Data processing method, device and equipment of traction system and readable storage medium

Abstract

The application provides a data processing method, device and equipment of a traction system and a readable storage medium. The method comprises: obtaining process data of a traction converter performing control on a wheel set when the wheel set has a target phenomenon; determining a time interval of performing control on the wheel set according to the process data; obtaining a first performance parameter value of the traction system when the wheel set does not have the target phenomenon according to the time interval, and an expected torque current of the traction converter when the wheel set does not have the target phenomenon; obtaining a second performance parameter value of the traction system when the wheel set has the target phenomenon according to the time interval and an actual torque current corresponding to the time interval; and obtaining a control effect parameter value of the traction system according to the first performance parameter value and the second performance parameter value. The application can be used to obtain the control effect of the traction system on the wheel set when the wheel set has the target phenomenon.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of traction system of rail transit, and in particular to a data processing method and device of traction system, equipment and readable storage medium. BACKGROUND

[0002] The traction system is a core component of the rail transit vehicle and a power source of the rail transit vehicle. The traction system can provide traction or braking force for the rail transit vehicle as needed to complete traction or braking of the rail transit vehicle.

[0003] In addition to being controlled by the traction system, the operation of the rail transit vehicle is also affected by the track state. In an unfavorable track state such as wetness, the wheelset is prone to idling or sliding. Therefore, the traction system needs to be able to identify and control the idling or sliding of the wheelset to ensure the performance of the traction system. However, the control effect of the traction system on the idling or sliding of the wheelset cannot be obtained at present. SUMMARY

[0004] The present application provides a data processing method, device, equipment and readable storage medium of traction system to obtain the control effect of the traction system on the target phenomenon of the wheelset.

[0005] In a first aspect, the present application provides a data processing method of traction system. The rail transit vehicle includes the traction system and the wheelset. The traction system includes a traction converter and a motor driving the wheelset. The traction converter controls the output torque of the motor through torque current. The method includes:

[0006] obtaining process data of the traction converter performing control on the wheelset when the wheelset appears a target phenomenon; the target phenomenon includes idling or sliding, and the process data includes a detection signal for representing the control on the wheelset and an actual torque current output by the traction converter;

[0007] determining a time interval of the control on the wheelset according to the process data;

[0008] obtaining a first performance parameter value of the traction system when the wheelset has no target phenomenon according to the time interval and an expected torque current of the traction converter when the wheelset has no target phenomenon;

[0009] obtaining a second performance parameter value of the traction system when the wheelset has a target phenomenon according to the time interval and the corresponding actual torque current in the time interval;

[0010] According to the first performance parameter value and the second performance parameter value, a control effect parameter value of the traction system is obtained, the control effect parameter value being used to represent a control effect of the traction system on the target phenomenon.

[0011] Optionally, the first performance parameter value of the traction system when the wheel set does not have the target phenomenon is obtained according to the time interval and an expected torque current of the wheel set when the target phenomenon does not occur in the time interval, and the first performance parameter value comprises:

[0012] A first area value of an area surrounded by the time interval and the expected torque current is obtained according to the time interval and the expected torque current of the wheel set when the target phenomenon does not occur in the time interval.

[0013] The first performance parameter value is obtained according to the first area value.

[0014] Optionally, the second performance parameter value of the traction system when the wheel set has the target phenomenon is obtained according to the time interval and an actual torque current corresponding to the time interval, and the second performance parameter value comprises:

[0015] A second area value of an area surrounded by the time interval and the actual torque current is obtained according to the time interval and the actual torque current corresponding to the time interval.

[0016] The second performance parameter value is obtained according to the second area value.

[0017] Optionally, the control effect parameter value of the traction system is obtained according to the first performance parameter value and the second performance parameter value, and the control effect parameter value comprises:

[0018] A ratio of the first performance parameter value to the second performance parameter value is taken as the control effect parameter value of the traction system.

[0019] Optionally, the method further comprises:

[0020] A speed of the wheel set when the target phenomenon does not occur is obtained.

[0021] An expected torque current of the traction converter when the target phenomenon does not occur is obtained according to the speed and a torque current design characteristic curve.

[0022] Optionally, after the control effect parameter value of the traction system is obtained, the method further comprises:

[0023] The control effect parameter value of the traction system is output.

[0024] Alternatively, according to the control effect parameter value, an evaluation report of the control effect of the traction system on the target phenomenon is generated and output.

[0025] Optionally, after the control effect parameter value of the traction system is acquired, the method further comprises:

[0026] If the control effect parameter value of the traction system is less than or equal to a preset control effect parameter value, the value of the control parameter and / or the control strategy adopted by the traction system for performing control on the wheelset when the target phenomenon occurs in the wheelset is adjusted.

[0027] In a second aspect, the present application provides a data processing device of a traction system, wherein a rail transit vehicle comprises the traction system and a wheelset, the traction system comprises a traction converter and a motor for driving the wheelset, the traction converter controls the output torque of the motor through torque current, and the device comprises:

[0028] A first acquisition module is configured to acquire process data of the traction converter for performing control on the wheelset when the target phenomenon occurs in the wheelset, wherein the target phenomenon comprises idling or coasting, the process data comprises a detection signal for representing the control on the wheelset and an actual torque current output by the traction converter.

[0029] A determination module is configured to determine a time interval of the control on the wheelset according to the process data.

[0030] A second acquisition module is configured to acquire a first performance parameter value of the traction system when the target phenomenon does not occur in the wheelset according to the time interval and an expected torque current of the traction converter when the target phenomenon does not occur in the wheelset.

[0031] A third acquisition module is configured to acquire a second performance parameter value of the traction system when the target phenomenon occurs in the wheelset according to the time interval and the corresponding actual torque current in the time interval.

[0032] A fourth acquisition module is configured to acquire a control effect parameter value of the traction system according to the first performance parameter value and the second performance parameter value, wherein the control effect parameter value is used to represent the control effect of the traction system on the target phenomenon.

[0033] In a third aspect, the present application provides an electronic device, which comprises a processor and a memory in communication connection with the processor.

[0034] The memory stores computer execution instructions.

[0035] The processor executes computer-executed instructions stored in the memory to implement the data processing method of the traction system according to any one of the first aspect.

[0036] In a fourth aspect, the present application provides a computer-readable storage medium, comprising: computer-executed instructions stored in the computer-readable storage medium, the computer-executed instructions being executed by a processor to implement the data processing method of the traction system according to any one of the first aspect.

[0037] In a fifth aspect, the present application provides a computer program product, comprising a computer program, the computer program being executed by the processor to implement the data processing method of the traction system according to any one of the first aspect.

[0038] In a sixth aspect, the present application provides a chip, the chip storing a computer program, the computer program being executed by the chip to implement the data processing method of the traction system according to any one of the first aspect.

[0039] The data processing method, device, equipment and readable storage medium of the traction system provided by the present application obtain the first performance parameter value for representing the theoretical performance of the traction system when the wheelset does not appear the phenomenon of idling or coasting and the second performance parameter value for representing the actual performance of the traction system when the wheelset appears the phenomenon of idling or coasting based on the actual torque current output by the traction converter, and then obtain the control effect parameter value based on the first performance parameter value and the second performance parameter value, so as to obtain the change of the performance of the traction system from the perspective of the theoretical performance and the actual performance of the traction system, and then obtain the control effect of the traction system on the phenomenon of idling or coasting of the wheelset. BRIEF DESCRIPTION OF DRAWINGS

[0040] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0041] Figure 1 A flowchart of a data processing method of a traction system provided by an embodiment of the present application;

[0042] Figure 2 A schematic diagram of an actual torque current signal output by a traction converter provided by an embodiment of the present application;

[0043] Figure 3 A schematic diagram of a detection signal and an actual torque current signal provided by an embodiment of the present application;

[0044] Figure 4 A flowchart of a data processing method of a traction system provided by an embodiment of the present application;

[0045] Figure 5 A torque current and time coordinate system diagram provided for an embodiment of the present application;

[0046] Figure 6 A structure diagram of a data processing device of a traction system provided for an embodiment of the present application;

[0047] Figure 7 A structure diagram of an electronic device 700 provided for an embodiment of the present application.

[0048] Through the above-mentioned drawings, the explicit embodiments of the present application have been shown, and will be described in more detail hereinafter. These drawings and textual descriptions are not intended to limit the scope of the concept of the present application by any means, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0049] The exemplary embodiments will be described in detail hereinbelow with reference to the drawings. When the following description refers to the drawings, identical numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments are not meant to represent all implementations consistent with the present application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of the present application as detailed in the appended claims.

[0050] First, the terms involved in the present application are explained:

[0051] Rail transit vehicle: refers to a type of vehicle that needs to run on a specific track, such as a locomotive, a subway, etc.

[0052] Traction system: the power system of a rail transit vehicle, mainly including two parts of a traction converter and a motor. The traction converter is used to generate the voltage, current, etc. required for the motor to work, and the motor converts electrical energy into mechanical energy to drive the wheelset to work.

[0053] Wheelset: refers to the part of the rail transit vehicle that contacts the steel rail, which is composed of two wheels firmly pressed on the same axle.

[0054] Adhesion: the rail transit vehicle runs relying on the interaction between the wheel and the steel rail, which is the adhesion between the wheel and the rail.

[0055] Adhesion coefficient: the tangential force transmitted (generated) between the wheel and the rail is proportional to the normal pressure of the wheelset, and the proportional constant is called the adhesion coefficient.

[0056] Available adhesion: the actual adhesion between wheel and rail, i.e. the maximum adhesion that can be achieved, is called available adhesion. The maximum possible adhesion force corresponds to the peak value of the wheel circumferential traction force, and the ratio of the wheel circumferential traction force to the normal force of the wheelset is called the available adhesion coefficient.

[0057] Available adhesion coefficient: refers to the adhesion coefficient applicable to the rail transit vehicle obtained from the available adhesion coefficient based on a large number of tests and experience.

[0058] Torque: the moment of force that makes a mechanical element rotate is called the rotational moment, simply referred to as torque.

[0059] Driving torque: the torque used to drive the rotation of the wheelset.

[0060] Braking torque: the torque used to stop the rotation of the wheelset.

[0061] The output torque in the present application includes the driving torque and the braking torque described above.

[0062] Torque current: the current output by the traction inverter for controlling the output torque of the motor.

[0063] Hunting: refers to the relative sliding phenomenon that occurs when the traction force of the motor on the wheelset is too large, the driving torque of the wheelset is too large, and the adhesion relationship between the wheel and the rail is destroyed.

[0064] Sliding: refers to the phenomenon that the wheel continues to slide on the rail when the braking force of the motor on the wheelset is too large, the braking torque of the wheelset is too large, and the wheel is "locked".

[0065] It should be noted that in the following description, hunting or sliding is simply referred to as hunting / sliding.

[0066] As mentioned above, the traction system mainly includes two parts, i.e. the traction inverter and the motor. The torque current output by the traction inverter is used to control the output torque of the motor, thereby providing traction and braking forces for the rail transit vehicle.

[0067] The traction system can recognize the hunting / sliding phenomenon of the wheelset through an algorithm, and control the wheelset by changing the torque current output by the traction inverter to change the output torque of the motor, so that the wheelset no longer hunts / slides. When the wheelset no longer hunts / slides, the torque current output by the traction inverter controls the output torque of the motor to return to normal, so that the wheelset returns to normal driving. The above process is a control process of the traction system when the wheelset hunts / slides. If the hunting phenomenon cannot be successfully controlled, the traction system will block the output of the traction force; if the sliding phenomenon cannot be successfully controlled, the braking system will take over the braking control of the wheelset.

[0068] However, if the wheelset idling / slip phenomenon cannot be successfully controlled, the normal operation performance of the traction system will be changed, and the overall operation performance of the rail transit vehicle will be reduced. The intervention of the braking system will also cause mechanical damage to the wheel and reduce the service life of the wheel.

[0069] Therefore, the traction system needs to effectively control the wheelset idling / slip phenomenon to restore the normal driving of the wheelset. However, there is currently a lack of evaluation methods for the control effect of the traction system on the wheelset idling / slip phenomenon.

[0070] Therefore, the present application provides a data processing method of a traction system, which is based on the process data of the traction converter performing control on the wheelset when the wheelset idling / slip phenomenon occurs, and represents the performance of the traction system from the theoretical performance and the actual performance of the traction system respectively, and then obtains the control effect parameter value of the traction system which can be used to represent the degree of performance change of the traction system. The degree of performance change of the traction system is used to represent the control effect of the traction system on the wheelset idling / slip phenomenon, which fills the gap that the control effect of the traction system on the wheelset idling / slip phenomenon cannot be obtained.

[0071] The execution subject of the present application can be an electronic device with processing capability, such as a computer, or a chip or chip module with processing capability.

[0072] The following will take the electronic device as an example to explain the technical solutions of the present application and how the technical solutions solve the above technical problems in combination with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes can not be described in detail in some embodiments. The embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0073] Figure 1 A flowchart of a data processing method of a traction system according to an embodiment of the present application is shown in FIG. 1. As mentioned above, the rail transit vehicle includes a traction system and a wheelset, the traction system includes a traction converter and a motor driving the wheelset, the traction converter controls the output torque of the motor through torque current, as shown in FIG. 1, the method includes: Figure 1

[0074] S101, obtaining process data of the traction converter performing control on the wheelset when the wheelset idling / slip phenomenon occurs.

[0075] The above-mentioned target phenomenon includes idling or slip.

[0076] The above-mentioned process data includes detection signals for representing the control on the wheelset, and the actual torque current output by the traction converter.

[0077] ​The detection signal used to represent the control performed on the wheelset can be a level signal generated by the traction converter to detect whether the target phenomenon occurs in the wheelset. For example, as mentioned above, the traction system can identify and control the wheelset idling or coasting phenomenon. When the wheelset idles, the traction converter of the traction system determines whether the speed data reaches a preset threshold value. If the preset threshold value is reached, it is considered that the wheelset idles, and the traction converter generates a high level signal until the determination returns to normal and changes to a low level signal. The speed data can be obtained in the following manner: if the traction converter is equipped with a speed sensor, the traction converter can obtain the speed data returned by the speed sensor; if the traction converter is not equipped with a speed sensor, the traction converter can calculate the speed data by using a related algorithm. When the wheelset coasts, the traction converter can similarly determine whether the speed data reaches a preset threshold value. If the preset threshold value is reached, it is considered that the wheelset coasts, and the traction converter generates a high level signal until the determination returns to normal and changes to a low level signal.

[0078] It should be noted that the above only provides an example of a type of detection signal. In a specific implementation, if other characteristic signals can represent the control performed on the wheelset, other characteristic signals can also be used as the detection signal.

[0079] The detection signal can be obtained by collecting data of the traction converter in real time, or obtained from an external device such as a U disk, or obtained from a monitoring platform of the traction system.

[0080] The actual torque current output by the traction converter for controlling the output torque of the motor can be obtained by collecting data of the traction converter, or obtained from an external device such as a U disk, or obtained from a monitoring platform of the traction system.

[0081] It should be noted that the actual torque current output by the traction converter obtained in the above manner can include data of only the control process mentioned above, that is, the actual torque current output by the traction converter obtained in the above manner only includes data of the control process of idling or coasting once. The specific process can be determined by signal data of the traction converter used to represent the traction or braking process. In another possible implementation, the actual torque current output by the traction converter obtained in the above manner includes data of multiple control processes, that is, data of multiple control processes of idling and / or coasting.

[0082] S102, determining a time interval of the control performed on the wheelset according to the process data.

[0083] Figure 2 A schematic diagram of an actual torque current signal output by a traction converter is provided for an embodiment of the present application. As shown in FIG. 4, the actual torque current signal output by the traction converter is a waveform curve. The actual torque current signal output by the traction converter is a high level signal when the traction converter controls the wheelset to idle or coast, and is a low level signal when the traction converter controls the wheelset to normally drive or brake. Figure 2As shown, during normal operation, the traction converter outputs the designed torque current, and the signal graph of this designed torque current exhibits relatively small fluctuations. This designed torque current is based on the viscosity coefficient corresponding to the traction system, but it is not a constant value; rather, it is a torque current design characteristic curve. It should be noted that different operating scenarios correspond to different designed torque current values ​​based on this torque current design characteristic curve. For example, the designed torque current at speed 1 is value 1, and the designed torque current at speed 2 is value 2.

[0084] When the wheelset exhibits the target phenomenon, the traction converter will reduce the output torque current at a certain slope to re-adhede the wheel and rail. Once the wheelset no longer slips or slides, the torque current will be increased at a certain slope (torque return) until it reaches the designed torque current, and the wheelset will resume normal operation.

[0085] Therefore, one possible implementation is to determine the time interval for controlling the wheelset by identifying the time interval in which the signal pattern of the torque current output by the traction converter shows a significant difference. For example, when the target phenomenon occurs in the wheelset, the signal pattern of the torque current output by the traction converter drops rapidly and then rises compared to normal, producing a significant difference. For example, refer to... Figure 2 The times t1 and t2 corresponding to the two inflection points A and B that produce obvious graphical differences can be taken as the start and end points of the time interval, respectively.

[0086] Another possible implementation involves using the detection signal obtained above and the actual torque current output by the traction converter to jointly determine the time interval for controlling the wheelset. Figure 3 This is a schematic diagram of a detection signal and an actual torque current signal provided in an embodiment of this application. Figure 3 As shown, taking the aforementioned level signal as an example of the acquired detection signal, the time t1 when the high level appears in the level signal is first determined, and this time t1 is used as the starting point of the time interval for controlling the wheelset. Then, this time t1 is used to correspond to the actual torque current signal output by the traction converter, that is, the starting point C of the torque current is first determined using this time t1, and then the inflection point D when the torque current rises and recovers to the preset torque current in the signal after the starting point C is determined. The time t2 corresponding to this inflection point D is used as the ending point of the time interval for controlling the wheelset. This implementation method not only makes the positioning of the time interval more accurate, but also allows for the rapid positioning of the starting point of the time interval for the torque current change in the current control process from torque current data including multiple control processes, making the determination of the time interval more convenient.

[0087] S103, obtaining a first performance parameter value of the traction system when the wheel set does not have the target phenomenon according to the time interval, and the expected torque current of the traction converter when the wheel set does not have the target phenomenon.

[0088] The expected torque current refers to the designed torque current output by the traction converter when the wheel set does not have the target phenomenon.

[0089] In a possible implementation, the expected torque current of the traction converter can be a torque current value corresponding to a time point before the start time point of the time interval, and can be directly determined from the actual torque current output by the traction converter obtained.

[0090] In another possible implementation, the speed when the wheel set does not have the target phenomenon is obtained first, and then the expected torque current of the traction converter when the wheel set does not have the target phenomenon is obtained according to the speed and the torque current design characteristic curve.

[0091] The speed when the wheel set does not have the target phenomenon can be obtained from a monitoring platform, or can be obtained by collecting data of a speed sensor integrated in the traction converter, or can be imported from an external device such as a U disk.

[0092] The first performance parameter value is used to represent the performance of the traction system when the wheel set does not have the target phenomenon, that is, the theoretical performance of the traction system.

[0093] As described above, when the wheel set does not have the target phenomenon in the time interval, the traction converter controls the output torque of the motor according to the designed torque current, that is, the expected torque current of the traction converter, so that the wheel set can travel normally. Therefore, the theoretical performance of the traction system in the time interval is related to the expected torque current of the traction converter.

[0094] Therefore, in a possible implementation, the first performance parameter value can be obtained from a mapping relationship among time, the expected torque current of the traction converter when the wheel set does not have the target phenomenon, and the theoretical performance of the traction converter.

[0095] In another possible implementation, a coordinate system is established according to the time interval and the expected torque current in the time interval. For example, a coordinate system is established with time as the horizontal coordinate and current as the vertical coordinate. Then, the first performance parameter value can be the area value of the coordinate axis of the time interval and the expected torque current in the time interval, or a data value obtained by deforming the area value, for example, the area value multiplied by a coefficient.

[0096] S104, obtaining a second performance parameter value of the traction system when the target phenomenon occurs in the wheel set according to the time interval and the actual torque current corresponding to the time interval.

[0097] The second performance parameter value is used to represent the performance of the traction system when the target phenomenon occurs in the wheel set, i.e., the actual performance of the traction system.

[0098] As mentioned above, when the target phenomenon occurs in the wheel set in the time interval, the traction inverter changes the output torque current, i.e., the actual torque current output by the traction inverter, to change the output torque of the motor, so as to control the target phenomenon of the wheel set. Therefore, the actual performance of the traction system in the time interval is related to the actual torque current output by the traction inverter.

[0099] In a possible implementation, the second performance parameter value can be obtained from a mapping relationship among time, the actual torque current of the traction inverter when the target phenomenon occurs in the wheel set, and the actual performance of the traction system.

[0100] In another possible implementation, a coordinate system is established according to the time interval and the actual torque current corresponding to the time interval. For example, the coordinate system is established with time as the horizontal coordinate and current as the vertical coordinate. Then, the second performance parameter value can be the area value of the part surrounded by the coordinate axis of the time interval and the actual torque current in the time interval, or a data value obtained by deforming the area value of the part, for example, multiplying the area value of the part by a coefficient. The application does not limit the deformation processing manner of the area value.

[0101] S105, obtaining a control effect parameter value of the traction system according to the first performance parameter value and the second performance parameter value.

[0102] As mentioned above, when the traction system identifies that the target phenomenon occurs in the wheel set, the traction inverter changes the output torque current to control the wheel set, and the change of the torque current changes the performance of the traction system. Therefore, the change degree of the performance of the traction system can be used to obtain the control effect of the traction system on the target phenomenon.

[0103] The first performance parameter value can represent the theoretical performance of the traction system, and the second performance parameter value can represent the actual performance of the traction system. Therefore, the control effect parameter value obtained according to the first performance parameter value and the second performance parameter value can represent the change degree of the performance of the traction system, and further represent the control effect of the traction system on the target phenomenon.

[0104] As mentioned above, the control effect parameter value is related to the first performance parameter value and the second performance parameter value, and thus, in one possible implementation, the control effect parameter value can be obtained from a mapping relationship between the first performance parameter value, the second performance parameter value, and the control effect parameter value.

[0105] In another possible implementation, the control effect parameter value can be a ratio of the first performance parameter value and the second performance parameter value, or a data value obtained by transforming the ratio, for example, multiplying the ratio by a coefficient. The present application does not limit the transformation manner of the ratio.

[0106] After obtaining the control effect parameter value, in one possible implementation, the control effect parameter value of the traction system is output to obtain the control effect of the traction system on the target phenomenon. In another possible implementation, according to the control effect parameter value, an evaluation report of the control effect of the traction system on the target phenomenon is generated and output. The evaluation report can include, for example, the number of the traction system and the control effect (for example, excellent, good, or poor). As an example, three groups of control effect parameter value threshold ranges corresponding to different control effects can be pre-divided, as shown in Table 1. According to the control effect corresponding to the obtained control effect parameter value, the evaluation report of the control effect of the traction system on the target phenomenon is generated.

[0107] Table 1

[0108] Controlled effect parameter value X Controlled effect 0.85≤X≤1 Excellent 0.6≤X＜0.85 Good X＜0.6 Poor

[0109] It should be noted that the division of the control effect corresponding to the control effect parameter value is only an example, and the present application does not limit the same.

[0110] It should be noted that the above is only an example of obtaining the control effect parameter value of the traction system on the target phenomenon by using the control effect parameter value obtained in one control process. In a specific implementation, in order to obtain a more comprehensive and accurate control effect, the data value obtained by processing the control effect parameter values obtained in multiple control processes can be used as the final control effect parameter value, for example, the average value, the maximum value, etc. The present application does not limit the same.

[0111] Optionally, if the obtained control effect parameter value is less than or equal to the preset control effect parameter value, the value of the control parameter and / or the control strategy used by the traction system to perform control on the wheel set when the target phenomenon occurs in the wheel set can be adjusted. For example, the value of the control parameter can be changed to change the descending slope of the torque current output by the traction converter, so that the wheel set quickly sticks again and normal driving is restored as soon as possible. Alternatively, the control strategy can be changed. For example, the original control strategy is to reduce the output of the torque current in two different descending modes to make the wheel set stick again. The descending mode with the same slope can be changed to quickly reduce the output of the torque current to make the wheel set stick again and restore normal driving as soon as possible.

[0112] By using the control effect parameter value to obtain the control effect of the traction system on the target phenomenon of the wheel set, the control mode of the traction system on the target phenomenon of the wheel set can be improved, the performance of the traction system is less reduced, the control on the target phenomenon of the wheel set is more effective, and the running performance of the whole rail transit vehicle can be improved.

[0113] The data processing method of the traction system provided in the present application obtains the first performance parameter value for representing the theoretical performance of the traction system when the wheel set does not occur the idling or sliding phenomenon, and the second performance parameter value for representing the actual performance of the traction system when the wheel set occurs the idling or sliding phenomenon based on the actual torque current output by the traction converter. The control effect parameter value obtained according to the first performance parameter value and the second performance parameter value can obtain the change of the performance of the traction system from the perspective of the theoretical performance and the actual performance of the traction system, and then the control effect of the traction system on the idling or sliding phenomenon of the wheel set can be obtained based on the change of the performance of the traction system.

[0114] The control effect parameter value of the traction system is described in detail below.

[0115] Figure 4 A flowchart of a data processing method of a traction system provided in an embodiment of the present application is shown in FIG. 1. As shown in FIG. 1, the method comprises the following steps. Figure 4

[0116] S401, obtaining process data of the traction converter performing control on the wheel set when the target phenomenon occurs in the wheel set.

[0117] S402, determining a time interval of performing control on the wheel set according to the obtained detection signal and the actual torque current output by the traction converter.

[0118] S403, determining the expected torque current of the wheel set when the target phenomenon does not occur in the time interval.

[0119] ​S404, acquire a first area value of a region surrounded by the time interval and the expected torque current.

[0120] Figure 5 A torque current-time coordinate system diagram is provided for the embodiments of the present application. As shown, a torque current-time coordinate system diagram is established with time as the horizontal coordinate and current as the vertical coordinate. Figure 5

[0121] Referring to Figure 5 , the time interval is t1-t2, and the region surrounded by the time interval and the expected torque current I1 can be regarded as a rectangle surrounded by four points M, N, t1, and t2. The first area value S1 is the area value of the rectangle MNt1t2, which can be calculated by the following formula:

[0122] S1 = I1 x (t2-t1) Formula (1)

[0123] S405, acquire a first performance parameter value according to the first area value.

[0124] In one possible implementation, the first area value S1 can be used as the first performance parameter value. In another possible implementation, a value obtained by data processing of the first area value S1 can be used as the first performance parameter value. For example, a value obtained by multiplying the first area value S1 by a coefficient can be used as the first performance parameter value.

[0125] S406, acquire a second area value of a region surrounded by the time interval and the actual torque current.

[0126] Continuing to refer to Figure 5 , the region surrounded by the time interval and the actual torque current I2 can be regarded as a region surrounded by the actual torque current I2 and the coordinate axis, i.e. Figure 5 the shaded part, and the second area value S2 is the area value of the shaded part, which can be calculated by the following formula:

[0127]

[0128] S407, acquire a second performance parameter value according to the second area value.

[0129] In one possible implementation, the second area value S2 can be used as the second performance parameter value. In another possible implementation, a value obtained by data processing of the second area value S2 can be used as the second performance parameter value. For example, a value obtained by multiplying the second area value S2 by a coefficient can be used as the second performance parameter value.

[0130] ​S408, take the ratio of the first performance parameter value and the second performance parameter value as the control effect parameter value of the traction system.

[0131] Taking the first performance parameter value as the first area value S1 and the second performance parameter value as the second area value S2, the control effect parameter value P can be calculated by the following formula:

[0132] P = S2 / S1 Formula (3)

[0133] It should be understood that the above formula provided by the embodiments of the present application only gives an example of a formula, and in actual implementation, the above formula can be appropriately deformed according to actual calculation requirements, and this is not limited.

[0134] It should be noted that the steps S403-S405 and S406-407 can be executed synchronously or asynchronously, and the above only provides an example of asynchronous execution, and the present application is not limited.

[0135] The data processing method of the traction system provided by the present application establishes a coordinate system according to the relationship between the torque current output by the traction converter and time, and obtains the control effect parameter value of the traction system according to the area of the region surrounded by the expected torque current and time when the target phenomenon does not occur in the wheel set, and the area of the region surrounded by the actual torque current and time, which can quantitatively characterize the control effect of the traction system when the target phenomenon occurs in the wheel set.

[0136] Figure 6 A structure diagram of a data processing device of a traction system provided by an embodiment of the present application is shown in FIG. 1. As shown in the figure, the device includes a first acquisition module 11, a determination module 12, a second acquisition module 13, a third acquisition module 14, and a fourth acquisition module 15. Optionally, the device can further include an output module 16 and / or an adjustment module 17. Figure 6

[0137] The first acquisition module 11 is configured to acquire process data of the traction converter performing control on the wheel set when the target phenomenon occurs in the wheel set. The target phenomenon includes idling or coasting, and the process data includes a detection signal for characterizing the control performed on the wheel set, and an actual torque current output by the traction converter.

[0138] The determination module 12 is configured to determine a time interval of performing control on the wheel set according to the process data.

[0139] ​The second obtaining module 13 is configured to obtain a first performance parameter value of the traction system when the target phenomenon does not occur in the wheel set according to the time interval and an expected torque current of the traction converter when the target phenomenon does not occur in the wheel set.

[0140] The third obtaining module 14 is configured to obtain a second performance parameter value of the traction system when the target phenomenon occurs in the wheel set according to the time interval and an actual torque current corresponding to the time interval.

[0141] The fourth obtaining module 15 is configured to obtain a control effect parameter value of the traction system according to the first performance parameter value and the second performance parameter value, and the control effect parameter value is used to represent a control effect of the traction system on the target phenomenon.

[0142] In a possible implementation, the second obtaining module 13 is configured to obtain a first area value of an area surrounded by the time interval and the expected torque current corresponding to the time interval according to the time interval and the expected torque current, and obtain the first performance parameter value according to the first area value.

[0143] In a possible implementation, the third obtaining module 14 is configured to obtain a second area value of an area surrounded by the time interval and the actual torque current corresponding to the time interval according to the time interval and the actual torque current, and obtain the second performance parameter value according to the second area value.

[0144] In a possible implementation, the fourth obtaining module 15 is configured to take a ratio of the first performance parameter value and the second performance parameter value as the control effect parameter value of the traction system.

[0145] In a possible implementation, the second obtaining module 13 is specifically configured to obtain a speed when the target phenomenon does not occur in the wheel set, and obtain the expected torque current of the traction converter when the target phenomenon does not occur in the wheel set according to the speed and a torque current design characteristic curve.

[0146] In a possible implementation, after the fourth obtaining module 15 obtains the control effect parameter value of the traction system, the output module 16 is configured to output the control effect parameter value of the traction system, or generate and output an evaluation report of the control effect of the traction system on the target phenomenon according to the control effect parameter value.

[0147] In a possible implementation, after the fourth obtaining module 15 obtains the control effect parameter value of the traction system, the adjusting module 17 is configured to, if the control effect parameter value of the traction system is less than or equal to a preset control effect parameter value, adjust the value of the control parameter and / or the control strategy used by the traction system to perform control on the wheel set when the target phenomenon occurs in the wheel set.

[0148] The data processing apparatus of the traction system provided in the present application can execute the data processing method of the traction system in the method embodiments, and the implementation principle and technical effects are similar, which will not be described here.

[0149] Figure 7 A structural schematic diagram of an electronic device 700 is provided for the embodiments of the present application. As shown in the figure, the electronic device 700 can include at least one processor 701, a memory 702, for example, a computer, a tablet computer, and the like electronic device with processing capability. Figure 7

[0150] The memory 702 is configured to store a program. Specifically, the program can include program code, and the program code includes computer operation instructions. The memory 702 can include a high-speed RAM memory, and can also include a non-volatile memory such as at least one disk memory.

[0151] The processor 701 is configured to execute the computer execution instructions stored in the memory 702 to implement the data processing method of the traction system described in the foregoing method embodiments. The processor 701 can be a central processing unit (CPU) or an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

[0152] The electronic device 700 can also include a communication interface 703, so that the communication interface 703 can communicate with external devices. The external device can be a computer, a tablet computer, a mobile phone, and the like.

[0153] ​In a specific implementation, if the communication interface 703, the memory 702 and the processor 701 are implemented independently, the communication interface 703, the memory 702 and the processor 701 can be connected to each other through a bus and complete communication between each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc., but it does not mean that there is only one bus or one type of bus.

[0154] Optionally, in a specific implementation, if the communication interface 703, the memory 702 and the processor 701 are integrated on a chip, the communication interface 703, the memory 702 and the processor 701 can complete communication through an internal interface.

[0155] The application further provides a computer readable storage medium, which can include a U disk, a mobile hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk and various storage program codes. Specifically, the computer readable storage medium stores program instructions, and the program instructions are used for the data processing method of the traction system in the above embodiments.

[0156] The application further provides a computer program product, which includes execution instructions stored in a readable storage medium. At least one processor of the electronic device 700 can read the execution instructions from the readable storage medium, and the at least one processor executes the execution instructions to enable the electronic device 700 to implement the data processing method of the traction system provided in the various embodiments.

[0157] The application further provides a chip, which stores a computer program. When the computer program is executed by the chip, the data processing method of the traction system provided in the various embodiments is implemented.

[0158] Other embodiments of the application will be apparent to those skilled in the art from consideration of the specification and practice of the application disclosed herein. It is intended that the specification and examples be considered as exemplary only, with the true scope and spirit of the application being indicated by the following claims.

[0159] It is to be understood that the application is not limited to the precise construction herein described and as shown in the attached drawings, and that various modifications and changes can be made by those skilled in the art without departing from the scope of the application. The scope of the application is to be indicated by the appended claims, rather than the description and examples.

Claims

1. A data processing method for a traction system, characterized in that, The rail transit vehicle includes: the traction system and wheelsets, the traction system including a traction converter and a motor driving the wheelsets, the traction converter controlling the output torque of the motor through torque current, and the method including: The process data of the traction converter performing control on the wheelset when the target phenomenon occurs is obtained; the target phenomenon includes idling or coasting; the process data includes detection signals used to characterize the control performed on the wheelset, and the actual torque current output by the traction converter. Based on the process data, determine the time interval for performing control on the wheelset; Based on the time interval and the expected torque current of the traction converter when the wheelset does not exhibit the target phenomenon, the first performance parameter value of the traction system when the wheelset does not exhibit the target phenomenon is obtained. Based on the time interval and the actual torque current corresponding to the time interval, the second performance parameter value of the traction system when the target phenomenon exists in the wheelset is obtained; The ratio of the first performance parameter value to the second performance parameter value is used as the control effect parameter value of the traction system, or the product of the ratio and a preset coefficient is used as the control effect parameter value of the traction system; the control effect parameter value is used to characterize the control effect of the traction system on the target phenomenon.

2. The method according to claim 1, characterized in that, The step of obtaining the first performance parameter value of the traction system when the wheelset does not exhibit the target phenomenon, based on the time interval and the expected torque current corresponding to the time interval when the wheelset does not exhibit the target phenomenon, includes: Based on the time interval and the expected torque current when the wheelset does not exhibit the target phenomenon corresponding to the time interval, a first area value of the region enclosed by the time interval and the expected torque current is obtained. Based on the first area value, obtain the first performance parameter value.

3. The method according to claim 2, characterized in that, The step of obtaining the second performance parameter value of the traction system when the target phenomenon exists in the wheelset, based on the time interval and the corresponding actual torque current within the time interval, includes: Based on the time interval and the actual torque current corresponding to the time interval, a second area value of the region enclosed by the time interval and the actual torque current is obtained. Based on the second area value, obtain the second performance parameter value.

4. The method according to any one of claims 1-3, characterized in that, The method further includes: Obtain the speed of the wheelset when the target phenomenon does not occur; Based on the speed and the torque-current design characteristic curve, the expected torque current of the traction converter is obtained when the wheelset does not exhibit the target phenomenon.

5. The method according to any one of claims 1-3, characterized in that, After obtaining the control effect parameter values ​​of the traction system, the method further includes: Output the control effect parameter values ​​of the traction system; Alternatively, based on the control effect parameter values, an evaluation report on the control effect of the traction system on the target phenomenon can be generated and output.

6. The method according to any one of claims 1-3, characterized in that, After obtaining the control effect parameter values ​​of the traction system, the method further includes: If the control effect parameter value of the traction system is less than or equal to the preset control effect parameter value, then the value of the control parameter and / or control strategy adopted by the traction system to control the wheelset when the target phenomenon occurs is adjusted.

7. A data processing device for a traction system, characterized in that, The rail transit vehicle includes: the traction system and wheelsets, the traction system including a traction converter and a motor driving the wheelsets, the traction converter controlling the output torque of the motor through torque current, and the device including: The first acquisition module is used to acquire process data of the traction converter performing control on the wheelset when the target phenomenon occurs; the target phenomenon includes idling or coasting, and the process data includes detection signals characterizing the control performed on the wheelset, and the actual torque current output by the traction converter; The determining module is used to determine the time interval for performing control on the wheelset based on the process data; The second acquisition module is used to acquire the first performance parameter value of the traction system when the wheelset does not exhibit the target phenomenon, based on the time interval and the expected torque current of the traction converter when the wheelset does not exhibit the target phenomenon. The third acquisition module is used to acquire the second performance parameter value of the traction system when the wheelset has the target phenomenon, based on the time interval and the actual torque current corresponding to the time interval. The fourth acquisition module is used to take the ratio of the first performance parameter value and the second performance parameter value as the control effect parameter value of the traction system, or to take the product of the ratio and a preset coefficient as the control effect parameter value of the traction system; the control effect parameter value is used to characterize the control effect of the traction system on the target phenomenon.

8. An electronic device, characterized in that, The electronic device includes: a processor, and a memory communicatively connected to the processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory to implement the data processing method of the traction system as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the data processing method of the traction system as described in any one of claims 1 to 6.

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