A vehicle traction motor temperature rise control method and device, and a rail transit vehicle

Abstract

The present disclosure provides a vehicle traction motor temperature rise control method and device and a rail transit vehicle to solve the problem of traction motor over-temperature failure after long-time low-speed operation of the train. The vehicle traction motor temperature rise control method comprises: obtaining a low-speed coasting excitation current value based on traction motor temperature rise simulation and the minimum excitation current required to maintain low-speed operation on the entire line; determining whether the vehicle speed is in a low-speed operation interval; if the vehicle speed is in the low-speed operation interval, determining whether the traction gear position is a preset gear position; and if the traction gear position is the preset gear position, setting the excitation current of the traction motor to the low-speed coasting excitation current value.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the field of rail transit vehicles, in particular to a vehicle traction motor temperature rise control method and device and a rail transit vehicle. BACKGROUND

[0002] At present, the subway lines in major cities in China have been completed and put into operation. As a public transportation tool, the safe operation of the whole vehicle and related components under extreme adverse conditions is an important evaluation index for vehicle design. The traction motor is a key equipment for realizing energy conversion of the rail transit vehicle, which determines the most critical power performance of the vehicle. The traction system absorbs energy from the power grid and converts it into three-phase variable voltage and frequency alternating current through the traction inverter to drive the traction motor. The traction motor converts electrical energy into mechanical energy to drive the wheelset through the coupling and gear box, thereby driving the train to run. The traction motor should meet the safe and stable operation of the train under extreme conditions.

[0003] At present, the traction motor of the subway vehicle is selected according to the torque requirement and the full-line round-trip temperature rise simulation of the motor under the most adverse conditions required by the contract. Taking a 4M2T train as an example, the most adverse conditions required by the contract are generally that after losing one motor car, the train runs at unlimited speed in round trip, and the traction motor does not overheat. The motor selected according to this method can meet the operation under the most adverse conditions required by the contract, but in the existing projects that have been put into operation, the user has feedback on many times of pressure track conditions, or in adverse weather, the train needs to maintain low-speed operation. After a long time of low-speed operation, the traction motor reports an over-temperature fault, and in the most serious case, multiple traction motors of the train report an over-temperature fault at the same time, causing the traction inverter to be locked, the train cannot run normally, resulting in passenger evacuation and rescue, and ultimately causing the operation accident of the whole line delay. SUMMARY

[0004] The present disclosure provides a vehicle traction motor temperature rise control method and device and a rail transit vehicle to solve the problem of over-temperature fault of the traction motor after a long time of low-speed operation of the train.

[0005] In a first aspect, the present disclosure provides a vehicle traction motor temperature rise control method, comprising:

[0006] Based on the traction motor temperature rise simulation and the minimum excitation current required for maintaining low-speed operation of the whole line, a low-speed coasting excitation current value is obtained; it is judged whether the vehicle speed is in a low-speed operation interval; if the vehicle speed is in the low-speed operation interval, it is judged whether the traction gear position is a preset gear position; if the traction gear position is the preset gear position, the excitation current of the traction motor is set to the low-speed coasting excitation current value.

[0007] In some embodiments, the low-speed coasting excitation current value is obtained based on the simulation of the temperature rise of the traction motor and the minimum excitation current required for maintaining low-speed operation of the entire line, including: confirming the temperature rise of the motor under different coasting excitation currents through the simulation of the temperature rise of the traction motor, combining the excitation current response from the coasting condition to the traction condition with the minimum excitation current value required for low-speed operation of the entire line, to obtain an initial low-speed coasting excitation current value; and optimizing the initial low-speed coasting excitation current value in combination with the actual situation of the traction motor and the running road condition of the train to obtain the low-speed coasting excitation current value.

[0008] In some embodiments, after obtaining the low-speed coasting excitation current value, including: performing a benchmark test of all stations on the entire line in an automatic driving mode of the vehicle to confirm whether setting the excitation current of the traction motor to the low-speed coasting excitation current value affects the benchmark accuracy at the stop station.

[0009] Making the vehicle run at low speed with the full-field excitation current value and the low-speed coasting excitation current value respectively to obtain full-field excitation current value running temperature data and low-speed coasting excitation current value running temperature data.

[0010] Comparing the full-field excitation current value running temperature data and the low-speed coasting excitation current value running temperature data to obtain the improvement of the low-speed coasting excitation current value on the temperature rise of the motor during low-speed operation.

[0011] In some embodiments, the running data includes at least one of a traction gear, an input current of a single motor car inverter, a vehicle speed, and a real-time temperature curve of the motor.

[0012] In some embodiments, after obtaining the low-speed coasting excitation current value, including: performing a benchmark test of all stations on the entire line in an automatic driving mode of the vehicle to confirm whether setting the excitation current of the traction motor to the low-speed coasting excitation current value affects the benchmark accuracy at the stop station.

[0013] In some embodiments, including: if the traction gear is not the preset gear, continuing to judge whether the vehicle speed is in the low-speed operation range.

[0014] In some embodiments, including: obtaining the low-speed operation range based on the temperature rise feedback of the vehicle and the actual characteristics of the traction motor.

[0015] In the second aspect, the disclosure provides a vehicle traction motor temperature rise control device, including: a low-speed coasting excitation current value acquisition module, configured to obtain a low-speed coasting excitation current value based on the simulation of the temperature rise of the traction motor and the minimum excitation current required for maintaining low-speed operation of the entire line; a low-speed judgment module, configured to judge whether the vehicle speed is in the low-speed operation range; a traction gear judgment module, configured to judge whether the traction gear is the preset gear; and an excitation current setting module, configured to set the excitation current of the traction motor to the low-speed coasting excitation current value.

[0016] In a third aspect, the present disclosure provides a rail transit vehicle, which uses the vehicle traction motor temperature rise control method described above for temperature rise control, or includes the vehicle traction motor temperature rise optimization control device described above.

[0017] In a fourth aspect, the present disclosure provides an electronic device, which includes a memory, a processor, and a computer program stored on the memory, and the processor executes the computer program to implement the steps of the method described in the above aspect.

[0018] In a fifth aspect, the present disclosure provides a computer-readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the steps of the method described in the above aspect.

[0019] The vehicle traction motor temperature rise control method and device and the rail transit vehicle provided by the present disclosure propose an optimization control method of appropriately reducing the motor excitation current in the low-speed coasting working condition by combining the traction gear characteristics when maintaining low-speed operation, based on the principle of heat generation of the traction motor and the heat dissipation characteristics of the motor; thereby avoiding the over-temperature phenomenon of the traction motor during continuous low-speed operation, and improving the availability of the traction system in extreme working conditions. BRIEF DESCRIPTION OF DRAWINGS

[0020] The present disclosure will be described in more detail below based on the embodiments and with reference to the accompanying drawings:

[0021] Figure 1 A flowchart of a vehicle traction motor temperature rise control method provided by an embodiment of the present disclosure.

[0022] Figure 2 A temperature curve diagram when the vehicle speed is 20 km / h and the excitation current is 77 A provided by an embodiment of the present disclosure.

[0023] Figure 3 A temperature curve diagram when the vehicle speed is 20 km / h and the excitation current is 50 A provided by an embodiment of the present disclosure.

[0024] Figure 4 A temperature curve diagram when the vehicle speed is 20 km / h and the excitation current is 35 A provided by an embodiment of the present disclosure.

[0025] Figure 5 A temperature curve diagram when the vehicle speed is 10 km / h and the excitation current is 35 A provided by an embodiment of the present disclosure.

[0026] Figure 6 A temperature curve diagram when the vehicle speed is 15 km / h and the excitation current is 35 A provided by an embodiment of the present disclosure.

[0027] Figure 7A single vehicle data curve diagram when the coasting excitation current 77A is provided for the embodiment of the present disclosure.

[0028] Figure 8 A single vehicle data curve diagram when the coasting excitation current 35A is provided for the embodiment of the present disclosure.

[0029] Figure 9 A pre-optimization traction response curve diagram is provided for the embodiment of the present disclosure.

[0030] Figure 10 A post-optimization traction response curve diagram is provided for the embodiment of the present disclosure.

[0031] Figure 11 A vehicle traction motor temperature rise control structure diagram is provided for the embodiment of the present disclosure. DETAILED DESCRIPTION

[0032] In order to make the person skilled in the art better understand the technical solutions of the present disclosure, and to fully understand and implement the implementation process of the present disclosure how to apply technical means to solve technical problems and achieve corresponding technical effects, the technical solutions in the embodiments of the present disclosure will be described clearly and completely in conjunction with the drawings in the embodiments of the present disclosure. Obviously, the described embodiments are only a part of the embodiments of the present disclosure, not all embodiments. The embodiments of the present disclosure and various features in the embodiments can be combined with each other without conflict, and the technical solutions formed thereby are within the protection scope of the present disclosure. Based on the embodiments in the present disclosure, all other embodiments obtained by those skilled in the art without creative labor should be within the scope of protection of the present disclosure.

[0033] It should be noted that the terms "first", "second" and the like in the specification and claims of the present disclosure and the above-described drawings are used to distinguish similar objects, and do not necessarily have to describe a specific order or sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the present disclosure described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device including a series of steps or units does not have to be limited to those steps or units clearly listed, but can include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0034] It is noted that the steps shown in the flowcharts of the drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowcharts, in some cases the steps shown or described can be executed in an order different from that shown here.

[0035] Regarding the heat generation principle of the traction motor: the traction motor generates copper loss, iron loss, mechanical loss and stray loss during operation, and the heat generated by these losses causes the temperature of the internal components of the motor to rise.

[0036] The stator winding has the maximum heat generation power per unit volume in the motor components, and is located deep inside the motor, with a longer heat dissipation path, which is not conducive to the timely dissipation of heat from the winding. Compared with the motor core and squirrel cage rotor, the heat resistance and thermal conductivity of the stator winding are poor, and the winding is the hottest position in the actual operation of the motor, and the operating state of the winding determines the operating state of the motor. More than 80% of the total loss of the motor comes from the core loss, the copper loss of the stator and the rotor, and the present application mainly considers the influence of iron loss and copper loss.

[0037] (1) Stator core loss

[0038] The alternating magnetic field generates a small eddy current in the silicon steel sheet and the loss generated by the magnetic hysteresis effect of the silicon steel sheet, i.e. the stator core loss. The tooth part and the yoke part of the stator core have different magnetic field densities due to structural characteristics, and the corresponding calculation methods of the core loss are also different. Generally, the iron loss of the tooth part and the yoke part is calculated separately.

[0039] The core tooth part loss is shown in formula (1).

[0040]

[0041] In the formula, p Fet — Stator core tooth iron loss; KFe— Iron loss coefficient; B t — Core tooth magnetic induction intensity; f— Input power frequency; V t — Core tooth volume.

[0042] The core yoke part loss is shown in formula (2).

[0043]

[0044] In the formula, p Fej — Stator core yoke iron loss; KFe— Iron loss coefficient; B j — Core yoke magnetic induction intensity; f— Input power frequency; V j — Core yoke volume.

[0045] The magnetic induction intensity generated after the three-phase current flows through the stator winding is shown in formula (3).

[0046] B = μ * N * I a / l (3)

[0047] where: B - magnetic induction generated by stator; μ - permeability of stator core; I a - three-phase current excitation component; l - effective magnetic circuit of stator core.

[0048] According to formula (1), (2), (3), in the case of the motor structure and electromagnetic scheme is determined, the stator core loss is proportional to the square of the three-phase current excitation component input by external power supply.

[0049] (2) Winding copper loss

[0050] The copper loss of asynchronous motor is the loss generated when three-phase current flows through stator and rotor winding.

[0051] The stator winding copper loss is shown in formula (4).

[0052]

[0053] where: I1 - stator input current; R1 - stator winding resistance.

[0054] The rotor winding copper loss is shown in formula (5).

[0055]

[0056] where: I2 - rotor induced current; R2 - rotor winding resistance.

[0057] According to formula (4), (5), in the case of the motor electromagnetic scheme is determined, the motor winding copper loss is proportional to the square of the three-phase current input by external power supply.

[0058] Traction motor cooling and ventilation principle: the motor cooling method used in the current urban rail transit vehicle is mostly open self-ventilation type. The air inlet is set at the driving end of the motor, and the air outlet is set at the non-driving end of the motor. Cooling air is sucked into the motor interior from the driving end of the motor through the fan installed on the motor shaft and rotating with the motor, and finally discharged from the driving end. There are three main paths in the motor interior through which cooling air can pass: the ventilation hole between the stator core and the motor frame, the rotor axial ventilation hole and the air gap between the stator and rotor, which effectively ensures the heat dissipation of the motor. The motor cooling air path is shown in Figure 2 , and the motor self-ventilation fan is shown in Figure 3 .

[0059] According to the self-ventilation cooling principle, the faster the motor speed is, the faster the fan speed is, the larger the cooling air volume is, and the better the cooling effect is. During normal operation, the motor accelerates from low speed to high speed, and the continuous operation speed is maintained at high speed. The motor continuously operates under good cooling conditions, and does not cause the motor to appear over-temperature situation device protection.

[0060] Based on the heating principle of the traction motor and the cooling ventilation principle of the traction motor, the application provides a vehicle traction motor temperature rise control method and device and a rail transit vehicle, which avoids over-temperature of the traction motor during continuous low-speed operation, and improves the availability of the traction system under extreme working conditions. The specific implementation is described in the following embodiments.

[0061] In an embodiment of the application, Figure 1 A flowchart of a vehicle traction motor temperature rise control method is provided for the embodiments of the present disclosure. As shown in Figure 1 A vehicle traction motor temperature rise control method includes the following steps:

[0062] Step 01: Based on the traction motor temperature rise simulation and the minimum excitation current required for maintaining low-speed operation on the entire line, a low-speed coasting excitation current value is obtained.

[0063] Step 02: Determine whether the vehicle speed is in the low-speed operation interval.

[0064] Step 03: If the vehicle speed is in the low-speed operation interval, determine whether the traction gear position is the preset gear position. Optionally, the preset gear position is 0. If the vehicle speed is determined to be in the low-speed operation interval, it indicates that the vehicle is running at a ground speed.

[0065] Step 04: If the traction gear position is the preset gear position, set the excitation current of the traction motor to the low-speed coasting excitation current value. If the traction gear position is not the preset gear position, continue to determine whether the vehicle speed is in the low-speed operation interval.

[0066] In this embodiment, the low-speed operation interval is obtained based on the temperature rise feedback of the vehicle and the actual characteristics of the traction motor. According to the self-ventilation cooling principle, the faster the motor speed is, the faster the fan speed is, the larger the cooling air volume is, and the better the cooling effect is. During normal operation, the motor accelerates from low speed to high speed, and the continuous operation speed is maintained at high speed. The motor continuously operates under good cooling conditions, and does not cause the motor to appear over-temperature situation device protection; but when the motor operates at low speed, the cooling effect of the fan is reduced due to the self-ventilation structure, and the motor temperature rise is higher at low speed with the same excitation current. Therefore, this embodiment considers the mutual influence between the heat generated by the vehicle during low-speed operation and the fan, as well as the actual characteristics of the traction motor, to obtain the low-speed operation interval. Preferably, the low-speed operation interval is 15 km / h to 25 km / h.

[0067] The vehicle traction motor temperature rise control method provided by the embodiment can significantly reduce the motor temperature rise and effectively solve the motor over-temperature fault during continuous low-speed operation by setting the excitation current of the traction motor to the low-speed coasting excitation current value after determining that the vehicle is running at low speed and the traction level is the preset level.

[0068] In an embodiment of the application, the low-speed coasting excitation current value is obtained based on the traction motor temperature rise simulation and the minimum excitation current required for maintaining low-speed operation of the entire line, and includes: confirming the motor temperature rise under different coasting excitation currents through traction motor temperature rise simulation, obtaining an initial low-speed coasting excitation current value in combination with the excitation current response from the coasting operating condition to the traction operating condition and the minimum excitation current value required for low-speed operation of the entire line; and optimizing the initial low-speed coasting excitation current value in combination with the actual operation of the traction motor and the running road conditions of the train to obtain the low-speed coasting excitation current value.

[0069] Based on the embodiment, reducing the motor excitation current and the input current can reduce the iron loss and copper loss and improve the motor heating condition. Based on the fact that the coasting operating condition accounts for a part of the low-speed operation and the small-level traction operating condition accounts for a part of the low-speed operation, the application proposes an optimization scheme of appropriately reducing the motor excitation current during low-speed coasting.

[0070] Taking the 190kW motor commonly used in the current metro vehicle as the research object, the full-magnetic-flux excitation current is about 77A. According to the simulation calculation, the minimum excitation current required for maintaining the theoretical balance resistance of the train at a speed of 20km / h on a straight track is about 24A. Considering the existence of harmonic current in actual operation and the existence of a certain slope in the actual line, the low-speed coasting excitation current design value is about 35A to prevent the motor from overturning.

[0071] The continuous operation temperature rise after reducing the coasting excitation current is calculated by simulation means, and the simulation results are as follows:

[0072] According to the simulation results of Table 1, the motor temperature rise under different excitation current conditions during 2 hours of continuous operation is obtained. Figures 2 to 6

[0073] Table 1 Motor temperature rise during 2 hours of low-speed operation

[0074]

[0075] According to the simulation results in Table 1, it can be known that the continuous operation temperature rise under low-speed conditions is significantly reduced after reducing the excitation current. At the same time, due to the self-ventilation structure, the motor temperature rise is higher at low speed with the same excitation current, but the data shows that the effect of reducing the excitation current to improve the motor temperature rise is more significant.​

[0076] In an embodiment of the present application, after obtaining the low-speed coasting excitation current value, the method comprises: on an actual line, respectively running the vehicle at a full-field excitation current value and the low-speed coasting excitation current value for a low-speed continuous running to obtain full-field excitation current value running temperature data and low-speed coasting excitation current value running temperature data; comparing the full-field excitation current value running temperature data and the low-speed coasting excitation current value running temperature data to obtain an improvement of the low-speed coasting excitation current value on the temperature rise of the motor continuous low-speed running.

[0077] In this embodiment, the A-type subway vehicle with a speed level of 80 km / h based on 4 cars and 2 trailers is described. Under the AW0 working condition, the vehicle is continuously run at a low speed on an actual line with different coasting excitation currents. The data of one car is selected for analysis. The traction level, single-car inverter input current, vehicle speed, and motor real-time temperature curve are shown in Figure 7 、 Figure 8 .

[0078] Before optimization, the single-car data curve is shown in Figure 7 . The initial temperatures of the four motors of the single car are 52℃, 46℃, 49℃, and 52℃ from motor 1 to motor 4. The traction level alternately switches between 20% and coasting. The train speed is maintained at about 20 km / h. The effective value of the input phase current of the four motors of the single car is about 310A when coasting. The excitation current of the single motor is about 77A when coasting. After 6123s of continuous running, the temperatures of the four motors are 165℃, 168℃, 157℃, and 173℃.

[0079] After optimization, the single-car data curve is shown in Figure 8 . The initial temperatures of the four motors of the single car are 49℃, 46℃, 47℃, and 52℃ from motor 1 to motor 4. The traction level alternately switches between 20% and coasting. The train speed is maintained at about 20 km / h. The effective value of the input phase current of the four motors of the single car is about 142A when coasting. The excitation current of the single motor is about 36A when coasting. After 5637s of continuous running, the temperatures of the four motors are 71℃, 70℃, 71℃, and 74℃.

[0080] For a 200-class insulated motor, the maximum temperature rise of the stator winding is 200K, the highest temperature is about 220℃, and the temperature transmitted to the stator core is 190℃. The surface temperature of the stator core is collected by the internal temperature sensor of the motor. Based on the maximum allowable temperature, a certain protection margin is taken. The motor over-temperature early warning threshold is generally set to 160℃, and the alarm is taken. The power is reduced by half for protection. The motor over-temperature protection threshold is generally set to 170℃, and the alarm is taken. The pulse is blocked for protection. According to Figure 7The motor temperature curve of the motor 4 has reached an over-temperature protection threshold, at which time the single-vehicle traction inverter takes pulse blocking protection.

[0081] Comparison Figure 7 Figure 8 According to the data, after reducing the low-speed coasting excitation current, the motor temperature rise is significantly reduced, and the optimized motor temperature is reduced by about 90 DEG C compared with before optimization. The motor temperature rising trend is basically consistent with the temperature simulation trend of Figure 2 , Figure 3 .

[0082] In an embodiment of the present application, after obtaining the low-speed coasting excitation current value, it comprises: performing a benchmark test of all stations on the whole line in the automatic driving mode of the vehicle to confirm whether the setting of the excitation current of the traction motor to the low-speed coasting excitation current value affects the stop station benchmarking accuracy. If not, it proves that setting the excitation current of the traction motor to the low-speed coasting excitation current value is feasible in the automatic driving mode of the vehicle.

[0083] Based on the embodiment, reducing the coasting excitation current has a certain influence on the response time of the coasting working condition to the traction working condition. The traction force response conditions of the two cases are shown in Figure 9 , 10 .

[0084] According to the data curves of Figure 9 , 10 , after the given 0.1s in the traction level, the given force increases, and the actual force changes with the given force. The actual force curves before and after optimization basically fit the given force curves. Before optimization, the inverter current basically maintains in the initial stage of the increase of the traction force, because in the initial stage of the increase of the traction force, small excitation current can meet the output of small level traction force. With the increase of the level, the excitation current and torque current need to be increased synchronously. Before optimization, the coasting excitation current is large, and the inverter input current increases small with the increase of the level. After optimization, the coasting excitation current is small, and the inverter output current increases large with the increase of the level. Because the inverter current responds quickly, there is basically no influence on the traction force output from the coasting working condition to the traction working condition after optimization.

[0085] To further verify the feasibility of the optimization scheme, the benchmarking conditions of the vehicle in the automatic driving ATO mode on the whole line before and after optimization are compared, and the test results are shown in Table 2.

[0086] Table 2 ATO running benchmarking test

[0087]

[0088]

[0089] According to the benchmarking results, there is no obvious rule before and after the optimization, and under the same signal control strategy, the error of the benchmarking can meet the requirement of the error of the benchmarking of 50cm, and the low-speed idling excitation current value in the low-speed stage can meet the operation requirement of the normal working condition of the vehicle.

[0090] The embodiment provides a vehicle traction motor temperature rise control device 100, which comprises a low-speed idling excitation current value acquisition module 10, a low-speed judgment module 20, a traction gear position judgment module 30 and an excitation current setting module 40. Wherein,

[0091] The low-speed idling excitation current value acquisition module 10 is used for obtaining the low-speed idling excitation current value based on the minimum excitation current required for maintaining the full-line low-speed operation and the traction motor temperature rise simulation.

[0092] The low-speed judgment module 20 is used for judging whether the vehicle speed is in the low-speed operation interval.

[0093] The traction gear position judgment module 30 is used for judging whether the traction gear position is the preset gear position.

[0094] The excitation current setting module 40 is used for setting the excitation current of the traction motor as the low-speed idling excitation current value.

[0095] Further, the low-speed idling excitation current value acquisition module 10 confirms the motor temperature rise under different idling excitation currents through the traction motor temperature rise simulation, obtains the initial low-speed idling excitation current value in combination with the excitation current response situation of the idling working condition to the traction working condition and the minimum excitation current value required for the full-line low-speed operation, and optimizes the initial low-speed idling excitation current value in combination with the traction motor situation in the actual operation and the running road condition of the train, so as to obtain the low-speed idling excitation current value.

[0096] The embodiment provides a rail transit vehicle which uses the vehicle traction motor temperature rise control method or comprises the vehicle traction motor temperature rise optimization control device.

[0097] On the basis of the above embodiment, the embodiment provides an electronic device, which comprises a memory, a processor and a computer program stored in the memory, and the processor executes the computer program to realize the steps of the method in the above embodiment.

[0098] In some embodiments of the embodiment, a computer readable storage medium is provided, and a computer program is stored on the computer readable storage medium, and the computer program is executed by a processor to realize the steps of the method in the above embodiment.

[0099] In some embodiments of the present embodiment, a computer program product is provided, including computer programs / instructions, which, when executed by a processor, implement the steps of the method described in the above embodiments.

[0100] The processor can include, but is not limited to, for example, one or more processors or microprocessors, etc. Each processor can be an Application Specific Integrated Circuit (ASIC), a Digital Signal Processor (DSP), a Digital Signal Processing Device (DSPD), a Programmable Logic Device (PLD), a Field Programmable Gate Array (FPGA), a controller, a microcontroller, a microprocessor, or other electronic elements for executing the methods in the above embodiments

[0101] The computer readable storage medium can be implemented by any type of volatile or non-volatile storage devices or a combination thereof, and can include, but is not limited to, for example, a Random Access Memory (RAM), a Read Only Memory (ROM), a flash memory, an EPROM memory, an EEPROM memory, a register, a computer storage medium (such as a hard disk, a floppy disk, a solid state disk, a removable disk, a CD-ROM, a DVD-ROM, a Blu-ray disc, etc.).

[0102] The computer readable storage medium can also store at least one computer executable program / instruction, such as computer readable instructions. The computer readable storage medium includes, but is not limited to, for example, volatile memory and / or non-volatile memory. The volatile memory can include, for example, a Random Access Memory (RAM) and / or a cache, etc. The computer readable storage medium can include, for example, a Read Only Memory (ROM), a hard disk, a flash memory, etc. For example, the non-transitory computer readable storage medium can be connected to a computing device such as a computer, and then, in the case where the computing device runs the computer readable instructions stored on the computer readable storage medium, the various methods as described above can be performed.

[0103] In addition, the electronic device can also include, but is not limited to, a data bus, an input / output (I / O) bus, a display, and an input / output device (such as a keyboard, a mouse, a speaker, etc.), etc.

[0104] The processor can communicate with external devices via a wired or wireless network through the I / O bus.

[0105] In one embodiment, the at least one computer-executable instruction can also be compiled or composed into a software product / computer program product, wherein the one or more computer-executable instructions perform the steps of the various functions and / or methods described in the embodiments of the present technology when executed by a processor.

[0106] In the embodiments provided in the present disclosure, it should be understood that the disclosed apparatus and method can also be implemented in other manners. The described embodiments of the apparatus are merely exemplary. For example, the flowcharts and block diagrams in the accompanying drawings show the possible implementation architectures, functions and operation of the apparatus, method and computer program product according to the embodiments of the present disclosure. In this regard, each block in the flowcharts and block diagrams can represent a module, a segment or a portion of code which comprises one or more executable instructions for implementing the specified logic function. It should also be noted that in some alternative implementations, the functions shown in the blocks can occur in a different order than that which is described. For example, two blocks shown in succession can in fact be executed substantially concurrently or in the reverse order, depending on the functionality involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented by dedicated hardware-based systems which perform the specified functions or acts, or can be implemented by a combination of dedicated hardware-based systems and computer instructions.

[0107] It should be noted that, in the present disclosure, the terms "comprising", "containing", or any other variant thereof are intended to cover non-exclusive inclusion, such that processes, methods, articles or devices that comprise a list of elements not only include those elements, but also include other elements not expressly listed, or also include elements inherent in such processes, methods, articles or devices. Without more limitations, the element limited by the statement "comprising a" does not exclude the presence of additional identical elements in the process, method, article or device comprising the element.

[0108] Although the embodiments disclosed in the present disclosure are as described above, the above description is merely intended to facilitate understanding of the present disclosure and is not intended to limit the present disclosure. Any person skilled in the art, without departing from the spirit and scope of the present disclosure, can make any modification and change in the implementation form and details, but the patent protection scope of the present disclosure shall be subject to the scope defined by the appended claims.

Claims

1. A method for controlling the temperature rise of a vehicle traction motor, characterized in that, include: Based on the temperature rise simulation of the traction motor and the minimum excitation current required to maintain low-speed operation of the entire line, the low-speed coasting excitation current value is obtained. Determine if the vehicle speed is in the low-speed operating range; If the vehicle speed is in the low-speed operating range, determine whether the traction level is the preset level; If the traction level is the preset level, set the excitation current of the traction motor to the low-speed coasting excitation current value.

2. The method according to claim 1, characterized in that, The low-speed coasting excitation current value is obtained based on traction motor temperature rise simulation and the minimum excitation current required to maintain low-speed operation of the entire line, including: The temperature rise of the traction motor was confirmed by traction motor temperature rise simulation under different coasting excitation currents. Combined with the excitation current response when switching from coasting to traction mode and the minimum excitation current value required for low-speed operation of the entire line, the initial low-speed coasting excitation current value was obtained. Based on the actual operation of the traction motor and the train's running conditions, the initial low-speed coasting excitation current value is optimized to obtain the final low-speed coasting excitation current value.

3. The method according to claim 1, characterized in that, After obtaining the low-speed coasting excitation current value, the process includes: on the actual line, making the vehicle run continuously at low speed with the full magnetic flux excitation current value and the low-speed coasting excitation current value respectively, so as to obtain the operating temperature data of the full magnetic flux excitation current value and the operating temperature data of the low-speed coasting excitation current value. By comparing the operating temperature data of the full-flux excitation current value and the operating temperature data of the low-speed coasting excitation current value, the improvement effect of the low-speed coasting excitation current value on the temperature rise of the motor during continuous low-speed operation can be obtained.

4. The method according to claim 3, characterized in that, After obtaining the low-speed coasting excitation current value, the process includes: conducting a benchmark test at all stations along the entire route in the vehicle's autonomous driving mode to confirm whether setting the excitation current of the traction motor to the low-speed coasting excitation current value affects the accuracy of the station benchmark.

5. The method according to claim 1, characterized in that, include: If the traction level is not the preset level, then continue to determine whether the vehicle speed is in the low-speed operating range.

6. The method according to claim 1, characterized in that, include: The low-speed operating range is determined based on the vehicle's temperature rise feedback and the actual characteristics of the traction motor.

7. A vehicle traction motor temperature rise control device, characterized in that, include: The low-speed coasting excitation current value acquisition module is used to obtain the low-speed coasting excitation current value based on the traction motor temperature rise simulation and the minimum excitation current required to maintain low-speed operation of the entire line. The low-speed detection module is used to determine whether the vehicle speed is in the low-speed operating range; The traction level determination module is used to determine whether the traction level is a preset level. The excitation current setting module is used to set the excitation current of the traction motor to the low-speed coasting excitation current value.

8. A rail transit vehicle, characterized in that, Temperature rise control is performed using the vehicle traction motor temperature rise control method according to any one of claims 1-6, or includes the vehicle traction motor temperature rise optimization control device according to claim 7.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory, characterized in that, The processor executes the computer program to implement the steps of the method according to any one of claims 1 to 6.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the computer program implements the steps of the method according to any one of claims 1 to 6.

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