100%低地板车牵引传动系统分析与控制策略研究
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摘要
100%低地板车以其独有特点和优势,广泛应用于城市轨道交通领域,具有广阔的市场前景。本文详细分析100%低地板车的特殊传动方式和由此带来的导向问题,结合牵引电机控制,深入分析研究了独立轮对传动系统的主动导向和牵引控制策略,获得以下重要成果,为我国在这一领域的研究,提供一种研究思路与方法。
本文详细分析了轮轨间的蠕滑作用力,建立了传统刚性轮对和独立轮对运动方程,推导出纵向蠕滑力对直线对中和曲线导向的作用机理。从电气控制的角度出发,提出了独立轮对主动导向控制方法,构建一种新的100%低地板车辆牵引控制策略。基于转矩和转速导向控制,结合牵引控制策略,把牵引控制与导向控制融为一体,仿真结果验证了该方法具有理想的控制效果。
牵引电机的精确控制是实现独立轮对主动导向的关键。Γ~(-1)等效电路适合于磁场定向控制分析,并在此基础上提出了基于电流电压混合模型的定子磁链定向控制方式,该方式可以根据电机的运行速度分别采用电流和电压模型并能平滑过渡,在全速度范围内稳定运行。在两侧纵向电机动态参数不一致的情况下,所提出的电流分布控制可以有效降低参数带来的影响,设计速度补偿器的参数可以保证其稳定性与稳态性能,实现独立轮对的协调统一控制。
基于Γ~(-1)等效模型,提出了一种利用扩展卡尔曼滤波(Externded Kalman Filter,EKF)的无速度传感器控制方法。该方法简化了状态矩阵,减小EKF的计算量,并把参数的变化归到测量和状态噪声中,提高控制精度。分析了死区时间和开关管压降对电机定子电压影响,得出一种定子电压校正方案,准确估算定子电压,提高EKF磁链观测器精度。实验结果验证了上述方法在较宽的范围内达到满意的控制性能。
根据实际运营要求,设计了100%低地板车牵引、制动特性曲线,并结合具体的线路条件设计了一套牵引计算软件。该软件可以模拟列车在实际线路中最大工况运行的牵引一惰行一制动全过程,并计算牵引电机、牵引变流器的电流、功率等电气参数,为列车运营设计提供了参考依据。最后设计了电机对拖实验系统,并给出主电路、控制电路的设计方法与相关实验结果,实验结果验证了所提出的理论与设计。
100% Low Floor Vehicle (100% LFV) have a lot of merits which make the adoption of 100% LFVs an ideal selection in the field of Urban Railway Transportation. All these starting from the origin of 100% LFV, this paper goes into the analysis of its peculiar traction mode, together with that of the steering problem arising from such mode. Combined with motor control, its traction system and traction control strategy are thoroughly studied, offering a supplement to the shortage of such research in the domestic academic field concerned, and a design approach at the same time.
In this paper, the conventional rigid wheelsets and independent wheelsets are analyzed and compared, from which is derived the conclution that Longitudinal Creep Force (LCF) is key in the direction of wheelset. Since there is no such force with independent wheelset, the wheelset is lack in direction ability. This paper proposes the active guiding approach based on torque and velocity, respectively, from the aspects of electrical control approach and with Field Oriented Control Scheme (FOC). The active guiding based on torque, which asserts different torque to the left and right wheels; motivate the wheels to generate the orientation torque needed. The active guiding based on velocity controls the left and right wheels velocity to manipulate the vehicle along the center line of tracks. In this paper, a control system for 100% LFV is introduced, combining the guiding control based on torque and velocity, as well as the traction control scheme of vehicles. With this control system, the traction and guiding control of vehicles can easily be realized with existing converters on board, and related simulated results are also presented in one part of this paper.
TheΓ~(-1) equivalent circuit is suitable for the analysis of field oritated scheme, thus all the control scheme analysis in this paper is based onΓ~(-1) equivalent circuit. In this paper, the merits and shortcomings of current and voltage models are analyzed and compared, and there is also an expiation to the reason for the imbalance of these FOC schemes together with the corresponding influencing factors. Finally, a closed-loop stator flux observer is put forward and FOC with it is looked into in this paper.
Dynamic parameters on both sides of longitudinal traction system in independent wheelsets are inconsistency; the proposed distribution current control can effectively reduce the impact of parameters changes. The speed compensator can guarantee its stability and steady-state performance, to achieve harmonization of the independent wheelsets control.
Based on theΓ~(-1) equivalent circuit, a sensorless control scheme for FOC is proposed with Extended Kalman Filter (EKF), which simplifies state matrix, relieves the computational burden of EKF, and improves the control accuracy by treating the variation of parameters as measuring and state noises. With the model of converter, the real-time stator voltage of traction motor is calculated and the influences on such voltage from dead time and voltage dropdown on switches are analyzed. A correction algorithm for stator voltage is put forward according to such influencing factors, which will improve the accuracy of EKF flux observer, and such theory has been proved to be true in a wide speed range of traction motor. Based onΓ~(-1) equivalent circuit, this paper puts forward a speed-sensor-less scheme with EKF, which simplify the state matrix, relieves the computing burden on EKF, treats the parameter drift as measurement and state noise, improves control accuracy and acts as a back-up redundancy in LFV.
The traction and braking curves of 100% LFV are designed in this paper, meeting operational requirements. What's more, a set of traction computing software based on definite railway conditions has been developed. This software is available with the simulation of traction-coasting-braking operation under a maximum load along real railway, with the calculation of current and power of traction motor and converters, which will act as a reference of the operational design of a real system. At last, a double-motor mutual traction experiment platform is also designed and built, of which the topology of main power circuit and the structure of control system are thoroughly explained in this paper. All related experimental results are also presented therein, proving the approaches put forward in this paper.
本文详细分析了轮轨间的蠕滑作用力,建立了传统刚性轮对和独立轮对运动方程,推导出纵向蠕滑力对直线对中和曲线导向的作用机理。从电气控制的角度出发,提出了独立轮对主动导向控制方法,构建一种新的100%低地板车辆牵引控制策略。基于转矩和转速导向控制,结合牵引控制策略,把牵引控制与导向控制融为一体,仿真结果验证了该方法具有理想的控制效果。
牵引电机的精确控制是实现独立轮对主动导向的关键。Γ~(-1)等效电路适合于磁场定向控制分析,并在此基础上提出了基于电流电压混合模型的定子磁链定向控制方式,该方式可以根据电机的运行速度分别采用电流和电压模型并能平滑过渡,在全速度范围内稳定运行。在两侧纵向电机动态参数不一致的情况下,所提出的电流分布控制可以有效降低参数带来的影响,设计速度补偿器的参数可以保证其稳定性与稳态性能,实现独立轮对的协调统一控制。
基于Γ~(-1)等效模型,提出了一种利用扩展卡尔曼滤波(Externded Kalman Filter,EKF)的无速度传感器控制方法。该方法简化了状态矩阵,减小EKF的计算量,并把参数的变化归到测量和状态噪声中,提高控制精度。分析了死区时间和开关管压降对电机定子电压影响,得出一种定子电压校正方案,准确估算定子电压,提高EKF磁链观测器精度。实验结果验证了上述方法在较宽的范围内达到满意的控制性能。
根据实际运营要求,设计了100%低地板车牵引、制动特性曲线,并结合具体的线路条件设计了一套牵引计算软件。该软件可以模拟列车在实际线路中最大工况运行的牵引一惰行一制动全过程,并计算牵引电机、牵引变流器的电流、功率等电气参数,为列车运营设计提供了参考依据。最后设计了电机对拖实验系统,并给出主电路、控制电路的设计方法与相关实验结果,实验结果验证了所提出的理论与设计。
100% Low Floor Vehicle (100% LFV) have a lot of merits which make the adoption of 100% LFVs an ideal selection in the field of Urban Railway Transportation. All these starting from the origin of 100% LFV, this paper goes into the analysis of its peculiar traction mode, together with that of the steering problem arising from such mode. Combined with motor control, its traction system and traction control strategy are thoroughly studied, offering a supplement to the shortage of such research in the domestic academic field concerned, and a design approach at the same time.
In this paper, the conventional rigid wheelsets and independent wheelsets are analyzed and compared, from which is derived the conclution that Longitudinal Creep Force (LCF) is key in the direction of wheelset. Since there is no such force with independent wheelset, the wheelset is lack in direction ability. This paper proposes the active guiding approach based on torque and velocity, respectively, from the aspects of electrical control approach and with Field Oriented Control Scheme (FOC). The active guiding based on torque, which asserts different torque to the left and right wheels; motivate the wheels to generate the orientation torque needed. The active guiding based on velocity controls the left and right wheels velocity to manipulate the vehicle along the center line of tracks. In this paper, a control system for 100% LFV is introduced, combining the guiding control based on torque and velocity, as well as the traction control scheme of vehicles. With this control system, the traction and guiding control of vehicles can easily be realized with existing converters on board, and related simulated results are also presented in one part of this paper.
TheΓ~(-1) equivalent circuit is suitable for the analysis of field oritated scheme, thus all the control scheme analysis in this paper is based onΓ~(-1) equivalent circuit. In this paper, the merits and shortcomings of current and voltage models are analyzed and compared, and there is also an expiation to the reason for the imbalance of these FOC schemes together with the corresponding influencing factors. Finally, a closed-loop stator flux observer is put forward and FOC with it is looked into in this paper.
Dynamic parameters on both sides of longitudinal traction system in independent wheelsets are inconsistency; the proposed distribution current control can effectively reduce the impact of parameters changes. The speed compensator can guarantee its stability and steady-state performance, to achieve harmonization of the independent wheelsets control.
Based on theΓ~(-1) equivalent circuit, a sensorless control scheme for FOC is proposed with Extended Kalman Filter (EKF), which simplifies state matrix, relieves the computational burden of EKF, and improves the control accuracy by treating the variation of parameters as measuring and state noises. With the model of converter, the real-time stator voltage of traction motor is calculated and the influences on such voltage from dead time and voltage dropdown on switches are analyzed. A correction algorithm for stator voltage is put forward according to such influencing factors, which will improve the accuracy of EKF flux observer, and such theory has been proved to be true in a wide speed range of traction motor. Based onΓ~(-1) equivalent circuit, this paper puts forward a speed-sensor-less scheme with EKF, which simplify the state matrix, relieves the computing burden on EKF, treats the parameter drift as measurement and state noise, improves control accuracy and acts as a back-up redundancy in LFV.
The traction and braking curves of 100% LFV are designed in this paper, meeting operational requirements. What's more, a set of traction computing software based on definite railway conditions has been developed. This software is available with the simulation of traction-coasting-braking operation under a maximum load along real railway, with the calculation of current and power of traction motor and converters, which will act as a reference of the operational design of a real system. At last, a double-motor mutual traction experiment platform is also designed and built, of which the topology of main power circuit and the structure of control system are thoroughly explained in this paper. All related experimental results are also presented therein, proving the approaches put forward in this paper.
引文
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