地铁动车牵引传动系统分析、建模及优化
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摘要
地铁动车牵引传动系统是车体和车辆的核心,是车辆国产化的重点和难点。论文分析了地铁动车独特的轮轨粘着特性和牵引电机负载特性,完整而准确的建立了地铁动车牵引传动系统模型,深入研究了再粘着优化控制和牵引电机并联控制策略,并针对牵引电传动系统设计中的核心问题：“车辆牵引/制动特性曲线设计”、“变流器与牵引电机合理匹配”、“牵引电机额定转差率设计”等,提出了与之相应的优化设计方法,获得了以下成果。
地铁动车一般采用的架控模式,论文建立了“双轴模型”进行粘着控制研究,在分析传统防滑/防空转策略不足的基础上,提出一种基于全维状态观测器的再粘着优化控制方法。通过恰当的极点配置,使得观测器具有良好的稳定性和收敛性,在此基础上针对机械参数变化和负载扰动对控制系统性能进行研究,结果表明所提出的再粘着优化控制满足地铁实际应用需求。为深入地研究牵引特性和车体动力性能,借助MATLAB工具,建立了地铁动车牵引传动系统模型,并进行了各种工况仿真,结果表明再粘着优化控制方法达到了理想的控制效果。
地铁架控模式下并联运行的牵引电机存在转矩不平衡,牵引转矩大的动轴常因超出粘着极限而发生空转/打滑,论文分析了产生不平衡的原因,推导出转矩不平衡度与动轮轮径差、电机转差率三者之间的数学关系,基于再粘着优化控制,提出一种带励磁补偿的电机并联优化控制方法：根据轮径差值大小及网压、车速等适当降低电机控制的励磁给定,从而增大转差频率(转差率),降低电机间的转矩不平衡,最后进行了仿真研究和试验。
为设计节能型地铁列车,总结出一种地铁车辆牵引/制动特性曲线的设计方法,在满足列车可用粘着校核以及不降低列车动力性能的前提下,通过牵引控制充分利用车辆电气制动再生回馈电能,减少闸瓦磨损和“二次能耗”。技术经济分析的结果表明,车辆制动特性曲线优化可达到节能降噪的目的。
与干线铁路机车不同,地铁列车具有负载断续及短时过载的特点,论文总结出一种适用于地铁牵引变流器与牵引电机“系统匹配”的方法：在动车牵引传动系统设计之初,以车辆特性曲线为依据,变流器的容量参考电机制动峰值功率来设计,而牵引电机则按照“小电机匹配”方式来选择额定点的最大转矩倍数(颠覆转矩),更加强调变流器的安全裕度及电机容量的充分利用。综合考虑地铁动车牵引传动系统设计、电机并联优化控制和易于维护等因素,提出了牵引电机额定转差率的设计方法,并进行的牵引电机特性试验。
研制了一套适用于地铁B型车的牵引变流器,对主电路、控制系统、监控界面和牵引计算软件等进行了详细的设计,对牵引特性、电机矢量控制和变流器温升等进行了试验,并对试验结果进行了分析。
Metro traction system is the core of motor car, which is the key point of the vehicle localization. The adhesion characteristics between wheel and track and the traction motor load characteristics were analyzed in the paper, and the metro traction system model was built accurately. Based on the model, the re-adhesion optimization control and the traction motor connected in parallel were studied. At the same time, the core technology for traction system design were studied, including train characteristics curves design, traction converter and induction motor matching, nominal slip ratio design of traction motor, etc. The following achievements were obtained.
The double axle's model in bogie-control mode was built to study the adhesion control, and a re-adhesion optimization control method based on full state observer for traction drive was raised. To perform the maximum utilization of adhesion, a full state observer was built to obtain the motor load torque. Then the adhesion coefficient was calculated to find the adhesion peak zone. A searching algorithm was used to get the optimal slip velocity reference automatically. Then combined the line voltage, train velocity and the master-controller instruction, obtained the torque reference for traction motor control. To study the wheel-track adhesion characteristics, traction drive and the train kinetics performance, the metro traction drive system model was built in Matlab. Simulation and experiment were done.
The dissertation deeply analyzed the torque-unbalanced reasons for parallel-connected motor in one bogie and the severe aftereffect. The mathematical relations among torque-unbalance, wheel diameter difference and motor slip ratio were get by formula derivation. An optimal parallel-connected motor control strategy based on re-adhesion optimization utilization and magnetizing compensation was presented. The former generated the torque reference, and the latter regulated the magnetizing reference for motor control according to wheel diameter difference, line voltage and train speed. The slip frequency (i.e. slip ratio) was increased and the torque-unbalanced level was decreased. Simulation and experimental waveforms were given.
Considering the macro designing of metro traction drive system, an engineering design method for train traction/braking characteristics curves was presented. In the prerequisite of meeting available adhesion checking, the regeneration feedback energy was full used by traction control, and the loss between brake and wheel were reduced. Analysis showed that the presented train braking characteristics curve achieved energy saving and noise reduction, low-carbon environmental protection objectives.
According to characteristics of metro train load intermittent and short-term overload, a suitable traction converter and traction motor "system matching" approach was proposed. Namely, based on train characteristics curves, the capacity of converter designing referred to motor braking peak power, while the traction motor was in accordance with "small motor match" method to select the maximum torque multiplier (subversion torque) at the nominal point, more emphasized on the safety margin of converter capacity and the motor utilization capacity. The successful trial operation of homemade metro traction system verified the proposed "system match" method. Comprehensive consideration the metro traction system macro-design, motor parallel control, and the easy maintenance for subway operators, put forward the designing method for traction motor rated slip ratio and other rated electrical parameters. The motor characteristic curves by experiments meet the requirements of train operating and traction control.
A metro traction inverter was developed for type B train. The main circuit, control system, supervision interface and traction calculation software were detailed designed. The effect of the traction motor vector control and traction characteristics was tested, and test results were analyzed.
地铁动车一般采用的架控模式,论文建立了“双轴模型”进行粘着控制研究,在分析传统防滑/防空转策略不足的基础上,提出一种基于全维状态观测器的再粘着优化控制方法。通过恰当的极点配置,使得观测器具有良好的稳定性和收敛性,在此基础上针对机械参数变化和负载扰动对控制系统性能进行研究,结果表明所提出的再粘着优化控制满足地铁实际应用需求。为深入地研究牵引特性和车体动力性能,借助MATLAB工具,建立了地铁动车牵引传动系统模型,并进行了各种工况仿真,结果表明再粘着优化控制方法达到了理想的控制效果。
地铁架控模式下并联运行的牵引电机存在转矩不平衡,牵引转矩大的动轴常因超出粘着极限而发生空转/打滑,论文分析了产生不平衡的原因,推导出转矩不平衡度与动轮轮径差、电机转差率三者之间的数学关系,基于再粘着优化控制,提出一种带励磁补偿的电机并联优化控制方法：根据轮径差值大小及网压、车速等适当降低电机控制的励磁给定,从而增大转差频率(转差率),降低电机间的转矩不平衡,最后进行了仿真研究和试验。
为设计节能型地铁列车,总结出一种地铁车辆牵引/制动特性曲线的设计方法,在满足列车可用粘着校核以及不降低列车动力性能的前提下,通过牵引控制充分利用车辆电气制动再生回馈电能,减少闸瓦磨损和“二次能耗”。技术经济分析的结果表明,车辆制动特性曲线优化可达到节能降噪的目的。
与干线铁路机车不同,地铁列车具有负载断续及短时过载的特点,论文总结出一种适用于地铁牵引变流器与牵引电机“系统匹配”的方法：在动车牵引传动系统设计之初,以车辆特性曲线为依据,变流器的容量参考电机制动峰值功率来设计,而牵引电机则按照“小电机匹配”方式来选择额定点的最大转矩倍数(颠覆转矩),更加强调变流器的安全裕度及电机容量的充分利用。综合考虑地铁动车牵引传动系统设计、电机并联优化控制和易于维护等因素,提出了牵引电机额定转差率的设计方法,并进行的牵引电机特性试验。
研制了一套适用于地铁B型车的牵引变流器,对主电路、控制系统、监控界面和牵引计算软件等进行了详细的设计,对牵引特性、电机矢量控制和变流器温升等进行了试验,并对试验结果进行了分析。
Metro traction system is the core of motor car, which is the key point of the vehicle localization. The adhesion characteristics between wheel and track and the traction motor load characteristics were analyzed in the paper, and the metro traction system model was built accurately. Based on the model, the re-adhesion optimization control and the traction motor connected in parallel were studied. At the same time, the core technology for traction system design were studied, including train characteristics curves design, traction converter and induction motor matching, nominal slip ratio design of traction motor, etc. The following achievements were obtained.
The double axle's model in bogie-control mode was built to study the adhesion control, and a re-adhesion optimization control method based on full state observer for traction drive was raised. To perform the maximum utilization of adhesion, a full state observer was built to obtain the motor load torque. Then the adhesion coefficient was calculated to find the adhesion peak zone. A searching algorithm was used to get the optimal slip velocity reference automatically. Then combined the line voltage, train velocity and the master-controller instruction, obtained the torque reference for traction motor control. To study the wheel-track adhesion characteristics, traction drive and the train kinetics performance, the metro traction drive system model was built in Matlab. Simulation and experiment were done.
The dissertation deeply analyzed the torque-unbalanced reasons for parallel-connected motor in one bogie and the severe aftereffect. The mathematical relations among torque-unbalance, wheel diameter difference and motor slip ratio were get by formula derivation. An optimal parallel-connected motor control strategy based on re-adhesion optimization utilization and magnetizing compensation was presented. The former generated the torque reference, and the latter regulated the magnetizing reference for motor control according to wheel diameter difference, line voltage and train speed. The slip frequency (i.e. slip ratio) was increased and the torque-unbalanced level was decreased. Simulation and experimental waveforms were given.
Considering the macro designing of metro traction drive system, an engineering design method for train traction/braking characteristics curves was presented. In the prerequisite of meeting available adhesion checking, the regeneration feedback energy was full used by traction control, and the loss between brake and wheel were reduced. Analysis showed that the presented train braking characteristics curve achieved energy saving and noise reduction, low-carbon environmental protection objectives.
According to characteristics of metro train load intermittent and short-term overload, a suitable traction converter and traction motor "system matching" approach was proposed. Namely, based on train characteristics curves, the capacity of converter designing referred to motor braking peak power, while the traction motor was in accordance with "small motor match" method to select the maximum torque multiplier (subversion torque) at the nominal point, more emphasized on the safety margin of converter capacity and the motor utilization capacity. The successful trial operation of homemade metro traction system verified the proposed "system match" method. Comprehensive consideration the metro traction system macro-design, motor parallel control, and the easy maintenance for subway operators, put forward the designing method for traction motor rated slip ratio and other rated electrical parameters. The motor characteristic curves by experiments meet the requirements of train operating and traction control.
A metro traction inverter was developed for type B train. The main circuit, control system, supervision interface and traction calculation software were detailed designed. The effect of the traction motor vector control and traction characteristics was tested, and test results were analyzed.
引文
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