CN113595464B - Control equipment and control method for transmission system of internal combustion electric transmission tractor - Google Patents
Control equipment and control method for transmission system of internal combustion electric transmission tractor Download PDFInfo
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Classifications
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
- H02P21/22—Current control, e.g. using a current control loop
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
- H02P21/0003—Control strategies in general, e.g. linear type, e.g. P, PI, PID, using robust control
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P21/00—Arrangements or methods for the control of electric machines by vector control, e.g. by control of field orientation
- H02P21/14—Estimation or adaptation of machine parameters, e.g. flux, current or voltage
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
- H02P9/14—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field
- H02P9/26—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field using discharge tubes or semiconductor devices
- H02P9/30—Arrangements for controlling electric generators for the purpose of obtaining a desired output by variation of field using discharge tubes or semiconductor devices using semiconductor devices
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Abstract
The invention discloses a control device and a control method for a transmission system of an internal combustion electric transmission tractor. The invention adopts an asynchronous power generation/electric internal combustion electric transmission system, can improve the reliability of the system, reduce the maintenance cost, reduce the volume of the transmission system and is beneficial to the optimization of the space layout of the whole vehicle. By optimally designing the hardware circuit of the controller and the control method thereof, the technical advantages of the asynchronous power generation/electric internal combustion electric transmission system can be fully exerted. The fuel utilization rate and the transmission system efficiency are improved through the combined optimization control of the diesel engine, the asynchronous generator and the asynchronous motor, and the energy-saving and environment-friendly effects are achieved.
Description
Technical Field
The invention relates to the technical field of internal combustion electric transmission, in particular to a control device and a control method for a transmission system of an internal combustion electric transmission tractor.
Background
The popularization and application of the agricultural machinery equipment are important marks of agricultural mechanization and modernization, and the tractor is the agricultural machinery equipment with wide application, and has good development prospect in the fields of agricultural transportation and plowing operation.
At present, a tractor running system is mainly realized by adopting a mechanical driving mode, and a diesel engine is matched with a mechanical transmission mechanism to carry out power transmission. The traditional mechanical transmission mode has the advantages that the power is strong, however, decoupling of the running component and the working component cannot be realized, the rotating speed of the diesel engine depends on the required vehicle speed, the diesel engine cannot always work in an optimal efficiency area, the transmission loss is large, and the efficiency is low. The mechanical transmission system can not completely meet the development requirements of tractor intellectualization and networking, and can not realize the aims of energy conservation and emission reduction.
Disclosure of Invention
The invention provides a control device and a control method for a transmission system of an internal combustion electric transmission tractor, which are used for solving the problems of larger transmission loss, low efficiency and the like.
In order to achieve the above object, the technical scheme of the present invention is as follows:
a transmission control apparatus for an internal combustion electric drive tractor, comprising: an internal combustion electric drive system drive control unit and an internal combustion electric drive system;
the internal combustion electric transmission system comprises an asynchronous generator, a generator converter, a motor converter, a brake unit, a DCDC converter and an asynchronous motor, wherein the asynchronous generator is coaxially and mechanically connected with a diesel engine, the three-phase U/V/W input end of the generator converter is correspondingly connected with the three-phase U/V/W terminal end of the asynchronous generator, the positive and negative ends of a direct current bus of the generator converter are correspondingly connected with the positive and negative ends of the motor converter, the brake unit and the DCDC converter, and the three-phase U/V/W terminal end of the asynchronous motor is correspondingly connected with the three-phase U/V/W output end of the motor converter;
the generator converter and the motor converter are three-phase two-level topological structures formed by IGBT power devices;
the internal combustion electric transmission system transmission control unit realizes network communication of the internal combustion electric transmission system and the whole vehicle, receives a network control instruction, transmits sampling signals and uploads operation state data of the transmission system to cab monitoring and display equipment, wherein the sampling signals comprise voltages, currents and temperatures of an asynchronous generator and an asynchronous motor, direct current bus voltage and inverter temperature of an inverter, rotating speeds of the asynchronous generator and the asynchronous motor and cab control instruction signals.
Further, the transmission control unit of the internal combustion electric transmission system comprises a signal motherboard and a CPU control board, and the CPU control board is spliced on the signal motherboard;
the signal motherboard is used for filtering and level-converting the signal of the sampling data and then transmitting the signal to the CPU control board;
the signal motherboard is used for filtering and level-converting the signal of the sampling data and then transmitting the signal to the CPU control board;
the CPU control board is used for realizing the transmission logic control process of the asynchronous generator and the asynchronous motor, the PWM modulation process of the inverter and the rotating speed control process of the diesel engine, and simultaneously realizing the network communication of the traction converter and the whole vehicle.
Further, the signal motherboard comprises a power supply module, an analog quantity conditioning circuit, a digital quantity input/output circuit, a rotating speed detection circuit, an AD sampler, a communication and debugging interface and an output inverter PWM drive;
the power supply module is used for providing power supply for the signal motherboard;
the analog quantity conditioning circuit is used for filtering and converting amplitude of the collected analog signals, wherein the analog signals comprise voltage, current and temperature of an asynchronous generator and an asynchronous motor, DC bus voltage and temperature signals of an inverter and analog signals of a cab;
the AD sampler is used for converting the analog signals subjected to filtering and amplitude conversion into digital signals and transmitting the digital signals to the processor;
the digital quantity input/output circuit is used for isolating and level converting digital quantity input/output signals of the cab;
the rotating speed detection circuit is used for isolating and level converting pulse signals input by the encoder;
the communication and debugging interface is used for running data observation and record;
the output inverter PWM drive is used for generating an IGBT drive control signal;
the analog quantity conditioning circuit is connected with the CPU control board through the AD sampler, the digital quantity input/output circuit performs data interaction with the CPU control board, and the rotating speed detection circuit, the communication and debugging interface and the output inverter PWM drive are connected with the CPU control board.
Further, the CPU control board comprises an ARM processor, a DSP controller and an FPGA chip;
the ARM processor is used for realizing the operation logic control of the internal combustion electric drive system, the fuel efficiency control of the diesel engine, the buck-boost mode and the output voltage control of the DCDC converter and the network communication function of the internal combustion electric drive system and the whole vehicle;
the DSP controller is used for realizing a vector control algorithm and a PWM modulation algorithm of the asynchronous generator and the asynchronous motor to generate corresponding PWM comparison values;
the FPGA chip is used for receiving the PWM comparison value and outputting a control signal of the inverter PWM.
A control method of a transmission system of an internal combustion electric transmission tractor is characterized by comprising the following steps of:
step 1, determining a target rotating speed of a diesel engine by using load power, diesel engine load rate and direct current bus voltage;
step 2, determining a torque current value of the asynchronous generator by utilizing the voltage control loop output quantity and the load power feedforward compensation quantity;
and step 3, determining the torque value of the asynchronous motor by using the motor power limit value and the diesel engine load factor regulating coefficient.
Further, the formula for determining the target rotation speed of the diesel engine in the step 1 is as follows:
n disel ＝f(P load ,δ load ,U dc )＝f 1 (P load )+f 2 (δ load )+f 3 (U dc )
wherein n is disel Is the target rotating speed f of the diesel engine 1 (P load ) For diesel engine power curve f 2 (δ load ) Is a load rate curve of a diesel engine, f 3 (U dc ) Diesel engine speed compensation for bus voltageAmount of the components.
Further, in step 1, the diesel engine rotational speed compensation f is obtained according to the bus voltage 3 (U dc ) The calculation formula of (2) is as follows:
wherein K is p To set the proportionality coefficient, U dc Is the DC bus voltage.
Further, the formula for determining the torque current value of the asynchronous generator in the step 2 is as follows:
wherein,for asynchronous generator torque current value,/->For the output of the voltage control loop, ">Is the feedforward compensation quantity of load power, lambda is the power compensation regulating coefficient, P motor For a given load motor power, K isq_p Is a generator power-torque current conversion coefficient.
Further, the formula for determining the torque value of the asynchronous motor in the step 3 is as follows:
wherein T is e-lim Envelope of motor torque commandThe limit, i.e. the maximum output torque value of the asynchronous motor,is a unit transformation constant, P lim For motor power limit, f (delta) load ) The load factor is the diesel engine load factor regulating coefficient, and n is the motor rotating speed.
Further, a diesel engine load factor adjustment coefficient f (delta) load ) The formula of (2) is:
wherein delta load Representing the load factor, delta of the diesel engine Δ Representing the electromagnetic torque retention coefficient at the time of regulation.
The beneficial effects are that: the invention adopts an asynchronous power generation/electric internal combustion electric transmission system, can improve the reliability of the system, reduce the maintenance cost, reduce the volume of the transmission system and is beneficial to the optimization of the space layout of the whole vehicle. By optimally designing the hardware circuit of the controller and the control method thereof, the technical advantages of the asynchronous power generation/electric internal combustion electric transmission system can be fully exerted.
Through modularized hardware design, the functions of all parts are more reasonably distributed, the development efficiency of software and hardware is improved, and meanwhile, the separation of logic and algorithm, input and output, main control and debugging functions is realized, so that the on-site debugging and subsequent maintenance work are facilitated.
The fuel utilization rate and the transmission system efficiency are improved through the combined optimization control of the diesel engine, the asynchronous generator and the asynchronous motor, and the energy-saving and environment-friendly effects are achieved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions of the prior art, the drawings that are needed in the embodiments or the description of the prior art will be briefly described below, it will be obvious that the drawings in the following description are some embodiments of the present invention, and that other drawings can be obtained according to these drawings without inventive effort to a person skilled in the art.
FIG. 1 is a schematic diagram of an internal combustion electric drive system of the present invention;
FIG. 2 is a schematic diagram of a transmission control unit of the internal combustion electric drive system of the present invention;
FIG. 3 is a functional topology of an ARM processor of the present invention;
FIG. 4 is a flow chart of a system control method of the present invention;
FIG. 5 is a schematic diagram of a control strategy based on inner loop current feedback linearization and load power feed forward in accordance with the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
Embodiment 1 provides a transmission system control apparatus of an internal combustion electric drive tractor, as shown in fig. 1, characterized by comprising: an internal combustion electric drive system drive control unit and an internal combustion electric drive system;
the internal combustion electric transmission system comprises an asynchronous generator, a generator converter, a motor converter, a brake unit, a DCDC converter and an asynchronous motor, wherein the asynchronous generator is coaxially and mechanically connected with a diesel engine, the three-phase U/V/W input end of the generator converter is correspondingly connected with the three-phase U/V/W terminal end of the asynchronous generator, the positive and negative ends of a direct current bus of the generator converter are correspondingly connected with the positive and negative ends of the motor converter, the brake unit and the DCDC converter, and the three-phase U/V/W terminal end of the asynchronous motor is correspondingly connected with the three-phase U/V/W output end of the motor converter;
the generator converter and the motor converter are three-phase two-level topological structures formed by IGBT power devices;
the internal combustion electric transmission system transmission control unit realizes network communication between the transmission system and the whole vehicle through a J1939 protocol, receives network control instructions, transmits sampling signals and uploads transmission system operation state data to cab monitoring and display equipment, wherein the sampling signals comprise voltages, currents and temperatures of an asynchronous generator and an asynchronous motor, inverter direct current bus voltage and inverter temperature, rotational speeds of the asynchronous generator and the asynchronous motor and cab control instruction signals.
When the system works, the DCDC converter is started firstly, the DC24V voltage of the storage battery is lifted to DC200V, and the direct current bus of the traction converter is charged; then, starting the diesel engine to work in a constant speed mode, wherein the diesel engine is coaxially and mechanically connected with the asynchronous generator to drive the asynchronous generator to rotate, and the asynchronous generator completes excitation through DC200V direct current bus voltage; the asynchronous generator works in a braking mode, the voltage of the direct current bus is raised and stabilized at DC910V, the starting process is completed, and the DCDC is switched to a step-down mode to charge the storage battery; and finally, starting the motor to work according to a given instruction of the system, and controlling the rotating speed of the diesel engine to enable the diesel engine to operate in an optimal efficiency state.
In the specific embodiment 1, as shown in fig. 2, the transmission control unit of the internal combustion electric transmission system comprises a signal motherboard and a CPU control board, wherein the CPU control board is inserted on the signal motherboard and is mechanically fixed by a fixing screw;
the signal motherboard is used for filtering and level-converting the signal of the sampling data and then transmitting the signal to the CPU control board;
the CPU control board is used for realizing the transmission logic control process of the asynchronous generator and the asynchronous motor, the PWM modulation process of the inverter and the rotational speed control process of the diesel engine, and simultaneously realizing the network communication between the traction converter and the whole vehicle, wherein the transmission logic control of the asynchronous generator and the asynchronous motor adopts a vector control algorithm, the PWM modulation of the inverter adopts a multi-mode synchronous modulation algorithm, and the rotational speed control of the diesel engine adopts a fuel efficiency optimization control algorithm.
In the specific embodiment 1, the signal motherboard comprises a power module, an analog quantity conditioning circuit, a digital quantity input and output circuit, a rotating speed detection circuit, an AD sampler, a communication and debugging interface and an output inverter PWM drive;
the power supply module is used for providing power supply for the signal motherboard;
the analog quantity conditioning circuit is used for filtering and converting amplitude of the collected analog signals, wherein the analog signals comprise voltage, current and temperature of an asynchronous generator and an asynchronous motor, DC bus voltage and temperature signals of an inverter and analog signals of a cab;
the AD sampler is used for converting the analog signals subjected to filtering and amplitude conversion into digital signals and transmitting the digital signals to the processor;
the digital quantity input/output circuit is used for isolating and level converting digital quantity input/output signals of the cab;
the rotating speed detection circuit is used for isolating and level converting pulse signals input by the encoder;
the communication and debugging interface is used for running data observation and record;
the output inverter PWM drive is used for generating an IGBT drive control signal;
the analog quantity conditioning circuit is connected with the CPU control board through the AD sampler, the digital quantity input/output circuit performs data interaction with the CPU control board, and the rotating speed detection circuit, the communication and debugging interface and the output inverter PWM drive are connected with the CPU control board.
The CPU control board comprises an ARM processor, a DSP controller and an FPGA chip.
As shown in fig. 3, the ARM processor is configured to implement an operation logic control of the internal combustion electric drive system, a fuel efficiency control of the diesel engine, a buck-boost mode and an output voltage control of the DCDC converter, and a network communication function between the internal combustion electric drive system and the whole vehicle. The ARM processor uses a chip model STM32F417ZG, software programming is carried out through a state machine mode, a 1ms clock generated by a SYSTICK timer is used as a time base standard of each task, and data interaction is carried out through an internal FSMC module and an FPGA. The ARM processor enables an internal 2-group CAN communication module, CAN1 is communicated with the DCDC controller and the current transformer leakage protection module, and CAN2 is communicated with the cab and the diesel engine controller by adopting a J1939 protocol.
The DSP controller is used for realizing vector control algorithm and PWM modulation algorithm of the asynchronous generator and the asynchronous motor to generate corresponding PWM comparison values. The chip model that the DSP controller used is the TMS320F28377D dual-core DSP of TI company, contains two independent control cores inside, and kernel CPU1 is used for realizing generator control, and kernel CPU2 is used for realizing motor control, and CPU1 and CPU2 carry out data interaction through inside shared RAM, guarantee the quick dynamic response performance of system. The DSP controller communicates with the FPGA over the XINTF bus. Through SPI and CH395 communication, realize that the host computer carries out the function of program programming, debugging observation and data record through the ethernet.
The FPGA chip receives the PWM comparison value generated by the DSP controller and outputs the control signal of the inverter PWM by comparing with the triangular wave. The FPGA simultaneously realizes the overvoltage, overcurrent and overtemperature hardware protection functions of the inverter and the motor of the generator, and the rotation speed signal reading and calculating functions of the generator and the motor. The FPGA chip uses XILINX company SPARTAN6 series, realizes a dual-port RAM function through internal programming, and performs data interaction with the ARM processor and the DSP controller.
The same purpose, as shown in fig. 4, the present application also provides an internal combustion electric drive tractor drive system control method, which specifically includes three parts of diesel engine control, asynchronous generator control and asynchronous motor control, specifically including:
step 1, a diesel engine works in a constant speed mode, the control target of the diesel engine is a given rotating speed, and the target rotating speed of the diesel engine is determined by using load power, the load rate of the diesel engine and direct current bus voltage;
the formula for determining the target rotating speed of the diesel engine is as follows:
n disel ＝f(P load ,δ load ,U dc )＝f 1 (P load )+f 2 (δ load )+f 3 (U dc )
wherein n is disel Is the target rotating speed f of the diesel engine 1 (P load ) For diesel engine power curve f 2 (δ load ) Is a load rate curve of a diesel engine, f 3 (U dc ) The compensation quantity is the diesel engine rotating speed compensation quantity obtained according to the bus voltage. P (P) load The load power comprises three parts of motor output power, transmission loss power and dynamic compensation power, wherein the dynamic compensation power mainly considers power overshoot in the system adjusting process and is determined according to corresponding test standards. Delta load The method is characterized in that the load rate of the diesel engine is always the highest in the dynamic process, and the fuel efficiency optimization control aims at ensuring the stability of the system. The proportional control strategy is adopted, the load rate of the oil extraction machine is controlled within the range of 96% -100%, the rotating speed of the diesel engine is rapidly increased when the load rate is greater than 100%, the diesel engine is prevented from being stopped, and the rotating speed of the diesel engine is rapidly reduced when the load rate is less than 96%, so that the optimal fuel efficiency is ensured. U (U) dc The direct current bus voltage is required to be limited in a reasonable range in order to ensure that the driving system has enough power output, and can be improved by adjusting the rotating speed of the generator, namely the rotating speed of the diesel engine.
Diesel engine rotational speed compensation quantity f obtained according to bus voltage 3 (U dc ) The calculation formula of (2) is as follows:
wherein K is p To set the proportionality coefficient, U dc Is the DC bus voltage.
Step 2, in order to ensure optimal fuel efficiency, the rotation speed of the diesel engine needs to be regulated and changed in real time, meanwhile, for the on-site operation working condition of the tractor, the power of the load motor is frequently switched, the system needs to have rapid dynamic response performance, and for the decoupling control problem of the asynchronous generator, as shown in fig. 5, the invention designs a control strategy based on inner loop current feedback linearization and load power feedforward, wherein v 1 And v 2 The cross part in the figure is a feedback linearization decoupling link and uses voltage control loop output quantity and load power feedforward compensationThe amount determines an asynchronous generator torque current value. The structure of fig. 5 decouples asynchronous generator excitation current and torque current control by feedback linearization, where i sd And i sq For the feedback values of exciting current and torque current, the upper right corner mark is the corresponding given value, L s ω s 、σL s ω s And R is s For motor parameters, PI is proportional-integral controller, v 1 And v 2 For the linear control part of motor voltage, dq/alpha beta is rotation coordinate transformation, u sd 、u sq 、u sα 、u sβ To output the components of the motor voltage at different coordinates, S a 、S b And S is c Is an inverter control signal.
Wherein the formula for determining the torque current value of the asynchronous generator is:
wherein,for asynchronous generator torque current value,/->For the output of the voltage control loop, ">Is the feedforward compensation quantity of load power, lambda is the power compensation regulating coefficient, P motor For a given load motor power, K isq_p Is a generator power-torque current conversion coefficient. Because of the hysteresis of the system control and the deviation of the actual parameters, the power compensation regulating coefficient lambda is added, and when lambda is larger than 1, the power compensation regulating coefficient lambda is overcompensated, and when lambda is smaller than 1, the power compensation regulating coefficient lambda is undercompensated.
And 3, controlling the asynchronous motor mainly by limiting power and torque, so that the torque value of the asynchronous motor is determined by using the motor power limiting value and the diesel engine load factor regulating coefficient.
The formula for determining the torque value of the asynchronous motor is as follows:
wherein T is e-lim For the motor torque command envelope limit,is a unit transformation constant, P lim For motor power limit, f (delta) load ) For the diesel engine load factor adjustment factor, f (delta) load ) The function of the motor is to ensure that the diesel engine runs stably when the load is heavy, and n is the rotation speed of the motor.
Obtaining the diesel engine load factor adjustment coefficient f (delta) load ) The formula of (2) is:
wherein delta load Representing the load factor, delta of the diesel engine Δ Representing the electromagnetic torque retention coefficient at modulation, wherein the diesel engine load factor delta load The value range is between 0 and 1.0.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the invention.
Claims (9)
1. A transmission control apparatus for an internal combustion electric drive tractor, comprising: an internal combustion electric drive system drive control unit and an internal combustion electric drive system;
the internal combustion electric transmission system comprises an asynchronous generator, a generator converter, a motor converter, a brake unit, a DCDC converter and an asynchronous motor, wherein the asynchronous generator is coaxially and mechanically connected with a diesel engine, the three-phase U/V/W input end of the generator converter is correspondingly connected with the three-phase U/V/W terminal end of the asynchronous generator, the positive and negative ends of a direct current bus of the generator converter are correspondingly connected with the positive and negative ends of the motor converter, the brake unit and the DCDC converter, and the three-phase U/V/W terminal end of the asynchronous motor is correspondingly connected with the three-phase U/V/W output end of the motor converter;
the generator converter and the motor converter are three-phase two-level topological structures formed by IGBT power devices;
the internal combustion electric transmission system transmission control unit realizes network communication between the internal combustion electric transmission system and the whole vehicle, receives a network control instruction, transmits sampling signals and uploads operation state data of the transmission system to cab monitoring and display equipment, wherein the sampling signals comprise voltages, currents and temperatures of an asynchronous generator and an asynchronous motor, direct current bus voltage and inverter temperature of an inverter, rotational speeds of the asynchronous generator and the asynchronous motor and cab control instruction signals;
the control method of the transmission system control device of the internal combustion electric transmission tractor comprises the following steps:
step 1, determining a target rotating speed of a diesel engine by using load power, diesel engine load rate and direct current bus voltage;
step 2, determining a torque current value of the asynchronous generator by utilizing the voltage control loop output quantity and the load power feedforward compensation quantity;
and step 3, determining the torque value of the asynchronous motor by using the motor power limit value and the diesel engine load factor regulating coefficient.
2. The internal combustion electric drive tractor driveline control apparatus as set forth in claim 1, wherein: the transmission control unit of the internal combustion electric transmission system comprises a signal motherboard and a CPU control board, and the CPU control board is spliced on the signal motherboard;
the signal motherboard is used for filtering and level-converting the signal of the sampling data and then transmitting the signal to the CPU control board;
the CPU control board is used for realizing the transmission logic control process of the asynchronous generator and the asynchronous motor, the PWM modulation process of the inverter and the rotating speed control process of the diesel engine, and simultaneously realizing the network communication of the traction converter and the whole vehicle.
3. The internal combustion electric drive tractor driveline control apparatus as set forth in claim 2, wherein:
the signal motherboard comprises a power supply module, an analog quantity conditioning circuit, a digital quantity input/output circuit, a rotating speed detection circuit, an AD sampler, a communication and debugging interface and an output inverter PWM drive;
the power supply module is used for providing power supply for the signal motherboard;
the analog quantity conditioning circuit is used for filtering and converting amplitude of the collected analog signals, wherein the analog signals comprise voltage, current and temperature of an asynchronous generator and an asynchronous motor, DC bus voltage and temperature signals of an inverter and analog signals of a cab;
the AD sampler is used for converting the analog signals subjected to filtering and amplitude conversion into digital signals and transmitting the digital signals to the processor;
the digital quantity input/output circuit is used for isolating and level converting digital quantity input/output signals of the cab;
the rotating speed detection circuit is used for isolating and level converting pulse signals input by the encoder;
the communication and debugging interface is used for running data observation and record;
the output inverter PWM drive is used for generating an IGBT drive control signal;
the analog quantity conditioning circuit is connected with the CPU control board through the AD sampler, the digital quantity input/output circuit performs data interaction with the CPU control board, and the rotating speed detection circuit, the communication and debugging interface and the output inverter PWM drive are connected with the CPU control board.
4. A transmission control apparatus for an internal combustion electric drive tractor as set forth in claim 3, wherein:
the CPU control board comprises an ARM processor, a DSP controller and an FPGA chip;
the ARM processor is used for realizing the operation logic control of the internal combustion electric drive system, the fuel efficiency control of the diesel engine, the buck-boost mode and the output voltage control of the DCDC converter and the network communication function of the internal combustion electric drive system and the whole vehicle;
the DSP controller is used for realizing a vector control algorithm and a PWM modulation algorithm of the asynchronous generator and the asynchronous motor to generate corresponding PWM comparison values;
the FPGA chip is used for receiving the PWM comparison value and outputting a control signal of the inverter PWM.
5. A transmission control apparatus for an internal combustion electric drive tractor as set forth in claim 1,
the formula for determining the target rotating speed of the diesel engine in the step 1 is as follows:
n disel ＝f(P load ,δ load ,U dc )＝f 1 (P load )+f 2 (δ load )+f 3 (U dc )
wherein n is disel Is the target rotating speed f of the diesel engine 1 (P load ) For diesel engine power curve f 2 (δ load ) Is a load rate curve of a diesel engine, f 3 (U dc ) The compensation quantity is the diesel engine rotating speed compensation quantity obtained according to the bus voltage.
6. The control apparatus for a power transmission system of an internal combustion electric power transmission tractor according to claim 5, wherein the diesel engine rotation speed compensation amount f obtained from the bus voltage in step 1 3 (U dc ) The calculation formula of (2) is：
Wherein K is p To set the proportionality coefficient, U dc Is the DC bus voltage.
7. A transmission control apparatus for an internal combustion electric drive tractor as set forth in claim 6,
step 2, determining a formula of a torque current value of the asynchronous generator as follows:
wherein,for asynchronous generator torque current value,/->For the output of the voltage control loop, ">Is the feedforward compensation quantity of load power, lambda is the power compensation regulating coefficient, P motor For a given load motor power, K isq_p Is a generator power-torque current conversion coefficient.
8. A transmission control apparatus for an internal combustion electric drive tractor as set forth in claim 7,
and 3, determining a formula of the torque value of the asynchronous motor as follows:
wherein T is e-lim For motor torque command envelope limits, i.e. asynchronous motor maximum output torque values,is a unit transformation constant, P lim For motor power limit, f (delta) load ) The load factor is the diesel engine load factor regulating coefficient, and n is the motor rotating speed.
9. The internal combustion electric drive tractor transmission control apparatus according to claim 8, wherein the diesel engine load factor adjustment coefficient f (δ load ) The formula of (2) is:
wherein delta load Representing the load factor, delta of the diesel engine △ Representing the electromagnetic torque retention coefficient at the time of regulation.
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| CN202110821194.1A CN113595464B (en) | 2021-07-20 | 2021-07-20 | Control equipment and control method for transmission system of internal combustion electric transmission tractor |
| PCT/CN2021/138289 WO2023000593A1 (en) | 2021-07-20 | 2021-12-15 | Control device and control method for internal combustion electric transmission tractor transmission system |
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