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Michael Fleischer Traction Control for Railway Vehicles

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Michael Fleischer Traction Control for Railway Vehicles Michael Fleischer Traction Control for Railway Vehicles GO! n Virtual Absorbe r Virtual Readhesio STOP! PROCEED with caution! Protection Virtual Aachener Beiträge des ISEA Band 128 7UDFWLRQ&RQWUROIRU5DLOZD\9HKLFOHV 9RQGHU)DNXOWlWIU(OHNWURWHFKQLNXQG,QIRUPDWLRQVWHFKQLN GHU5KHLQLVFK:HVWIlOLVFKHQ7HFKQLVFKHQ+RFKVFKXOH$DFKHQ ]XU(UODQJXQJGHVDNDGHPLVFKHQ*UDGHVHLQHV'RNWRUVGHU ,QJHQLHXUZLVVHQVFKDIWHQJHQHKPLJWH'LVVHUWDWLRQ YRUJHOHJWYRQ 'LSORP,QJHQLHXU 0LFKDHO)OHLVFKHU DXV(UODQJHQ %HULFKWHU 8QLYHUVLWlWVSURIHVVRU'ULU'UKF5LN:'H'RQFNHU 8QLYHUVLWlWVSURIHVVRU'U,QJ'LUN$EHO 7DJGHUPQGOLFKHQ3UIXQJ-XQL 'LHVH'LVVHUWDWLRQLVWDXIGHQ,QWHUQHWVHLWHQ GHU8QLYHUVLWlWVELEOLRWKHNRQOLQHYHUIJEDU $$&+(1(5%(,75b*('(6,6($ 9RO (GLWRU 8QLY3URI'ULUKF5LN:'H'RQFNHU 'LUHFWRURIWKH,QVWLWXWHIRU3RZHU(OHFWURQLFVDQG (OHFWULFDO'ULYHV ,6($ 5:7+$DFKHQ8QLYHUVLW\ &RS\ULJKW,6($DQG0LFKDHO)OHLVFKHU $OOULJKWVUHVHUYHG1RSDUWRIWKLVSXEOLFDWLRQPD\EHUHSURGXFHGVWRUHGLQDUHWULHYDO V\VWHPRUWUDQVPLWWHGLQDQ\IRUPRUE\DQ\PHDQVHOHFWURQLFPHFKDQLFDO SKRWRFRS\LQJUHFRUGLQJRURWKHUZLVHZLWKRXWSULRUSHUPLVVLRQRIWKHSXEOLVKHU ,661; ,QVWLWXWIU6WURPULFKWHUWHFKQLNXQG(OHNWULVFKH$QWULHEH ,6($ -lJHUVWU$DFKHQ*HUPDQ\ 7HO )D[ SRVW#LVHDUZWKDDFKHQGH 0LFKDHO)OHLVFKHU 7UDFWLRQ&RQWUROIRU5DLOZD\9HKLFOHV To my parents, Eduard and Renate Fleischer, Christine, and our twins, Niklas and Tim “Innovationen sind Gewohnheitsbrecher.” “Innovations are habit breakers.” Dr. Heike Hanagarth Head of Rail Technology and Member of Management Board at Deutsche Bahn AG Keynote speech of the 42nd Conference of Modern Rolling Stock, Graz, Austria, 2014 xii Preface The work presented henceforth was conducted at the Chair of Electrical Drives of the Friederich-Alexander university in Erlangen and at the Railway Technical Research Institute of Japanese Railways in Tokyo and additional privately financed studies were added. Further, this thesis is jointly approved by both Siemens AG and Japanese Railways. The cornerstone of this thesis was laid at the Chair of Electrical Drives sponsored by a research project with Siemens AG. Thanks to Dr.-Ing. An- dreas J¨ockel, Wolfgang Fetter and Dr.-Ing. Werner Breuer, the first simulation model of the traction drive-train was quickly set up for slip-stick vibrations and was verified with measurements from conducted test-runs of an European high-performance locomotive. After various control schemes were tested with the traction drive-train model, my first international publication, which was completely financed by the DFG (German Research Foundation), was pre- sented at the IEEE Advanced Motion Control workshop in Kawasaki, Japan. Shortly after my conference presentation, I was invited to the worldwide biggest Railway Technical Research Institute (RTRI) of Japanese Railways in Tokyo, Japan. As German supervisors, I would like to thank Prof. Bern- hard Piepenbreier on part of the university and both Dr.-Ing. Gerald Amler and Dr.-Ing. Matthias Hofstetter on part of Siemens AG. The main research topic at the RTRI in Tokyo was the development of a new control scheme for damping slip-stick vibrations in Japanese high- performance locomotives. Further, I joint the RTRI’s project team for the first fuel cell and lithium-ion battery train and was supporting the International Affairs Division for foreign guests of Japanese Railways. Besides the control scheme, a novel parameter estimation method was proposed for Japanese traction drive-trains during my extended stay. Thanks to the Japan Society for the Promotion of Science (JSPS) for partially sponsoring my stay at the RTRI. As Japanese supervisors, I would like to thank Prof. Keiichiro Kondo and Hiroshi Hata. Furthermore, several privately financed ideas and research topics such as for example, the virtual filters, were added when composing this thesis. xiv Preface During my stay at the RTRI, I participated worldwide in three conferences. One of these published papers won the “Innovations for Europe”-award. I would like to thank both Prof. Rik W. De Doncker and Prof. Dirk Abel from RWTH Aachen university for finally supervising this thesis. A version of Chapter 4 and a part of Chapter 6 were filed for patent pending [114,118] and were published in [115–117] and in [119–121]. I would also like to thank Prof. Gerhard Pfaff, Priv.-Doz. Dr.-Ing. habil. Christoph Wurmthaler and Dr.-Ing. Peter Hippe for their constructive comments to the thesis. Finally, I would also like to thank my family and friends for always being helpful and supportive. Tokyo/Japan and Erlangen/Germany July 19, 2019 Preface xv Abstract So far the traction drive-train was not considered in the traction control software as all mechanical parameters were unknown. The latter are sub- ject to significant wheelset wear and ageing of rubber elastic joints during the drive-train’s operational life. The known vibration behavior of the drive- train, namely the mode shapes, facilitates an ingenious and simple parameter identification scheme. As a result, an appropriate three-inertia virtual model is derived which is applied for parameter estimation, for system monitoring and for control. Based on this model, virtual sensors are introduced for all relevant signals of the drive-train. The signals are analyzed by the use of his- tograms to mainly determine both utilization of the wheel-rail contact and load cycle spectrum of the wheelset shaft. The wearless virtual sensors out- match their physical counterpart in means of reliability, robustness, cost and space requirements. Further for anti-vibration control, two state of the art control schemes, namely the standard and the passive readhesion controller, are discussed and improved regarding their anti-windup and prevention per- formance. Then a novel modal state control scheme is derived in the time domain with its feedforward controllers. Subsequently, an equivalent scheme is developed in the frequency domain. A simple starting procedure of this novel active anti-vibration controller from any standard controller is pro- posed to raise its acceptance and applicability in the traction application. Due to a low quality of the speed sensor signal, the active anti-vibration controller is designed to be capable of damping slip-stick vibrations up to a certain limit. Beyond this limit, a passive readhesion controller is addi- tionally coupled and intervenes until the active anti-vibration controller can cope with the vibrations. Using the synergy of the active and the passive controllers, the stable operating range of the traction drive is significantly increased without any loss of traction force. To simplify the commission com- plexity and to further increase the damping performance, a virtual absorber feedback controller with minimized sensor noise amplification is introduced based on the standard speed controller. The absorber is virtually mounted on the indirect-driven wheel of any traction drive-train and for its starting is faded in from the standard control scheme. Its parameters are continuously adapted to wheelset wear and to rubber joint ageing circumventing all draw- backs known from the fixed mechanical absorber installation. On the basis of the virtual absorber, more universally valid virtual filters are applied to the traction drive-train to protect the structure from the vibrational intake as well as to increase the tractive effort utilization. The latter effect is only achieved by active virtual readhesion where on the other hand, the well-known passive approach comes along with a loss of traction force. Virtual protection is obtained by all virtual filters which are mutually exclusively applied to all three inertias of the virtual model. To implement such a multi-feedback con- troller scheme, a looping state machine is introduced to handle the activation of the several controllers according to the desired state. xvi Preface Zusammenfassung Bisher wurde der Traktionsantriebsstrang in der Regelungssoftware nicht be- r¨ucksichtigt, da alle mechanischen Parameter unbekannt waren. Letztere un- terliegen dem Radsatzverschleiß und der Gummialterung w¨ahrend der Lauf- zeit des Antriebsstranges. Das bekannte Schwingungsverhalten des Antriebs- stranges erm¨oglicht ein einfaches und smartes Identifikationsverfahren. Als Resultat wird ein reduziertes Drei-Massen-Model errechnet, welches f¨ur Pa- rametersch¨atzung, System¨uberwachung und Regelung angewendet wird. Ba- sierend auf diesem virtuellen Model werden virtuelle Sensoren f¨ur alle re- levanten Signale des Antriebsstranges vorgestellt. Die Signale werden mit Histogrammen analysiert um die Ausnutzung des Rad-Schiene-Kontaktes und das Lastspielspektrum der Radsatzwelle zu bestimmen. Der virtuelle ¨ubertrifft den physikalischen Sensor hinsichtlich Verl¨asslichkeit, Robustheit, Kosten und Einbauraum. Des Weiteren werden f¨ur die Schwingungsregelung zwei Standard-Verfahren, n¨amlich der Standard- und der passive Readh¨asion- sregler, er¨ortert und bez¨uglich ihrer Anti-Windup und Pr¨aventionsleistung verbessert. Dann wird eine neue modale Zustandsregelung im Zeitbereich mit einer Vorsteuerung entworfen. Diese Regelung wird in den Frequenzbereich ¨ubertragen. Eine einfache Startprozedur des neuen aktiven Schwingungsre- glers von jeglichem Standardregler wird vorgeschlagen um die Akzeptanz und die Anwendbarkeit f¨ur die Traktionsanwendung zu steigern. Aufgrund einer geringen Qualit¨at des Geschwindigkeitsignals ist der aktive Schwingungsre- gler in der Lage, Schwingungen bis zu einem bestimmten Grad zu d¨ampfen. Jenseits dieser Grenze wird zus¨atzlich ein
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