Rail transit train inertia simulation method and system

Abstract

The invention relates to a rail transit train inertia simulation method and system. A structural mode that a motor drives rail wheels and the rail wheels drive wheels of a test vehicle is adopted. When the wheels of the test vehicle rotate, based on the fact that the vehicle mass is equivalent to the rotational inertia of the wheels as a control target value, the angular deceleration of the wheels is calculated through the actually measured torque of each group of wheels of the test vehicle, the speed ratio of the wheels of the test vehicle to the rail wheels of the test equipment, the output torque of a motor and the total friction torque, and an inertia simulation test is executed; in the experiment process, the output of a motor is controlled through an electric inertia control technology, so that the wheel angle deceleration is kept consistent with a control target value; therefore, inertia simulation is carried out by calculating the wheel angle deceleration of the wheel.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit experiments, and in particular to a rail transit train inertia simulation method and system. Background Art

[0002] During the design phase, rail transit vehicles need to undergo braking tests. If the test site conditions are limited, it is not possible to provide a long track for the rail transit vehicle to undergo braking tests. Therefore, in the prior art, a test device is provided to simulate the braking process of the rail transit vehicle.

[0003] The existing simulation methods generally use pure mechanical inertia simulation, which has poor accuracy in inertia simulation. Summary of the invention

[0004] In view of this, an object of the present invention is to provide a rail transit train inertia simulation method and system to solve the problem of poor accuracy of inertia simulation in the prior art.

[0005] In order to achieve the above object, the present invention adopts the following technical solutions:

[0006] A rail transit train inertia simulation method of the present invention comprises:

[0007] Obtain the moment of inertia of the test vehicle's translational part equivalent to the wheels, the measured torque of each set of wheels of the test vehicle, the speed ratio of the test vehicle's wheels to the rail wheels of the test equipment, the output torque of the motor, and the total friction torque, wherein the test vehicle includes multiple sets of wheels, the test equipment includes multiple sets of rail wheels, the rail wheels are used to drive the wheels, the rail wheels are driven by motors, a torque sensor is provided between the output shaft of the motor and the rail wheels, the output torque of the motor is measured by the torque sensor, and the total friction torque is the friction torque of the shaft system and wheel system from all torque sensors to the wheels equivalent to the vehicle;

[0008] Calculate the wheel angular deceleration based on the moment of inertia of the test vehicle's translational part equivalent to the wheel, the measured torque of each set of wheels of the test vehicle, the speed ratio of the wheels of the test vehicle to the track wheels of the test equipment, the output torque of the motor, and the total friction torque;

[0009] An inertia simulation test is performed based on the wheel angular deceleration.

[0010] In one embodiment of the present application, obtaining the rotational inertia of the test vehicle's translational part equivalent to the wheel includes:

[0011] Obtain the mass m of the test vehicle and the diameter r of the wheel of the test vehicle;

[0012] Based on the mass m of the test vehicle and the diameter r of the wheels of the test vehicle, the moment of inertia J of the test vehicle's translational part equivalent to the wheels is calculated. T , where the translational part of the test vehicle is equivalent to the rotational inertia of the wheel J T =m×r 2 .

[0013] In one embodiment of the present application, obtaining the speed ratio of the wheel of the test vehicle and the track wheel of the test equipment includes:

[0014] Obtaining a diameter r of a wheel of a test vehicle and a diameter R of a rail wheel, wherein the diameter R of the rail wheel is greater than the diameter r of the wheel of the test vehicle;

[0015] The speed ratio i between the wheel of the test vehicle and the rail wheel of the test equipment is calculated based on the diameter r of the wheel of the test vehicle and the diameter R of the rail wheel, wherein i=r / R.

[0016] In one embodiment of the present application, the mathematical expression of the wheel angular deceleration α is:

[0017] α=[(T me1 +...+T men )×iT f ”] / (J T -J m ”)

[0018] Where, T me1 is the measured torque of the first set of wheels, T men is the measured torque of the nth set of wheels, i is the speed ratio between the wheels of the test vehicle and the track wheels of the test equipment, T f ” is the total friction torque, J T To test the moment of inertia of the vehicle's translational part equivalent to the wheels, J m ” is the mechanical inertia after the torque sensor equivalent to the inertia of the wheel.

[0019] In one embodiment of the present application, obtaining the total friction torque includes:

[0020] The test vehicle is mounted on the rail wheel, and the motor in the test equipment is started so that the rail wheel drives the wheels of the test vehicle;

[0021] Take the value T of the torque sensor at n points in time when the speed is stable me1 ', ..., T men ';

[0022] The torque sensor value T based on n points in time when the speed is stable me1 ', ..., T men 'Calculate the total friction torque T f", the total friction torque T f The mathematical expression of " is:

[0023] T f ”=(T me1 '+...+T men ')×i

[0024] Wherein, i is the speed ratio between the wheels of the test vehicle and the rail wheels of the test equipment.

[0025] In one embodiment of the present application, performing an inertia simulation test based on the wheel angular deceleration includes:

[0026] Acquire a total braking torque collected by a torque sensor, wherein the total braking torque is the sum of the braking torques collected by all torque sensors;

[0027] Calculate the current wheel angular deceleration α1 based on the total braking torque and the rotational inertia of the test vehicle's translational part equivalent to the wheel;

[0028] Calculating an initial driving current value based on the current wheel angular deceleration α1 and the total braking torque;

[0029] Determine whether there is a deviation between the current wheel angular deceleration α1 and the wheel angular deceleration α, if not, use the initial driving current value as the driving current value, if so, compensate the initial driving current value based on the deviation between the current wheel angular deceleration α1 and the wheel angular deceleration α to obtain a driving current value;

[0030] The motor is driven based on the drive value.

[0031] In one embodiment of the present application, the mathematical expression of the wheel angular deceleration α1 is:

[0032] α1=T B / J T

[0033] Where, T B is the total braking torque.

[0034] In one embodiment of the present application, before performing the inertia simulation test based on the wheel angular deceleration, the method further includes:

[0035] Calculate the motor speed n at the target vehicle speed, n = 2.65V / r×i', where V is the target vehicle speed and i' is the speed ratio of the gearbox;

[0036] Calculate the torque T that the motor can output at speed n, T = 9550P / n, where P is the power of the motor;

[0037] Based on the torque T, the maximum inertia J that the motor can simulate when the gearbox is in low gear and high gear is calculated. e =T×i'×r / R×r / a, where a is the set deceleration, R is the track wheel diameter, and r is the wheel diameter;

[0038] Based on the maximum inertia J that the motor can simulate e and the mechanical inertia of the wheels, to determine whether the motor meets the maximum inertia simulation requirements and the minimum inertia simulation requirements. If so, the motor's capabilities are verified and an inertia simulation test is performed based on the wheel angular deceleration.

[0039] In one embodiment of the present application, before performing the inertia simulation test based on the wheel angular deceleration, the method further includes:

[0040] Obtain the torque value of the wheel axle at maximum braking force, the peak torque of the motor and the range of the torque sensor;

[0041] The torque value of the wheel axle at maximum braking force is compared with the range of the torque sensor, and the peak torque of the motor is compared with the range of the torque sensor. When the torque value of the wheel axle at maximum braking force and the peak torque of the motor are not greater than the range of the torque sensor, the range of the torque sensor is verified and an inertia simulation test is performed based on the wheel angular deceleration.

[0042] The present application also provides a rail transit train inertia simulation system, comprising:

[0043] an acquisition module, used for acquiring the moment of inertia of the test vehicle's translational part equivalent to the wheel, the measured torque of each set of wheels of the test vehicle, the speed ratio of the test vehicle's wheels to the rail wheels of the test equipment, the output torque of the motor, and the total friction torque, wherein the test vehicle comprises a plurality of sets of wheels, the test equipment comprises a plurality of sets of rail wheels, the rail wheels are used to drive the wheels, the rail wheels are driven by a motor, a torque sensor is provided between the output shaft of the motor and the rail wheels, the output torque of the motor is measured by the torque sensor, and the total friction torque is the friction torque of the shaft system and wheel system from all torque sensors to the wheels equivalent to the vehicle;

[0044] a calculation module, configured to calculate the wheel angular deceleration based on the moment of inertia of the test vehicle's translational part equivalent to the wheel, the measured torque of each set of wheels of the test vehicle, the speed ratio of the wheels of the test vehicle to the track wheels of the test equipment, the output torque of the motor, and the total friction torque;

[0045] A simulation module is used to perform an inertia simulation test based on the wheel angular deceleration.

[0046] The present application also provides an electronic device, the electronic device comprising:

[0047] one or more processors;

[0048] The storage device is used to store one or more programs. When the one or more programs are executed by the one or more processors, the electronic device implements the above-mentioned rail transit train inertia simulation method.

[0049] The present application also provides a computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor of a computer, the computer is enabled to execute the above-mentioned method for simulating inertia of a rail transit train.

[0050] The beneficial effects of the present invention are as follows: a method and system for simulating inertia of a rail transit train of the present invention obtains the rotational inertia of the test vehicle's translational part equivalent to the wheels, the measured torque of each set of wheels of the test vehicle, the speed ratio of the test vehicle's wheels to the rail wheels of the test equipment, the output torque of the motor, and the total friction torque; then calculates the wheel angular deceleration of the wheels based on the rotational inertia of the test vehicle's translational part equivalent to the wheels, the measured torque of each set of wheels of the test vehicle, the speed ratio of the test vehicle's wheels to the rail wheels of the test equipment, the output torque of the motor, and the total friction torque; finally, performs an inertia simulation test based on the wheel angular deceleration. The present application performs inertia simulation by calculating the wheel angular deceleration of the wheels, which has higher simulation accuracy than the existing pure mechanical inertia simulation. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] The present invention will be further described below in conjunction with the accompanying drawings and embodiments:

[0052] Figure 1 This is a diagram of an application scenario of a rail transit train inertia simulation method in one embodiment of the present invention;

[0053] Figure 2 This is a flow chart of a rail transit train inertia simulation method in one embodiment of the present invention;

[0054] Figure 3 A schematic diagram of a simulation result waveform in an embodiment of the present application;

[0055] Figure 4 The figure is a structural diagram of a rail transit train inertia simulation system in one embodiment of the present invention. DETAILED DESCRIPTION

[0056] The following describes the embodiments of the present invention by specific examples, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that the following embodiments and features in the embodiments can be combined with each other without conflict.

[0057] It should be noted that the illustrations provided in the following embodiments are only schematic illustrations of the basic concept of the present invention, and thus the drawings only show the layers related to the present invention rather than being drawn according to the number, shape and size of the layers in actual implementation. In actual implementation, the type, quantity and proportion of each layer may be changed arbitrarily, and the layer layout may also be more complicated.

[0058] In the following description, numerous details are discussed to provide a more thorough explanation of embodiments of the present invention; however, it is apparent to one skilled in the art that embodiments of the present invention may be practiced without these specific details.

[0059] Figure 1 This is an application scenario of a rail transit train inertia simulation method shown in an embodiment of the present application, such as Figure 1 As shown, in the present application, the test vehicle is fixed above the test equipment, the test vehicle includes multiple sets of wheels 110, and the test equipment includes multiple sets of track wheels 120. One set of track wheels 120 corresponds to one set of wheels 110, and the track wheels 120 are in contact with the corresponding wheels 110 to drive the wheels 110 to rotate.

[0060] Each set of track wheels 120 is provided with a motor 130, and the motor 130 is used to drive the track wheels 120. The present application sets a control device 140 to control the motor 130, and controls the speed of the motor 130 by controlling the current, thereby simulating the braking process of the test vehicle. Among them, a torque sensor 150 is provided on the connecting shaft between the motor 130 and the track wheel 120, and the torque sensor 150 is used to collect the output torque of the motor 130.

[0061] Before starting to explain this application, the parameters required are explained as follows:

[0062] m-mass of the test vehicle;

[0063] r - wheel diameter of the test vehicle;

[0064] R-diameter of the track wheel;

[0065] V-initial test velocity;

[0066] J- target inertia that needs to be simulated in the test;

[0067] J T - The moment of inertia of the wheels equivalent to the translational part of the vehicle;

[0068] J R - The moment of inertia of the rotating parts of the vehicle (including wheels) equivalent to the wheels;

[0069] J e - The simulated inertia of the motor;

[0070] J m -The mechanical inertia of the test bench equivalent to the wheel;

[0071] J m '-The mechanical inertia before the torque sensor is equivalent to the inertia of the wheel;

[0072] J m ”-The mechanical inertia after the torque sensor is equivalent to the inertia of the wheel (excluding the wheel);

[0073] T B - Braking torque is;

[0074] T f ”-The total friction torque from the shaft system and wheel system (including the wheel and wheel transmission system) from the torque sensor to the wheel is equivalent to the wheel end;

[0075] T me -Torque sensor measures torque;

[0076] α-wheel angular deceleration;

[0077] i-speed ratio between the wheel and the rail wheel, i=r / R, and i<1.

[0078] Figure 2 is a flow chart of a rail transit train inertia simulation method shown in an embodiment of the present application, such as Figure 2 As shown: including the steps:

[0079] S210, obtaining the moment of inertia J of the wheels equivalent to the translational part of the test vehicle T , the measured torque T of each set of wheels of the test vehicle me1... T men , the speed ratio i between the wheels of the test vehicle and the track wheels of the test equipment, the output torque of the motor, and the total friction torque T f ”;

[0080] Among them, the translational part of the test vehicle is equivalent to the rotational inertia of the wheel J T Obtained through the following methods:

[0081] S2101, obtaining the mass m of the test vehicle and the diameter r of the wheel of the test vehicle;

[0082] S2102, calculating the moment of inertia J of the test vehicle's translational part equivalent to the wheel based on the mass m of the test vehicle and the diameter r of the test vehicle's wheel T , where the translational part of the test vehicle is equivalent to the rotational inertia of the wheel J T =m×r 2 .

[0083] In this application, the moment of inertia J of the test vehicle's translational part equivalent to the wheel is calculated based on the test vehicle's mass m and the wheel's diameter r. T .

[0084] The speed ratio i between the wheels of the test vehicle and the rail wheels of the test equipment is obtained as follows:

[0085] S2111, obtaining a diameter r of a wheel of a test vehicle and a diameter R of a rail wheel, wherein the diameter R of the rail wheel is greater than the diameter r of the wheel of the test vehicle;

[0086] S2112, calculating the speed ratio i between the wheel of the test vehicle and the rail wheel of the test equipment based on the diameter r of the wheel of the test vehicle and the diameter R of the rail wheel, wherein i=r / R.

[0087] In the present application, the speed ratio i between the wheel of the test vehicle and the track wheel of the test equipment is the ratio of their diameters.

[0088] S220, calculating the wheel angular deceleration based on the rotational inertia of the test vehicle's translational part equivalent to the wheel, the measured torque of each set of wheels of the test vehicle, the speed ratio of the wheels of the test vehicle to the track wheels of the test equipment, the output torque of the motor, and the total friction torque;

[0089] The mathematical expression of the wheel angular deceleration α is:

[0090] α=[(T me1 +...+T men )×iT f ”] / (J T -J m ”)

[0091] Where, T me1 is the measured torque of the first set of wheels, T men is the measured torque of the nth set of wheels, i is the speed ratio between the wheels of the test vehicle and the track wheels of the test equipment, T f ” is the total friction torque, J T To test the moment of inertia of the vehicle's translational part equivalent to the wheels, Jm ” is the output torque of the motor.

[0092] In the present application, specifically, the process of calculating the wheel angular deceleration based on the rotational inertia of the test vehicle translation part equivalent to the wheel, the measured torque of each set of wheels of the test vehicle, the speed ratio of the wheels of the test vehicle to the track wheels of the test equipment, the output torque of the motor and the total friction torque includes:

[0093] First analyze the situation of the first set of wheels (first axle):

[0094] According to the rotation form of Newton's second law, for the first axle wheel, the following formula is valid:

[0095] T B1 +T f1 ”-T me1 ×i=(J m1 ”+J R1 )×α (1)

[0096] Among them, T B1 is the braking torque acting on the wheels of the first axle, T f1 " is the friction torque equivalent to the wheel end from the first shaft torque sensor to the wheel in the shaft system and wheel system (including the wheel and wheel transmission system), T me1 is the measured value of the first axis torque sensor.

[0097] The target inertia of the first axis to be simulated is J1, J T1 is the moment of inertia of the vehicle's translational part equivalent to the wheels on the first axis, J R1 The moment of inertia of the first axle rotating part of the vehicle (including the wheels) equivalent to the wheels is:

[0098] J1=T B1 / α=J T1 +J R1 (2)

[0099] Dividing both ends of formula (1) by α, we can obtain:

[0100] T B1 / α+T f1 ” / α-T me1 ×i / α=J m1 ”+J R1 (3)

[0101] Substituting formula (2) into formula (3), we get:

[0102] J T1 -J m1 ”=(T me1 ×iT f1”) / α (4)

[0103] For the nth axis, the following formula holds:

[0104] J Tn -J mn ”=(T men ×iT fn ”) / α (5)

[0105] Sum the equations from the first axis to the nth axis to get the equation for the entire vehicle, which is:

[0106] (J Tn -J mn ”)+...+(J Tn -J mn ”)=(T me1 ×iT f1 ”) / α+...+(T men ×iT fn ”) / α (6)

[0107] Among them, the friction torque, equivalent mechanical inertia and target inertia of multiple axles are summed to obtain the following formula:

[0108] J T＝ J T1 +...+J Tn (7)

[0109] J m ”=J m1 ”+...+J mn ” (8)

[0110] T f =T f1 ”+...+T fn ” (9)

[0111] Substituting formula (7), (8), (9) into formula (6), we can obtain the mathematical expression of wheel angular deceleration α:

[0112] α=[(T me1 +...+T men )×iT f ”] / (J T -J m ”) (10)

[0113] When performing inertia simulation, the braking deceleration is calculated according to formula (10).

[0114] In this application, due to the total friction torque T fThe calculation of " is very complicated, and it changes with the bearing lubrication conditions, grease temperature, contact conditions between the track wheel and the wheel, and the speed. It is also impossible to accurately measure its value. Since its value is much smaller than the braking torque, it can be ignored. That is, T f ”=0, then formula (10) becomes the following formula:

[0115] α=[(T me1 +...+T men )×i] / (J T -J m ”) (11)

[0116] In this application, T can also be roughly measured by the following method: f ", including:

[0117] (1) Install the test vehicle on the track wheel and start the motor in the test equipment so that the track wheel drives the wheels of the test vehicle;

[0118] (2) Take the torque sensor value T at n points in time when the speed is stable me1 ', ..., T men ';

[0119] (3) The torque sensor value T based on n points in time when the rotation speed is stable me1 ', ..., T men 'Calculate the total friction torque T f ", the total friction torque T f The mathematical expression of " is:

[0120] T f ”=(T me1 '+...+T men ')×i (12)

[0121] Wherein, i is the speed ratio between the wheels of the test vehicle and the rail wheels of the test equipment.

[0122] Substituting formula (12) into formula (10), we can obtain the following two calculation formulas:

[0123] α=[(T me1 +...+T men )×i-(T me1 '+...+T men ')×i] / (J T -J m ”) (13)

[0124] α=[(T me1 -T me1 ')+...+(Tmen -T men ')]×i / (J T -J m ” ) (14)

[0125] According to formula (13) and formula (14), the present application can fit the friction torque curve using the data of n speed points, and deduct the friction torque according to the real-time speed during calculation, so as to obtain a more accurate wheel angular deceleration α.

[0126] S230, performing an inertia simulation test based on the wheel angular deceleration;

[0127] In this application, the most basic formula for inertia simulation during braking is as follows:

[0128] T B =J×α

[0129] J is a theoretical calculated value obtained based on vehicle parameters. It is a known condition and is input into the measurement and control software as a test parameter during the test. B It is directly measured by the torque sensor on the test bench, so J and T B When all of these are known, the theoretical α value can be obtained. The actual purpose of the test bench simulation of the vehicle braking process is to control the α value to be as consistent as possible with the theoretical calculated value.

[0130] Before the simulation is officially carried out, this application needs to verify the motor capacity and confirm the torque sensor range, including:

[0131] (1) Motor capacity verification:

[0132] In this embodiment, based on the mass and wheel diameter of the test vehicle, the inertia range of the single axle to be simulated is calculated to be: 1625~4860kg.m 2

[0133] By querying relevant protocols and standard documents, we can get:

[0134] Maximum mechanical inertia of the test bench per axis: 3973kg.m 2

[0135] Minimum mechanical inertia of single axis of test bench: 1320kg.m 2

[0136] Calculate the motor speed n corresponding to a vehicle speed of 100 km / h according to the following formula:

[0137] n=2.65V / r×i'

[0138] 2.65*100*2 / 1.25*3.2=1356.8rpm

[0139] 2.65*100*2 / 1.25*1.7=720.8rpm

[0140] Motor speed range: 720.8rpm-1356.8rpm;

[0141] Then calculate the torque range T that the motor can output under this speed range, the calculation formula is T = 9550P / n;

[0142] 550*9550 / 1356.8=3871Nm

[0143] 550*9550 / 720.8=7287Nm

[0144] The torque range is between 3871Nm-7287Nm;

[0145] Then calculate the maximum inertia that the motor can simulate when the gearbox is in low gear and the maximum inertia that the motor can simulate when the gearbox is in high gear (assuming the maximum braking deceleration is 2m / S 2 ), the calculation formula is: J e =T×i'×r / R×r / a, where a is the braking deceleration;

[0146] 3871*3.2*900 / 1250*0.45 / 2=2006kg.m 2

[0147] 3871*3.2*850 / 1250*0.425 / 2=1790kg.m 2

[0148] 287*1.7*900 / 1250*0.45 / 2=2006kg.m 2 or

[0149] 7287*1.7*850 / 1250*0.425 / 2=1790kg.m 2

[0150] As mentioned above, when the gearbox is in low gear, the mechanical inertia of the test bench is: 3973kg.m 2

[0151] Because 3973kg.m 2 +1790kg.m 2 >4860kg.m 2 , so this motor meets the maximum inertia simulation requirements;

[0152] Because 3973kg.m2 -2006kg.m 2 >1625kg.m 2 , so at low speed, this motor cannot meet the minimum inertia simulation requirements.

[0153] As mentioned above, when the gearbox is in high gear, the single-axis mechanical inertia of the test bench is: 1320kg.m 2

[0154] Because 1320kg.m 2 +1790kg.m 2 >1625kg.m 2 , so this motor meets the minimum inertia simulation requirements;

[0155] Because 1320kg.m 2 +2006kg.m 2 <4860kg.m 2 , so at high gear, this motor cannot meet the maximum inertia simulation requirements.

[0156] In summary, through the coordination of two gears in the gearbox, this motor can meet the inertia simulation parameters specified in the technical agreement.

[0157] (2) Confirmation of torque sensor range:

[0158] (2-1) Verify the torque sensor value at maximum braking torque

[0159] Since the maximum braking force of the single axle of the tested vehicle is 21kN, according to the track wheel diameter of 1250mm, the torque value of the torque sensor at the maximum braking force can be obtained as: 21000×1.25 / 2=13125Nm<25000Nm. Therefore, the torque sensor will not be damaged due to excessive braking torque.

[0160] (2-2) Verify the torque sensor value at the motor peak torque

[0161] It is known that the rated torque of the motor is 8750Nm. When the transmission ratio is 3.2, the torque that the motor can apply to the torque sensor is: 8750×3.2=28000>25000Nm (torque sensor range), so the torque sensor will be over-range, but the torque sensor has twice the mechanical overload capacity, so it will not damage the torque sensor. However, this is only calculated based on the rated torque of the motor. If it is calculated based on the instantaneous peak torque of the motor, it is likely to damage the torque sensor. Therefore, it is very important for this application to limit the peak torque of the motor so that it does not damage the torque sensor. The peak torque is: 25000Nm×2 / 3.2=15625Nm. This application can set the peak torque through the frequency converter.

[0162] The specific process of braking simulation includes:

[0163] S231, obtaining the total braking torque T collected by the torque sensor B , where the total braking torque T B It is the sum of the braking torques collected by all torque sensors;

[0164] S232, calculating the current wheel angular deceleration α1 based on the total braking torque and the rotational inertia of the test vehicle's translational part equivalent to the wheel; wherein the mathematical expression of the wheel angular deceleration α1 is:

[0165] α1=T B / J T

[0166] S233, based on the current wheel angular deceleration α1 and the total braking torque, the initial driving current value I1 is calculated; at this time, the initial driving current value I1 is directly input into the current regulation inner loop via the feedforward channel, so that the motor armature current is instantly changed to I1, and the motor outputs the electromagnetic torque M E1 , so that the main shaft produces a wheel angular deceleration α1. The dynamic response speed of the above process is very fast, and it can be considered that α1 tracks the change of α in real time.

[0167] S234, determining whether there is a deviation between the current wheel angular deceleration α1 and the wheel angular deceleration α;

[0168] If not, then α1 is exactly equal to α, the error of the speed control outer loop input is always zero, and its output is also zero. Then the initial driving current value is used as the driving current value.

[0169] If there is a deviation that makes α1 not equal to α, the initial drive current value is compensated based on the deviation between the current wheel angular deceleration α1 and the wheel angular deceleration α to obtain the drive current value; the deviation is input into the speed regulation outer loop as an error amount, and the outer loop gives the compensation current I2, and the armature current of the motor becomes I1+I2. Under the feedback regulation of the speed outer loop, α1 is finally equal to α;

[0170] S235: driving the motor based on the driving value.

[0171] Figure 3 Schematic diagram of the waveform of the simulation result in one embodiment of the present application. Figure 3 As shown, the present application can accurately perform inertial simulation.

[0172] A method for simulating inertia of a rail transit train of the present invention obtains the rotational inertia of the test vehicle's translational part equivalent to the wheels, the measured torque of each set of wheels of the test vehicle, the speed ratio of the test vehicle's wheels to the rail wheels of the test equipment, the output torque of the motor, and the total friction torque; then calculates the wheel angular deceleration of the wheels based on the rotational inertia of the test vehicle's translational part equivalent to the wheels, the measured torque of each set of wheels of the test vehicle, the speed ratio of the test vehicle's wheels to the rail wheels of the test equipment, the output torque of the motor, and the total friction torque; finally, performs an inertia simulation test based on the wheel angular deceleration. The present application performs inertia simulation by calculating the wheel angular deceleration of the wheels, which has higher simulation accuracy than the existing pure mechanical inertia simulation.

[0173] like Figure 4 As shown, the present application also provides a rail transit train inertia simulation system, comprising:

[0174] an acquisition module, used for acquiring the moment of inertia of the test vehicle's translational part equivalent to the wheel, the measured torque of each set of wheels of the test vehicle, the speed ratio of the test vehicle's wheels to the rail wheels of the test equipment, the output torque of the motor, and the total friction torque, wherein the test vehicle comprises a plurality of sets of wheels, the test equipment comprises a plurality of sets of rail wheels, the rail wheels are used to drive the wheels, the rail wheels are driven by a motor, a torque sensor is provided between the output shaft of the motor and the rail wheels, the output torque of the motor is measured by the torque sensor, and the total friction torque is the friction torque of the shaft system and wheel system from all torque sensors to the wheels equivalent to the vehicle;

[0175] a calculation module, configured to calculate the wheel angular deceleration based on the moment of inertia of the test vehicle's translational part equivalent to the wheel, the measured torque of each set of wheels of the test vehicle, the speed ratio of the wheels of the test vehicle to the track wheels of the test equipment, the output torque of the motor, and the total friction torque;

[0176] A simulation module is used to perform an inertia simulation test based on the wheel angular deceleration.

[0177] A rail transit train inertia simulation system of the present invention obtains the rotational inertia of the test vehicle's translational part equivalent to the wheel, the measured torque of each set of wheels of the test vehicle, the speed ratio of the test vehicle's wheels to the rail wheels of the test equipment, the output torque of the motor, and the total friction torque; then calculates the wheel angular deceleration of the wheel based on the rotational inertia of the test vehicle's translational part equivalent to the wheel, the measured torque of each set of wheels of the test vehicle, the speed ratio of the test vehicle's wheels to the rail wheels of the test equipment, the output torque of the motor, and the total friction torque; finally, performs an inertia simulation test based on the wheel angular deceleration. The present application performs inertia simulation by calculating the wheel angular deceleration of the wheel, which has higher simulation accuracy than the existing pure mechanical inertia simulation.

[0178] This embodiment further provides a computer-readable storage medium on which a computer program is stored. When the program is executed by a processor, any one of the methods in this embodiment is implemented, wherein the method is the execution logic of this device.

[0179] This embodiment also provides an electronic terminal, including: a processor and a memory;

[0180] The memory is used to store a computer program, and the processor is used to execute the computer program stored in the memory, so that the terminal executes any one of the methods in this embodiment.

[0181] The computer-readable storage medium in this embodiment can be understood by ordinary technicians in this field: all or part of the steps of implementing the above-mentioned method embodiments can be completed by hardware related to the computer program. The aforementioned computer program can be stored in a computer-readable storage medium. When the program is executed, the steps of the above-mentioned method embodiments are executed; and the aforementioned storage medium includes: ROM, RAM, magnetic disk or optical disk and other media that can store program codes.

[0182] The electronic terminal provided in this embodiment includes a processor, a memory, a transceiver and a communication interface. The memory and the communication interface are connected to the processor and the transceiver and complete communication with each other. The memory is used to store computer programs, the communication interface is used to communicate, and the processor and the transceiver are used to run computer programs so that the electronic terminal executes each step of the above method.

[0183] In this embodiment, the memory may include a random access memory (RAM), and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0184] The above-mentioned processor can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components.

[0185] In the above-mentioned embodiments, although the present invention has been described in conjunction with the specific embodiments of the present invention, many replacements, modifications and variations of these embodiments will be apparent to those of ordinary skill in the art based on the foregoing description. The embodiments of the present invention are intended to cover all such replacements, modifications and variations falling within the broad scope of the appended claims.

[0186] The above embodiments are merely illustrative of the principles and effects of the present invention, and are not intended to limit the present invention. Anyone familiar with the art may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by a person of ordinary skill in the art without departing from the spirit and technical concept disclosed by the present invention shall still be covered by the claims of the present invention.

Claims

1. A rail transit train inertia simulation method, characterized in that: include: Obtain the moment of inertia of the test vehicle's translational part equivalent to the wheels, the measured torque of each set of wheels of the test vehicle, the speed ratio of the test vehicle's wheels to the rail wheels of the test equipment, the output torque of the motor, and the total friction torque, wherein the test vehicle includes multiple sets of wheels, the test equipment includes multiple sets of rail wheels, the rail wheels are used to drive the wheels, the rail wheels are driven by motors, a torque sensor is provided between the output shaft of the motor and the rail wheels, the output torque of the motor is measured by the torque sensor, and the total friction torque is the friction torque of the shaft system and wheel system from all torque sensors to the wheels equivalent to the vehicle; Calculate the wheel angular deceleration based on the moment of inertia of the test vehicle's translational part equivalent to the wheel, the measured torque of each set of wheels of the test vehicle, the speed ratio of the wheels of the test vehicle to the track wheels of the test equipment, the output torque of the motor, and the total friction torque; An inertia simulation test is performed based on the wheel angular deceleration.

2. A rail transit train inertia simulation method according to claim 1, characterized in that: Obtain the moment of inertia of the test vehicle's translational part equivalent to the wheels, including: Obtain the mass m of the test vehicle and the diameter r of the wheel of the test vehicle; Based on the mass m of the test vehicle and the diameter r of the wheels of the test vehicle, the moment of inertia J of the test vehicle's translational part equivalent to the wheels is calculated. T , where the translational part of the test vehicle is equivalent to the rotational inertia of the wheel J T =m×r 2 .

3. A rail transit train inertia simulation method according to claim 1, characterized in that: Obtain the speed ratio between the wheels of the test vehicle and the rail wheels of the test equipment, including: Obtaining a diameter r of a wheel of a test vehicle and a diameter R of a rail wheel, wherein the diameter R of the rail wheel is greater than the diameter r of the wheel of the test vehicle; The speed ratio i between the wheel of the test vehicle and the rail wheel of the test equipment is calculated based on the diameter r of the wheel of the test vehicle and the diameter R of the rail wheel, wherein i=r / R.

4. A rail transit train inertia simulation method according to claim 1, characterized in that: The mathematical expression of the wheel angular deceleration α is: α=[(T me1 +...+T men )×i-T f ”] / (J T -J m ”) Where, T me1 is the measured torque of the first set of wheels, T men is the measured torque of the nth set of wheels, i is the speed ratio between the wheels of the test vehicle and the track wheels of the test equipment, T f ” is the total friction torque, J T The moment of inertia of the wheels equivalent to the translational part of the test vehicle, J m ” is the mechanical inertia after the torque sensor equivalent to the inertia of the wheel.

5. A rail transit train inertia simulation method according to claim 1, characterized in that: Obtaining the total friction torque includes: The test vehicle is mounted on the rail wheel, and the motor in the test equipment is started so that the rail wheel drives the wheels of the test vehicle; Take the value T of the torque sensor at n points in time when the speed is stable me1 ', ..., T men '; The torque sensor value T based on n points in time when the speed is stable me1 ', ..., T men 'Calculate the total friction torque T f ", the total friction torque T f The mathematical expression of " is: T f ”=(T me1 '+...+T men ')×i Wherein, i is the speed ratio between the wheels of the test vehicle and the rail wheels of the test equipment.

6. A rail transit train inertia simulation method according to claim 1, characterized in that: An inertia simulation test is performed based on the wheel angular deceleration, including: Acquire a total braking torque collected by a torque sensor, wherein the total braking torque is the sum of the braking torques collected by all torque sensors; Calculate the current wheel angular deceleration α1 based on the total braking torque and the rotational inertia of the test vehicle's translational part equivalent to the wheel; Calculating an initial driving current value based on the current wheel angular deceleration α1 and the total braking torque; Determine whether there is a deviation between the current wheel angular deceleration α1 and the wheel angular deceleration α, if not, use the initial driving current value as the driving current value, if so, compensate the initial driving current value based on the deviation between the current wheel angular deceleration α1 and the wheel angular deceleration α to obtain a driving current value; The motor is driven based on the drive value.

7. A rail transit train inertia simulation method according to claim 6, characterized in that: The mathematical expression of the wheel angular deceleration α' is: α'=T B / J T Where, T B is the total braking torque.

8. A rail transit train inertia simulation method according to claim 1, characterized in that: Before performing the inertia simulation test based on the wheel angular deceleration, the method further includes: Calculate the motor speed n at the target vehicle speed, n = 2.65V / r×i', where V is the target vehicle speed and i' is the speed ratio of the gearbox; Calculate the torque T that the motor can output at speed n, T = 9550P / n, where P is the power of the motor; Based on the torque T, the maximum inertia J that the motor can simulate when the gearbox is in low gear and high gear is calculated. e =T×i'×r / R×r / a, where a is the set deceleration, R is the track wheel diameter, and r is the wheel diameter; Based on the maximum inertia J that the motor can simulate e and the mechanical inertia of the wheels, to determine whether the motor meets the maximum inertia simulation requirements and the minimum inertia simulation requirements. If so, the motor's capabilities are verified and an inertia simulation test is performed based on the wheel angular deceleration.

9. A rail transit train inertia simulation method according to claim 1, characterized in that: Before performing the inertia simulation test based on the wheel angular deceleration, the method further includes: Obtain the torque value of the wheel axle at maximum braking force, the peak torque of the motor and the range of the torque sensor; The torque value of the wheel axle at maximum braking force is compared with the range of the torque sensor, and the peak torque of the motor is compared with the range of the torque sensor. When the torque value of the wheel axle at maximum braking force and the peak torque of the motor are not greater than the range of the torque sensor, the range of the torque sensor is verified and an inertia simulation test is performed based on the wheel angular deceleration.

10. A rail transit train inertia simulation system, characterized in that: include: an acquisition module, used for acquiring the moment of inertia of the test vehicle's translational part equivalent to the wheel, the measured torque of each set of wheels of the test vehicle, the speed ratio of the test vehicle's wheels to the rail wheels of the test equipment, the output torque of the motor, and the total friction torque, wherein the test vehicle comprises a plurality of sets of wheels, the test equipment comprises a plurality of sets of rail wheels, the rail wheels are used to drive the wheels, the rail wheels are driven by a motor, a torque sensor is provided between the output shaft of the motor and the rail wheels, the output torque of the motor is measured by the torque sensor, and the total friction torque is the friction torque of the shaft system and wheel system from all torque sensors to the wheels equivalent to the vehicle; a calculation module, configured to calculate the wheel angular deceleration based on the moment of inertia of the test vehicle's translational part equivalent to the wheel, the measured torque of each set of wheels of the test vehicle, the speed ratio of the wheels of the test vehicle to the track wheels of the test equipment, the output torque of the motor, and the total friction torque; A simulation module is used to perform an inertia simulation test based on the wheel angular deceleration.

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