Methods and systems for constructing typical operating conditions of railway locomotive and rolling stock traction systems and components

Abstract

This invention discloses a method and system for constructing typical operating conditions of railway locomotive and rolling stock traction systems and components. The method includes: 1) acquiring actual operating data of railway locomotives and rolling stock, forming an original line data table, dividing it into K standard short segments, splicing them together to obtain a standard line, obtaining the corresponding standard line characteristic values, and obtaining the overall line characteristic value based on the standard line characteristic values; 2) dividing the standard short segments into n equal parts according to the cumulative frequency distribution to form n short segment packages, and sequentially extracting short segments from the n short segment packages to form several short segment combinations; 3) calculating the characteristic value of each short segment combination, and performing a non-parametric test with the overall line characteristic value to form a short segment combination to be tested, which is the optimal operating condition; 4) obtaining transient typical operating conditions based on the optimal operating conditions, and obtaining steady-state typical operating conditions. The typical operating conditions of this invention have little difference from actual operating conditions and are suitable for major traction system combination test systems.

Description

TECHNICAL FIELD

[0001] The present application mainly relates to the field of railway locomotive technology, and in particular to a railway locomotive vehicle traction system and a typical operation condition construction method and system for components. BACKGROUND

[0002] The railway locomotive vehicle traction system mainly includes key components such as a traction transformer, a traction converter, and a traction motor. Before the traction system is loaded or put into operation, the traction combination test needs to be completed according to GB / T 25117 (IEC 61377, MOD), while the traction converter needs to complete the type test according to GB / T 25122 (IEC 61287, MOD), the traction motor needs to complete the type test according to GB / T 25123 (IEC 60349, MOD), and the traction transformer needs to complete the type test according to GB / T 25120 (IEC 60310, MOD). The efficiency level of the traction system and components is an evaluation index for evaluating the energy-saving level, and it is particularly important to improve the energy efficiency level of the railway locomotive vehicle traction system and components.

[0003] According to the statistical analysis of the actual line operation data of the locomotive vehicle traction system, the traction system is almost not working in the rated condition in the full range during actual operation, while the related standards such as GB / T 25117 and GB / T 25122 require efficiency testing in the rated condition. The test results cannot reflect the efficiency level of the product in actual application. GB / T 25117 proposes that the energy consumption test under the line operation curve can be carried out according to the line curve provided by the customer, but the line curve provided by the customer is mainly from the main machine factory or simulation analysis. There is a certain difference between the simulation results and the actual operation data, and the line data obtained by simulation is quite different under different line conditions, which leads to the fact that on the one hand, the energy consumption test results have certain differences with the actual situation, and cannot accurately reflect the energy efficiency level of the related products; on the other hand, due to the different application lines, the test line data of different products is different, which further leads to the fact that the energy consumption test results are not horizontally comparable, and the energy consumption level of the product cannot be evaluated.

[0004] At present, there is no unified energy consumption / energy efficiency test condition in the railway industry at home and abroad. In order to more reasonably evaluate the energy consumption / energy efficiency level of the railway locomotive vehicle traction system and components, it is urgently needed to construct a standard test condition which can represent the domestic typical line, is unified, and is horizontally comparable according to the operation of the railway locomotive vehicle traction system on the typical line in the country. SUMMARY

[0005] The technical problem to be solved by the present application is that in view of the technical problems existing in the prior art, the present application provides a railway locomotive vehicle traction system and a typical operation condition construction method and system for components, which have small differences with the actual operation conditions.

[0006] To solve the above technical problems, the technical scheme provided by the present application is:

[0007] A railway locomotive vehicle traction system and component typical operating condition construction method, comprising the steps of:

[0008] 1) Obtain actual operation data of several running vehicles operating on a typical line of a railway locomotive vehicle to form an original line data table; divide the original line data table into K standard short segments, then splice the standard short segments to obtain a standard line and corresponding standard line characteristic values, and then obtain overall line characteristic values according to the standard line characteristic values;

[0009] 2) Divide the standard short segments into n equal parts according to the cumulative frequency distribution to form n short segment packages, and use the Cartesian product to sequentially extract short segments from the n short segment packages and form several short segment combinations;

[0010] 3) Calculate the characteristic values of each short segment combination and perform non-parametric testing with the overall line characteristic values to obtain test values, and select the part with test values less than a certain value to form a short segment combination to be tested, which is the best working condition;

[0011] 4) Obtain a transient typical operating condition according to the best working condition, and then perform cluster analysis to construct a steady-state typical operating condition.

[0012] Preferably, in step 1), the specific process of forming the original line data table is: respectively selecting actual operation data of several running vehicles operating on a typical line of a railway locomotive vehicle, and forming original line data tables of vehicle line speed-time and traction force-time distribution in chronological order.

[0013] Preferably, in step 1), the specific process of dividing the original line data table into K standard short segments is: taking the partial derivative of the speed V-time T of the original line data table to obtain acceleration data a; taking |a|<0 and V=0 as the division point, and dividing the original line data table of each vehicle into K short segments.

[0014] Preferably, in step 1), the standard line characteristic values include one or more of the following: maximum acceleration Vmax, average speed Vm, average running speed Vmr, running time T, parking time Ti, idle time Tc, acceleration time Ta, deceleration time Td, average acceleration am of the acceleration section, maximum acceleration amax of the acceleration section, average deceleration adm of the deceleration section, minimum deceleration amin of the deceleration section, parking time ratio η1, acceleration time ratio η2, idle time ratio η3, and deceleration time ratio η4.

[0015] Preferably, in step 1), the abnormal short fragments or data in the original line data table are eliminated, and then K standard short fragments are obtained.

[0016] Preferably, in step 2), the combination number determination method of the short fragment combination is as follows:

[0017] The running time of all the standard short fragments is sequentially sorted according to length, and the cumulative frequency distribution is calculated, the cumulative frequency distribution is divided into n equal parts, the x point corresponding to the 50% quantile cumulative in each equal interval is found, the time length of the x point is taken as the basis for database selection in the interval, and summation is performed; according to the summation results of different n values, the expected running time of the specified standard working condition under different n values is represented, and the n value corresponding to the required running time is selected.

[0018] Preferably, in step 3), the vehicle speed-traction force distribution probability X1 of the to-be-tested short fragment combination is calculated, the vehicle speed-traction force distribution probability X1 of the to-be-tested short fragment combination is subjected to non-parametric test with the vehicle speed-traction force distribution probability Xa of the overall line, and the test value P2 is obtained; the short fragment combination with the minimum P2 is selected as the best short fragment combination under the n value; the to-be-tested short fragment combination corresponding to the minimum P2 value is selected again, and the best working condition is obtained.

[0019] Preferably, the specific process of obtaining the vehicle speed-traction force distribution probability Xa of the overall line is as follows: the vehicle speed-traction force distribution probability of the standard line is calculated, and the vehicle speed-traction force distribution probability Xa of the overall line is obtained in combination with the weighting coefficient λ of each line.

[0020] Preferably, in step 4), the specific process of obtaining the transient typical running working condition is as follows: according to the vehicle speed-time and the traction force-time corresponding to the best working condition, the wheel diameter and the gear ratio are converted to obtain the traction motor speed-time and the torque-time distribution, which are taken as the transient typical running working condition.

[0021] The application also discloses a railway locomotive vehicle traction system and component typical running working condition construction system.

[0022] Compared with the prior art, the application has the following advantages:

[0023] 1. The application obtains a large amount of typical line traction system operation data, and builds a standard test working condition that can represent domestic typical lines, is unified, and can be compared horizontally based on this; according to actual verification, the test working condition is operable; through simulation comparison, the standard test working condition is consistent with the energy efficiency value of the operation working condition of each typical line traction system; according to the difference of laboratory test conditions, the test working condition of the transient change of "motor speed-time, motor torque-time" is developed, and at the same time through cluster analysis, the steady-state test point of "speed-torque-weight proportion" is formed, which can be completely suitable for the traction system combined test system of domestic main related inspection institutions.

[0024] 2. The application proposes a complete construction method of typical operation working condition of railway locomotive and vehicle traction system and components according to the operation characteristics of railway locomotive and vehicle traction system, solves the problems that there is no typical operation working condition for reference for the existing railway locomotive and vehicle traction system and components, the efficiency test method has large difference with the actual operation condition, and the energy consumption / energy efficiency test result has no horizontal comparability; wherein the application can provide basis for energy-saving design of railway locomotive and vehicle traction system and components, guide the energy-saving design direction of railway locomotive and vehicle traction system and components, and further can be used as an important basis for equipment energy-saving effect evaluation, rating and the like of the relevant competent departments, and promotes further energy-saving and emission reduction of the railway industry. The energy efficiency refers to the ratio of the energy actually consumed to the energy played a role in energy utilization. The energy consumption is a main index reflecting the energy consumption level and energy-saving and emission-reducing condition, and mainly refers to the consumption of energy resources. BRIEF DESCRIPTION OF DRAWINGS

[0025] Figure 1 The construction method of the application is in the flowchart of the embodiment.

[0026] Figure 2 The construction method of the application is in the flowchart of the embodiment. DETAILED DESCRIPTION

[0027] The application is further described below in combination with the drawings and specific embodiments of the specification.

[0028] As shown in the drawings, Figure 1 The embodiment of the application provides a railway locomotive and vehicle traction system and component typical operation working condition construction method, which comprises the following steps:

[0029] 1) Obtain actual operation data of a plurality of running vehicles operating on a typical line of railway locomotive and vehicle, form an "original line data table", divide the "original line data table" into K "standard short segments", splice the "standard short segments" to obtain a "standard line", and obtain corresponding "standard line characteristic values", and obtain "overall line characteristic values" according to the "standard line characteristic values";

[0030] 2) According to the cumulative frequency distribution, divide the "standard short fragments" into n equal parts to form n "short fragment packages", and use the Cartesian product to extract short fragments from the n "short fragment packages" in turn and form several "short fragment combinations";

[0031] 3) Calculate the characteristic value of each "short fragment combination", and perform non-parametric test with the "overall line characteristic value" to obtain the test value P1, and select the part with P1 value less than a certain value to form the "short fragment combination to be tested", which is the "optimal working condition";

[0032] 4) According to the "optimal working condition", obtain the "typical transient operating condition", and then perform clustering analysis to construct the steady-state typical operating condition.

[0033] In a specific embodiment, in step 1), the specific process of forming the "original line data table" is: respectively selecting several actual running data of running vehicles on typical railway vehicle lines, forming the "original line data table" of the "vehicle speed-time" (V-t) and "traction force-time" (P-t) distribution of each vehicle line in time sequence.

[0034] The specific process of dividing the "original line data table" into K "standard short fragments" is: taking the partial derivative of the "vehicle speed V-time T" of the "original line data table" to obtain the acceleration data a; taking |a|<0 and V=0 as the division point, dividing the "original line data table" of each vehicle into K short fragments.

[0035] In a specific embodiment, in step 2), the combination number determination method of "short fragment combination" is:

[0036] Sort all "standard short fragments" by length in turn, and calculate the cumulative frequency distribution. Divide the cumulative frequency distribution into n equal parts, find the x point corresponding to the 50% quantile cumulative in each equal interval, and take the time length of the x point as the basis for database selection in the interval, and sum up; according to the summation results of different n values, the expected running time of the specified standard working condition under different n values is represented, and the n value corresponding to the required running time is selected.

[0037] In a specific embodiment, in step 3), calculate the "vehicle speed-traction force" distribution probability X1 of the "short fragment combination to be tested", and perform non-parametric test on the "vehicle speed-traction force" distribution probability X1 of the "short fragment combination to be tested" and the "overall line'vehicle speed-traction force' distribution probability" Xa to obtain the test value P2; select the short fragment combination with the smallest P2 as the optimal short fragment combination under the n value; select the "short fragment combination to be tested" corresponding to the minimum P2 value again to obtain the "optimal working condition".

[0038] In a specific embodiment, in step 4), the specific process of obtaining the transient typical operating condition is as follows: according to the "optimal condition" corresponding to the "vehicle speed-time", "traction force-time", combined with the wheel diameter and the gear ratio, the distribution of the traction motor speed-time and torque-time is obtained, which is used as the "transient typical operating condition"; the "transient typical operating condition" is clustered and analyzed to obtain the "steady-state typical operating condition" according to the "speed-torque-weight" distribution.

[0039] The present application obtains a large amount of typical line traction system operating data, and builds a standard test condition which can represent domestic typical lines, is unified, and can be compared horizontally based on the data; according to actual verification, the test condition is operable; through simulation comparison, the standard test condition is consistent with the energy efficiency value of the operating condition of each typical line traction system; according to the difference of laboratory test conditions, the test condition of the transient change of the motor speed-time and the motor torque-time is developed, and through clustering analysis, the steady-state test point of the "speed-torque-weight proportion" is formed, which can be completely applied to the traction system combined test system of domestic main related inspection institutions.

[0040] The embodiment of the present application also provides a railway locomotive vehicle traction system and component typical operating condition construction system, which comprises a memory and a processor, the memory is connected with the processor, the memory stores a computer program, and the computer program executes the steps of the above-mentioned method when the processor runs. The construction system of the present application corresponds to the above-mentioned construction method, and also has the advantages of the above-mentioned construction method.

[0041] In order to better understand the above technical solutions, the above technical solutions will be described in detail below in combination with Figures 1-2 and specific embodiments, specifically including the following steps:

[0042] 1. Line data acquisition: respectively select the actual running data of several running vehicles on the typical line of the railway locomotive vehicle, form the "original line data table" of the "vehicle speed-time" (V-t) and "traction force-time" (P-t) distribution of each vehicle line in time sequence;

[0043] 2. Short segment division: the partial derivative of the "original line data table" "vehicle speed-time" (V-t) is calculated to obtain the acceleration data a;

[0044] Taking |a|<0 and V=0 as the division point, the "original line data table" of each vehicle is divided into K short segments;

[0045] 3. Elimination of abnormal short segments or data: According to the running characteristics of different vehicle types, the elimination rules of abnormal short segments or data are formulated, such as the maximum speed of short segments exceeding the vehicle limit speed, the short running time, the maximum speed being obviously small, etc. The abnormal short segments or data are eliminated, and finally the "standard short segments" are formed. Of course, the elimination method of abnormal short segments or data can have multiple elimination methods and logics according to different line data;

[0046] 4. Calculation of short segment characteristic value Va: The characteristic parameters of each "standard short segment" are calculated, mainly including: maximum acceleration / Vmax, average speed / Vm, average running speed / Vmr, running time / T, parking time / Ti, idling time / Tc, acceleration time / Ta, deceleration time / Td, average acceleration of acceleration section / am, maximum acceleration of acceleration section / amax, average deceleration of deceleration section / adm, minimum deceleration of deceleration section / amin, parking time ratio / η1, acceleration time ratio / η2, idling time ratio / η3, deceleration time ratio / η4, etc. The specific selection is made according to the actual situation;

[0047] 5. Calculation of each line weighting coefficient: The vehicle density of each line is counted to obtain the weighting coefficient λ of each line;

[0048] 6. Calculation of line characteristic value Ti: All "standard short segments" of the corresponding line are spliced in turn to obtain the "standard line", and the "standard line characteristic value" is calculated according to the method of step 4;

[0049] 7. Calculation of overall line characteristic value Wa: According to the calculation value of each "standard line characteristic value", the overall line characteristic value is obtained in combination with the weighting coefficient λ of each line, and the calculation formula is:

[0050] 8. Method for determining the number of standard working condition short segment combinations: The running time of all "standard short segments" is sorted according to length, and the cumulative frequency distribution is calculated. The cumulative frequency distribution is divided into n equal parts, and the x point corresponding to the 50% quantile cumulative in each interval is found. The time length of the x point is used as the basis for database selection in the interval, and the sum is calculated;

[0051] According to the summation results of different n values (2, 3, 4, …), the expected running time of the specified standard working condition under different n values is represented. The n value corresponding to the acceptable running time is selected, and steps 9-12 are carried out respectively;

[0052] 9. Formation of short fragment combinations to be tested: Based on the different values ​​of the number n of standard short fragment combinations, the "standard short fragments" are divided into n equal parts according to the cumulative frequency distribution to form n "short fragment packages". Using the Cartesian product method, short fragments are extracted from the n "short fragment packages" respectively, and several "short fragment combinations" are formed.

[0053] 10. Eigenvalue Nonparametric Test: Following the method in step 4, calculate the eigenvalue of each "short segment combination" and perform a nonparametric test with the "overall line eigenvalue" from step 7 to obtain the test value P1. The calculation formula is as follows: Select the portion with smaller P1 values ​​as the "short fragment combination to be tested" and proceed to steps 11-12;

[0054] 11. Overall route speed-traction force distribution probability statistics: Calculate the speed-traction force distribution probability of the "standard route" in step 6, and combine it with the weighting coefficient λ of each route in step 5 to obtain the "overall route speed-traction force distribution probability" Xa.

[0055] 12. Statistical analysis of the speed-traction force distribution probability of the candidate short segment combinations: Calculate the speed-traction force distribution probability X1 of the "candidate short segment combinations" obtained in step 10; and perform a nonparametric test with the "overall route speed-traction force distribution probability" Xa from step 11 to obtain the test value P2. The calculation formula is as follows: Select the short segment combination with the smallest P2 as the optimal short segment combination for that value of n.

[0056] 13. Determination of optimal working condition: For different n values, a minimum P2 value is obtained. Among these minimum P2 values, the minimum P2 value is selected again. The "combination of short segments to be tested" corresponding to the minimum P2 value is the "optimal working condition".

[0057] 14. Determination of transient typical operating conditions: Based on the "vehicle speed-time" (Vt) and "traction force-time" (Pt) corresponding to the "optimal operating conditions", and combined with parameters such as wheel diameter and gearbox ratio, the "speed-time" (nt) and "torque-time" (Tt) distribution of the traction motor are calculated, and this is used as the "transient typical operating conditions".

[0058] 15. Fitting of typical steady-state operating conditions: Cluster analysis is performed on the "typical transient operating conditions" to obtain the "typical steady-state operating conditions" distributed according to the "speed-torque-weight".

[0059] This invention addresses the operational characteristics of railway locomotive and rolling stock traction systems by proposing a complete method for constructing typical operating conditions for these systems and components. This method solves problems such as the lack of typical operating conditions for reference in existing railway locomotive and rolling stock traction systems and components, significant discrepancies between efficiency testing methods and actual operating conditions, and the lack of horizontal comparability in energy consumption / efficiency test results. Furthermore, this invention can provide a basis for energy-saving design of railway locomotive and rolling stock traction systems and components, guiding the direction of energy-saving design. It can also serve as an important basis for relevant authorities to evaluate and rate the energy-saving effects of equipment, promoting further energy conservation and emission reduction in the railway industry. Energy efficiency refers to the ratio of energy utilized to the actual energy consumed. Energy consumption is a key indicator reflecting energy consumption levels and energy conservation efforts, primarily referring to the consumption of energy resources.

[0060] As shown in this disclosure and the claims, unless the context clearly indicates otherwise, the words "a," "an," "an," and / or "the" are not specifically singular and may include plural forms. The terms "first," "second," and similar terms used in this disclosure do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Similarly, the terms "comprising" or "including" mean that the element or object preceding the word covers the element or object listed after the word and its equivalents, without excluding other elements or objects. The terms "connected" or "linked" are not limited to physical or mechanical connections but may include electrical connections, whether direct or indirect.

[0061] The above are merely preferred embodiments of the present invention. The scope of protection of the present invention is not limited to the above embodiments. All technical solutions falling within the scope of the present invention's concept are within the scope of protection of the present invention. It should be noted that for those skilled in the art, any improvements and modifications made without departing from the principles of the present invention should be considered within the scope of protection of the present invention.

Claims

1. A method of constructing a typical operating regime of a railway rolling stock traction system and components, characterized by that, The method comprises the steps of: 1) obtaining actual operation data of a plurality of running vehicles operating on a typical line of a railway vehicle to form an original line data table; dividing the original line data table into K standard short segments, splicing the standard short segments to obtain a standard line, and obtaining corresponding standard line characteristic values, and then obtaining overall line characteristic values according to the standard line characteristic values; 2) dividing the standard short segments into n equal parts according to the cumulative frequency distribution to form n short segment packages, and sequentially extracting short segments from the n short segment packages in a Cartesian product manner to form a plurality of short segment combinations; 3) calculating the characteristic values of each short segment combination, and performing non-parametric test on the characteristic values and the overall line characteristic values to obtain test values, and selecting a part with a test value less than a certain value to form a short segment combination to be tested, that is, the best working condition; 4) obtaining a transient typical operating condition according to the best working condition, and then performing cluster analysis to obtain a steady-state typical operating condition; In step 2), the combination number determination method of the short segment combination is: Sort the running time of all standard short segments according to length, and calculate the cumulative frequency distribution, divide the cumulative frequency distribution into n equal parts, find the x point corresponding to the 50% quantile cumulative in each interval, and take the time length of the x point as the basis for database selection in the interval, and then sum up; according to the sum results of different n values, the expected running time of the specified standard working condition under different n values is represented, and the n value corresponding to the required running time is selected; In step 3), the speed-towing force distribution probability X1 of the short segment combination to be tested is calculated, the speed-towing force distribution probability X1 of the short segment combination to be tested is compared with the speed-towing force distribution probability Xa of the overall line through non-parametric test to obtain the test value P2; select the short segment combination with the smallest P2 as the best short segment combination under the n value; select the short segment combination corresponding to the minimum P2 value again to obtain the best working condition; In step 4), the specific process of obtaining the transient typical operating condition is: according to the speed-time and the towing force-time corresponding to the best working condition, the wheel diameter and the gear ratio are converted to obtain the speed-time and the torque-time distribution of the traction motor, which are used as the transient typical operating condition.

2. The method of claim 1, wherein: In step 1), the specific process of forming the original line data table is: respectively selecting actual operation data of a plurality of running vehicles operating on a typical line of a railway vehicle, and forming the original line data table of the line speed-time and the towing force-time distribution of each vehicle in chronological order.

3. The method according to any of claims 1-2, characterized in that, In step 1), the standard line characteristic values include one or more of maximum acceleration Vmax, average speed Vm, average running speed Vmr, running time T, parking time Ti, idling time Tc, acceleration time Ta, deceleration time Td, average acceleration in acceleration section am, maximum acceleration in acceleration section amax, average deceleration in deceleration section adm, minimum deceleration in deceleration section amin, parking time ratio , acceleration time ratio , idling time ratio , and deceleration time ratio .

4. The method of claim 1-2, wherein, In step 1), the abnormal short segments or data in the original line data table are removed to obtain K standard short segments.

5. The method of claim 1, wherein: The specific process for obtaining the vehicle speed-traction force distribution probability Xa of the overall route is as follows: the vehicle speed-traction force distribution probability of the standard route is calculated, and the vehicle speed-traction force distribution probability of the overall route Xa is obtained in combination with the weighting coefficients of the routes .

6. A railway rolling stock traction system and component typical operating condition building system, comprising a memory and a processor, the memory being connected to the processor, and the memory storing a computer program, characterized in that, The computer program, when executed by a processor, performs the steps of the method of any one of claims 1-5.

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