected to one end of the third auxiliary contact switch of the fourth relay KF52; and the common point terminal B16 is connected to one end of the second auxiliary contact switch of the first relay KF00.

[0050] The other end of the first auxiliary contact switch of relay KF31 is connected to the other end of the switch of relay KF32, the other end of the first auxiliary contact switch of relay KF33, the other end of the first auxiliary contact switch of relay KF34, the other end of the first auxiliary contact switch of relay KF35, the other end of the first auxiliary contact switch of relay KF22, the other end of the first auxiliary contact switch of relay KF24, the other end of the first auxiliary contact switch of relay KF21, the other end of the first auxiliary contact switch of relay KF23, the other end of the second auxiliary contact switch of relay KF25, the other end of the first auxiliary contact switch of relay KF20, the other end of the third auxiliary contact switch of the fourth relay KF52, and the other end of the second auxiliary contact switch of the first relay KF00.

[0051] The control AC220V_L terminal A12 of the voltage and speed regulating control device TA01 is connected to the L-FC02.9 terminal of the control power supply, one end of the third auxiliary contact switch of the first relay KF00, and the fault alarm terminal A3. The other end of the third auxiliary contact switch of the first relay KF00 is connected to the relay power supply terminal A10. The control AC220V_N terminal A11 of the voltage and speed regulating control device TA01 is connected to the N-FC02.9 terminal of the control power supply, one end of the first contactor QA72, one end of the second contactor QA71, one end of the fifth relay KF042, one end of the sixth relay KF041, one end of the seventh relay KF040, and one end of the eighth relay KF08. The other end of the eighth relay KF08 is connected to the fault alarm terminal A4, the other end of the seventh relay KF040 is connected to the first rotor group cutting terminal A9, the other end of the sixth relay KF041 is connected to the second rotor group cutting terminal A8, the other end of the fifth relay KF042 is connected to the third rotor group cutting terminal A7, the other end of the second contactor QA71 is connected to the brake terminal A6, the other end of the first contactor QA72 is connected to the brake reinforcement terminal A5, and the rotor frequency feedback terminals D1, D2, and D3 of the voltage and speed regulating control device TA01 are connected to the U-phase terminal, V-phase terminal, and W-phase terminal of the drive motor, respectively. The first contactor QA72 and the second contactor QA71 adopt LC1D18M7C. In this embodiment, the switching control loop and the driver control loop are used to realize the action recognition of mode switching (the master gear signal for gear switching) and execute the crane operation control. Based on the high integration of the core driver, i.e., the voltage and speed regulating device control board, and its industrial Ethernet control function, the crane can switch to the second control mode when the first control mode fails during operation. Specifically, the core driver is implemented through... Figure 4 The power circuit shown is as follows: Figure 2 The driver control loop shown is as follows: Figure 11 The encoder feedback interface circuit shown and as follows Figure 12 The system loop formed by the communication interface modules shown;

[0052] The limit transition circuit is used to collect the crane's operating limit information, which includes at least a deceleration trigger signal, a stop limit signal, an overload signal, and an overspeed signal. This limit information is then transmitted to the driver control circuit. The input terminal of the driver control circuit is connected to the output terminal of the switching control circuit, and it is used to control the crane motor to perform voltage and speed regulation operations. Upon receiving a limit action signal, it performs deceleration, stop, or alarm operations. Specifically, the limit transition circuit collects crane operating information such as deceleration, stop limit, overload, and overspeed information into the control system as a safety guarantee. When a limit action occurs, the control system responds to prevent safety hazards. The specific circuit structure is as follows: Figure 9 As shown;

[0053] This embodiment also includes a communication interface module, which is used to establish a network connection between the preset PLC system and the voltage and speed control device TA01.

[0054] Specifically, the crane user selects the control mode via the mode selection button on the control panel in the crane operator's cab. If the industrial Ethernet control mode is selected, the fourth relay KF52 is de-energized. At this time, the control mode switching terminal B15 (terminal / bus selection terminal) of the voltage and speed regulating control device TA01 is disabled, thus disabling the control functions of terminals B1 to B13 of the voltage and speed regulating control device TA01. All switch signals from the control system then enter the PLC and, after preset calculations, directly issue commands to the voltage and speed regulating control device TA01 via the industrial Ethernet (Profinet). This establishes a network connection between the PLC and the voltage and speed regulating control device TA01 through the communication interface module, achieving intelligent control in the industrial Ethernet control mode. Figure 12As shown, the communication interface module adopts a 10dB / C+MF communication interface, and the control signal path for the master controller's output signal, i.e., the gear transition circuit, to collect the crane's operation command information, i.e., the master gear signal, is: master controller -> PLC -> Profinet -> voltage and speed regulation control device. When operating in industrial Ethernet control mode, the preset communication board and preset PLC detection device of the voltage and speed regulation control device detect the PLC operating status and network status in real time. When the PLC operating status and network status are normal, relay KF0M is energized, and its corresponding first auxiliary contact switch closes. At the same time, the other states of the control system are normal, i.e., the first auxiliary contact switch of relay FC07 is closed, the first auxiliary contact switch of relay KF50 is closed, and relay K... When the first auxiliary contact switch of F51 is closed, the first auxiliary contact switch of relay KF08 is closed, the first auxiliary contact switch of relay KF25 is closed, the first auxiliary contact switch of relay KF30 is closed, the first auxiliary contact switch of relay KF52 is closed, the second auxiliary contact switch of relay KF52 is open, and the third auxiliary contact switch of relay KF52 is open, the first relay KF00 is energized, and the system operates normally. At this time, the control mode switching terminal B15 (terminal / bus selection terminal) of the voltage and speed regulating control device TA01 is disabled, and the control functions of terminals B1 to B13 of the voltage and speed regulating control device TA01 are not activated. The system directly issues commands to the voltage and speed regulating control device TA01 via industrial Ethernet (Profinet). When a PLC or network fault is detected, relay KF0M is de-energized, its corresponding first auxiliary contact switch of relay KF0M is open, the first relay KF00 is de-energized, and the system will shut down in an emergency. At this time, the crane operator can switch to the relay logic control mode via the mode selection button on the operator's cab control panel. After pulling the gear back to the zero position, the operator can operate the crane in relay logic control mode by re-operating the gear. At this time, the fourth relay KF52 is energized, the control mode switching terminal B15 (terminal / bus selection terminal) of the voltage and speed regulation control device TA01 is enabled, and the control functions of terminals B1 to B13 of the voltage and speed regulation control device TA01 are activated. The output signal of the master controller in the gear transition module is directly transmitted to the voltage and speed regulation control device TA01. The corresponding control signal path is: master controller -> relay logic circuit -> voltage and speed regulation control device, realizing the voltage and speed regulation control operation of the crane. At this time, all controls are connected by hard wiring and are not affected by PLC failures or network failures.

[0055] This embodiment of the voltage regulation speed control system is a modern AC motor speed control scheme that achieves wide-range, smooth speed regulation by changing the stator voltage of a three-phase asynchronous wound-rotor motor in conjunction with the rotor-side switching resistor. Its speed control principle utilizes the controllability of thyristors. A set of thyristors (connected in parallel in both forward and reverse directions) is connected in series with each phase of the stator winding of the three-phase asynchronous wound-rotor motor. Commutation is achieved by turning the forward and reverse thyristors on and off. The trigger voltage output by the control circuit determines the conduction angle of the thyristors, which in turn triggers the thyristors, changing the motor stator voltage. When the motor stator voltage decreases, the motor's driving torque decreases, and the motor's operating speed decreases. Therefore, changing the stator voltage can change the motor's operating speed. However, for the demanding operating conditions of heavy-load startup and wide-range stable operation of cranes, single stator voltage regulation is insufficient. Therefore, a combined stator voltage regulation and rotor resistance switching control method, i.e., a voltage regulation speed control system, is adopted. This solution effectively expands the speed regulation range and achieves a more robust mechanical characteristic, ensuring smooth and stable stepless speed regulation throughout the entire speed range. The core of this embodiment lies in integrating two circuits: industrial Ethernet control and relay logic control. By incorporating a manual switching function on the device control board, this architecture enables both intelligent control based on industrial Ethernet and a safe, seamless manual switch to relay logic control mode in the event of an industrial Ethernet failure, thus providing high reliability for continuous production.

[0056] System Safety Assurance and Switching Mechanism: The system has a critical zero-position relay (-KF00), whose energization is a prerequisite for the normal operation of the entire control system. If any fault occurs or the operating conditions are not met, the first relay KF00 disconnects, and the system stops operating, thus ensuring system safety. In this embodiment, the working principle of switching the control loop and the drive control loop is as follows: When the driver's cab linkage is in the zero position, the first auxiliary contact switch of relay KF30 is closed. If the relay logic control mode is selected at this time, the coil of relay KF52 is energized, the normally open auxiliary contact (second auxiliary contact switch) of relay KF52 closes, and the normally closed contact (first auxiliary contact switch) opens. At this time, the system switches to the relay logic control mode. If the following conditions are met: the first auxiliary contact switch of relay KF0M is closed, the brake circuit breaker auxiliary contact corresponding to relay FC07 (i.e., the first auxiliary contact switch of relay FC07) is closed, the motor protector's normal status relay KF50's auxiliary contact (i.e., the first auxiliary contact switch of relay KF50) is closed, and the rotor controller's normal status relay KF51's auxiliary contact (i.e., the first auxiliary contact switch of relay KF50) is closed... When the first auxiliary contact switch of relay KF08 (the first auxiliary contact switch of relay KF08) is closed, the auxiliary contact of relay KF25 (the first auxiliary contact switch of relay KF25) is closed, and the motor overspeed status relay KF25 is closed, the system is normal. At this time, the first auxiliary contact switch, the second auxiliary contact switch, and the third auxiliary contact switch of the first relay KF00 are all closed. The common point B16 of the voltage regulation and speed control device TA01 and the relay power supply A10 are energized, the control board of the voltage regulation and speed control device is energized, and the system works normally. If any of these states are abnormal or malfunctioning, the first relay KF00 will not be able to engage, the common point B16 of the voltage regulation and speed control device TA01 and the relay power supply A10 will be de-energized, the control board of the voltage regulation and speed control device will have no power, and the system will not work. In addition, even if any fault occurs during system operation, the coil of the first relay KF00 will lose power, the common point B16 of the voltage regulating and speed regulating control device TA01 and the relay power supply A10 will lose power, the brake contactor QA71 and the brake reinforcement contactor QA72 will lose power, the main contacts of the contactor will open, and the brake will immediately engage after the power is lost, thereby achieving emergency stop and avoiding dangerous events.In this embodiment, under the industrial Ethernet control mode, if the PLC status and Ethernet network are normal, the bus working zero-position transition relay KF0M is energized. In addition, the following conditions must be met: the first auxiliary contact switch of relay FC07 is closed, the first auxiliary contact switch of relay KF50 is closed, the first auxiliary contact switch of relay KF51 is closed, the first auxiliary contact switch of relay KF08 is closed, the first auxiliary contact switch of relay KF25 is closed, the first auxiliary contact switch of relay KF30 is closed, the first auxiliary contact switch of relay KF52 is closed, the second auxiliary contact switch of relay KF52 is open, and the third auxiliary contact switch of relay KF52 is open. After the conditions are met, the first relay KF00 is energized, and the system operates normally. At this time, the control mode switching terminal B15 (terminal / bus selection terminal) of the voltage and speed regulating control device TA01 is disabled, and the control functions of terminals B1 to B13 of the voltage and speed regulating control device TA01 are not activated. The system directly issues commands to the voltage and speed regulating control device TA01 through the industrial Ethernet (Profinet). If Ethernet communication fails, the first auxiliary contact switch of relay-KF0M will open, and the first relay KF00 (zero-position relay) will also open, causing the system to stop. At this time, the operator can manually switch to relay logic control mode. After switching modes, pulling the gear back to the zero position and operating the master controller again will allow the system to restart and operate in relay logic control mode, ensuring continuous production. See the appendix for the switching and execution of dual control mode signals. Figure 18 All signals within the system are split into two parallel paths. One path is directly connected to the relay logic control circuit, while the other path enters the preset PLC system to realize intelligent control via industrial Ethernet.

[0057] This embodiment also includes, for example, Figure 5 The control power supply circuit shown is used to provide AC 220V control power to the crane voltage and speed regulation control system.

[0058] like Figure 4 The power circuit shown is related to Figure 6 The motor protector circuit shown Figure 7 The motor and rotor resistance circuit shown together form the power circuit of the crane's electrical control system, providing three-phase AC 380V power to control the motor and thus realize the actions of each mechanism.

[0059] like Figure 10 The rotor controller control loop shown is related to... Figure 7 The motor and rotor resistance circuit are connected as shown. The rotor circuit is controlled to cut the resistance, thus achieving smoother speed regulation.

[0060] like Figure 11 The encoder feedback interface circuit shown is connected to... Figure 3 The driver control loop shown is connected to transmit the collected pulse encoder speed signal to the voltage regulation speed control device TA01. Through speed closed-loop feedback, more precise speed regulation is achieved, while effectively avoiding the phenomenon of hook slippage.

[0061] like Figure 13 , Figure 14 , Figure 15 as well as Figure 16 The digital input module shown is connected to the preset PLC system and is used to collect all switch signals in the control system and input them into the PLC system to realize information input for industrial Ethernet control.

[0062] like Figure 17 The digital output module shown is connected to a preset PLC. The signals collected by the digital input module into the PLC are processed and calculated by the CPU, and finally converted into drive signals by the digital output module to control the action of the actuator. In this embodiment, the information processing and calculation by the CPU is an existing working technique, which will not be described in detail here.

[0063] This embodiment also includes the following list of electrical equipment as shown in Table 1:

[0064] Table 1. List of Electrical Equipment

[0065]

[0066] The beneficial effects of the system described in this embodiment are:

[0067] (1) Combining intelligent control with high reliability, effectively preventing unplanned production stoppages: The system can manually switch between industrial Ethernet control and relay logic control. Under normal circumstances, it fully leverages the technical advantages of high precision and superior control performance of Ethernet control; in the event of a failure, it can be immediately switched manually to relay control mode to restore production first, and then the fault can be investigated calmly, fundamentally avoiding the risk of unexpected downtime caused by a single system failure and ensuring the continuity of production;

[0068] (2) Integrated control and protection functions and system-level hardware integration: The processing logic of key safety and control signals such as overload, overspeed, and deceleration stop limit is directly integrated into the control board of the voltage regulation and speed regulation control device, eliminating the need for additional complex control loops. Based on the high integration of the product and the optimization of the control system, the system is reduced in size and simplified, achieving multiple optimizations such as space saving, convenient installation, easy debugging and low maintenance costs, thus reducing the total life cycle cost.

[0069] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or make equivalent substitutions for some or all of the technical features therein; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this utility model.

Claims

1. A fault-tolerant and switchable crane voltage and speed regulation control system, comprising a control power supply circuit, a gear transition circuit, and a limit transition circuit, characterized in that, It also includes a switching control loop and a driver control loop for mode switching in case of failure; The input terminal of the control power circuit is used to connect to an external AC power source, and its output terminal is connected to the input terminals of the gear transition circuit, the limit transition circuit, the switching control circuit, and the driver control circuit, respectively, to provide AC control power. The gear transition circuit is connected to the crane master controller and is used to collect the operation command information output by the crane master controller, i.e., the master gear signal, and transmit the master gear signal to the switching control circuit. The input terminal of the switching control loop is connected to the output terminal of the gear transition loop, and it includes an industrial Ethernet control interface and a relay logic control circuit. The switching control loop is used to be in a first control mode when its industrial Ethernet control interface is working normally, that is, to receive the master gear signal based on the interface and drive the driver control loop. When the industrial Ethernet control interface fails, it automatically switches to a second control mode, that is, to directly control the driver control loop through the relay logic circuit based on the gear signal provided by the gear transition loop and the limit information output by the limit transition loop. The limit transition circuit is used to collect the crane's operating limit information, which includes at least a deceleration trigger signal, a stop limit signal, an overload signal, and an overspeed signal, and transmits the limit information to the driver control circuit. The input terminal of the driver control circuit is connected to the output terminal of the switching control circuit. It is used to control the crane motor to perform voltage and speed regulation operations, and to perform deceleration, stop or alarm operations when a limit action signal is received.

2. The fault-tolerant switching crane voltage and speed regulation control system according to claim 1, characterized in that, The switching control loop and the driver control loop; The switching control circuit includes a first relay (KF00), a second relay (KF50), a third relay (KF51), and a fourth relay (KF52). One end of the first relay (KF00) is connected to the N-FC02.10 terminal of the limit transition module and one end of the second relay (KF50). The other end of the first relay (KF00) is connected to one end of the first auxiliary contact switch of relay (KF25), and the other end of the first auxiliary contact switch of relay (KF25) is connected to one end of the first auxiliary contact switch of relay (KF08). The first auxiliary contact of relay (KF08) is open... The other end of the switch is connected to one end of the first auxiliary contact switch of the third relay (KF51). The other end of the first auxiliary contact switch of the third relay (KF51) is connected to one end of the first auxiliary contact switch of the second relay (KF50). The other end of the first auxiliary contact switch of the second relay (KF50) is connected to one end of the first auxiliary contact switch of the miniature circuit breaker (FC07). The other end of the first auxiliary contact switch of the miniature circuit breaker (FC07) is connected to one end of the first auxiliary contact switch of the relay (KF0M) and one end of the second auxiliary contact switch of the fourth relay (KF52). The first... One end of an auxiliary contact switch is connected to one end of the first auxiliary contact switch of the fourth relay (KF52). The other end of the first auxiliary contact switch of the fourth relay (KF52) is connected to one end of the first auxiliary contact switch of the first relay (KF00), the other end of the second auxiliary contact switch of the fourth relay (KF52), and one end of the first auxiliary contact switch of the relay (KF30). The other end of the first auxiliary contact switch of the first relay (KF00) is connected to the other end of the first auxiliary contact switch of the relay (KF30), one end of the first auxiliary contact switch of the MMP motor integrated protector (FC04), and the motor rotation... One end of the first auxiliary contact switch of the sub-controller (KE40), one end of the selector switch (SG01), and the L-FC02.10 terminal of the limit transition module are connected; the other end of the second relay (KF50) is connected to the other end of the first auxiliary contact switch of the MMP motor integrated protector (FC04) and one end of the third relay (KF51); the other end of the third relay (KF51) is connected to the other end of the first auxiliary contact switch of the motor rotor controller (KE40) and one end of the fourth relay (KF52); and the other end of the fourth relay (KF52) is connected to the other end of the selector switch (SG01).

3. A fault-tolerant and switchable crane voltage and speed regulation control system according to claim 2, characterized in that, The driver control circuit includes a voltage regulation and speed regulation control device (TA01); The lifting / forward terminal (B2) of the voltage and speed regulating control device (TA01) is connected to one end of the first auxiliary contact switch of the relay (KF31); the lowering / reverse terminal (B3) is connected to one end of the first auxiliary contact switch of the relay (KF32); the first gear command terminal (B4) is connected to one end of the first auxiliary contact switch of the relay (KF33); the second gear command terminal (B5) is connected to one end of the first auxiliary contact switch of the relay (KF34); the third gear command terminal (B6) is connected to one end of the first auxiliary contact switch of the relay (KF35); the forward deceleration terminal (B7) is connected to one end of the first auxiliary contact switch of the relay (KF22); and the reverse deceleration terminal (B8) is connected to one end of the first auxiliary contact switch of the relay (KF22). The first auxiliary contact switch of relay (KF24) is connected to one end; the forward parking terminal (B9) is connected to one end of the first auxiliary contact switch of relay (KF21); the reverse parking terminal (B10) is connected to one end of the first auxiliary contact switch of relay (KF23); the overspeed trigger terminal (B12) is connected to one end of the second auxiliary contact switch of relay (KF25); the overload trigger terminal (B13) is connected to one end of the first auxiliary contact switch of relay (KF20); the control mode switching terminal (B15) is connected to one end of the third auxiliary contact switch of the fourth relay (KF52); and the common point terminal (B16) is connected to one end of the second auxiliary contact switch of the first relay (KF00). The other end of the first auxiliary contact switch of the relay (KF31) is connected to the other end of the switch of the relay (KF32), the other end of the first auxiliary contact switch of the relay (KF33), the other end of the first auxiliary contact switch of the relay (KF34), the other end of the first auxiliary contact switch of the relay (KF35), the other end of the first auxiliary contact switch of the relay (KF22), the other end of the first auxiliary contact switch of the relay (KF24), the other end of the first auxiliary contact switch of the relay (KF21), the other end of the first auxiliary contact switch of the relay (KF23), the other end of the second auxiliary contact switch of the relay (KF25), the other end of the first auxiliary contact switch of the relay (KF20), the other end of the third auxiliary contact switch of the fourth relay (KF52), and the other end of the second auxiliary contact switch of the first relay (KF00).

4. A fault-tolerant and switchable crane voltage and speed regulation control system according to claim 3, characterized in that, The control AC220V_L terminal (A12) of the voltage and speed regulating control device (TA01) is connected to the L-FC02.9 terminal of the control power supply, one end of the third auxiliary contact switch of the first relay (KF00), and the fault alarm terminal (A3). The other end of the third auxiliary contact switch of the first relay (KF00) is connected to the relay power supply terminal (A10). The control AC220V_N terminal (A11) of the voltage and speed regulating control device (TA01) is connected to the N-FC02.9 terminal of the control power supply, one end of the first contactor (QA72), one end of the second contactor (QA71), one end of the fifth relay (KF042), one end of the sixth relay (KF041), and one end of the seventh relay (KF040). One end of the relay is connected to the eighth relay (KF08), the other end of the eighth relay (KF08) is connected to the fault alarm terminal (A4), the other end of the seventh relay (KF040) is connected to the first rotor group cutting terminal (A9), the other end of the sixth relay (KF041) is connected to the second rotor group cutting terminal (A8), the other end of the fifth relay (KF042) is connected to the third rotor group cutting terminal (A7), the other end of the second contactor (QA71) is connected to the brake terminal (A6), the other end of the first contactor (QA72) is connected to the brake reinforcement terminal (A5), and the rotor frequency feedback terminals D1, D2, and D3 of the voltage regulating and speed regulating control device (TA01) are connected to the U-phase terminal, V-phase terminal, and W-phase terminal of the drive motor, respectively.

5. A fault-tolerant and switchable crane voltage and speed regulation control system according to claim 4, characterized in that, The voltage and speed regulating control device (TA01) adopts THYMATIC 10DB 200A 380BD / C; the MMP motor integrated protector (FC04) adopts MMP31SP; the first contactor (QA72) and the second contactor (QA71) adopt LC1D18M7C.

6. A fault-tolerant and switchable crane voltage and speed regulation control system according to claim 5, characterized in that, It also includes a communication interface module, which is used to establish a network connection between the preset PLC system and the voltage and speed regulation control device (TA01) in the driver control loop.

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