Rail transit vehicle traction system noise reduction design method, processor and storage medium

Abstract

The invention relates to a noise reduction design method for a rail transit vehicle traction system, a processor and a storage medium, and the method comprises the steps: designing top layer parameters according to the top layer performance requirements of a train; establishing a relation model of the equipment weight and noise of the traction system according to the top-layer parameters, performing weighted analysis on lightweight and noise factors, and adjusting the top-layer design parameters to minimize an evaluation result; simulating the actual operation state of the traction system and calculating a current curve by combining the operation line condition, the highest working environment temperature and the altitude of the traction system on the basis of the adjusted top layer design parameters; and according to the current curve and the traction system working characteristics, calculating an equipment working loss curve, designing cooling system parameters, and selecting cooling parts based on the cooling system parameters. By means of the method, unnecessary performance redundancy in the traction system can be reduced, the equipment weight is reduced, and therefore the lightweight performance of the traction system is improved, and the environmental friendliness and the riding comfort of the rail transit vehicle are remarkably improved.

Description

Technical Field

[0001] The present invention relates to the field of rail transit vehicles and rail transit electrical equipment, and in particular to a noise reduction design method, a processor and a storage medium for a rail transit vehicle traction system. Background Art

[0003] According to domestic and foreign railway noise theory research and experimental tests, rail transit vehicle noise is mainly composed of traction noise, wheel-rail noise and aerodynamic noise. When rail transit vehicles are running at medium and low speeds, the noise generated by the traction system is the main source of vehicle noise. Therefore, special noise reduction design for the traction system and the development of a low-noise traction system are of great significance to the environmental friendliness and passenger comfort of rail transit vehicles.

[0004] The main equipment of the traction system includes traction motor, traction transformer and traction converter. These components will continuously generate noise when working. According to their generation mechanism, they can be divided into aerodynamic noise and electromagnetic noise:

[0005] 1) Aerodynamic noise refers to the noise generated by the flow of surrounding air when the cooling fan equipped in the traction system moves. The aerodynamic noise increases as the speed of the cooling fan increases.

[0006] 2) Electromagnetic noise refers to the noise generated by the traction system equipment during the power conversion process when it is affected by the alternating magnetic field. It is mainly caused by the switching of power electronic devices during the power conversion process of the traction system.

[0007] Traditional rail transit vehicle noise control methods are mostly focused on adding sound insulation equipment on tracks and vehicles, but there is little research on noise reduction of the traction system itself. Most solutions reduce noise through passive sound insulation and absorption. However, these methods are usually unable to effectively reduce the noise generated by the traction system from the source. Summary of the invention

[0008] The present invention provides a noise reduction design method, a processor and a storage medium for a rail transit vehicle traction system, the purpose of which is to solve the problems of aerodynamic noise and electromagnetic noise generated during the operation of the rail transit vehicle traction system, reduce noise from the design source to improve environmental friendliness and passenger comfort.

[0009] To achieve the above object, the first aspect of the present invention provides a method for designing noise reduction of a rail transit vehicle traction system, comprising the following steps:

[0010] Design the top-level parameters of the traction system according to the top-level performance requirements of the train;

[0011] Establish a relationship model between the weight and noise of the traction system equipment based on the top-level parameters, conduct a weighted analysis of lightweight and noise factors, and adjust the top-level design parameters to minimize the evaluation results;

[0012] Based on the adjusted top-level design parameters, combined with the operating line conditions, maximum operating ambient temperature and altitude of the traction system, the actual operating state of the traction system is simulated, and the current curve of the traction system during operation is calculated;

[0013] According to the obtained current curve and the working characteristics of the traction system, the equipment working loss curve is calculated, and the cooling system parameters are designed accordingly, and the cooling components are selected based on the cooling system parameters.

[0014] Furthermore, according to the top-level performance requirements of the train, the method for designing the top-level parameters of the traction system includes:

[0015] Receive and analyze top-level performance requirements for trains;

[0016] Based on the top-level performance requirements, determine the maximum wheel traction force and its inflection point required by the train, and calculate the corresponding electric braking force;

[0017] Based on the preliminary estimation results of the maximum wheel traction and electric braking force, the functional relationship between acceleration and deceleration and the top-level design parameters of the traction system is established;

[0018] Based on the existing data and relationships, the speed-time curve is used to set the key speed nodes, and the position and size of the vehicle traction inflection point and electric braking force inflection point are calculated;

[0019] Select the number of motors and gear ratio based on the position and size of the vehicle's traction inflection point and electric braking force inflection point.

[0020] Furthermore, a relationship model between the weight and noise of the traction system equipment is established based on the top-level parameters, and weighted analysis is performed on the lightweight and noise factors. The method for adjusting the top-level design parameters includes:

[0021] Define the maximum wheel traction and maximum electric braking force of the traction system, and determine the maximum operating speed, number of motors and gear ratio of the traction system;

[0022] Construct equipment weight impact model and equipment noise impact model;

[0023] Combine the equipment weight impact model and the equipment noise impact model to calculate a comprehensive evaluation function, which performs a weighted analysis on the weight proportion of equipment weight and system noise to obtain an overall evaluation result;

[0024] Adjust the top-level design parameters of the traction system to minimize the evaluation results.

[0025] Furthermore, the current curve calculation formula of the traction system during operation is:

[0026] I=f 6 (f r (s),F dmax ,V 1 ,F bmax ,V 2 ,N,Z,M m ,M t ,f m (v),t);

[0027] Where I is the current working current of the device, f 6 is the influence of the top parameters of the traction system on the current curve, f r (s) is the line condition of the traction system, F dmax is the maximum wheel traction, V 1 is the turning point of vehicle traction, F bmax Indicates the maximum electric braking force, V 2 Indicates the turning point of the vehicle's electric braking force, N is the number of motors, Z is the gear ratio, M m is the weight of the motor vehicle, M t is the weight of the trailer, f m (v) is the train running resistance curve, s is the train position, and t is the time;

[0028] The calculation formula of equipment working loss curve is:

[0029] P = f 7 (I(t),t);

[0030] Among them, f 7 The influence of the top parameters of the traction system on the working loss curve;

[0031] After obtaining the equipment working loss curve, the fan air volume parameters are designed according to the maximum ambient temperature and altitude where the traction system actually operates;

[0032] The air volume is calculated as follows:

[0033] Q=f 8 (P(t),T max ,H max );

[0034] Where Q is the fan air volume, f 8 is the influence of the top parameters of the traction system on the air volume, T max is the maximum working environment temperature where the traction system operates, H max The maximum operating altitude where the traction system operates;

[0035] The fan of the cooling system is selected and designed according to the fan air volume parameters.

[0036] Furthermore, the method also includes: establishing a relationship between the switching frequency of the traction electrical equipment, the equipment inductance and the electromagnetic noise of the traction system by adjusting the switching frequency and equipment inductance of the traction electrical equipment; evaluating the impact of the adjusted switching frequency and inductance on the weight of the traction system equipment, achieving an optimal balance between electromagnetic noise and equipment weight through a comprehensive weighted approach, and determining the final switching frequency and inductance.

[0037] Furthermore, the method for establishing the relationship between the switching frequency of the electrical equipment, the inductance of the equipment and the electromagnetic noise of the traction system includes:

[0038] Establish the relationship between the switching frequency of electrical equipment, the inductance of equipment and the electromagnetic noise of the traction system through simulation or experiment;

[0039] Determine the parameter combination with the least impact on electromagnetic noise according to the following formula:

[0040] L e =f 9 (f CI ,L 1 ,L 2 ,…);

[0041] Among them, L e is the electromagnetic noise, f 9 is the relationship between the electromagnetic noise in the traction system and the switching frequency of the electrical equipment and the inductance of each device, f CI Indicates the switching frequency of traction electrical equipment, L 1 , L 2 is the inductance value of each device.

[0042] Further, the method for evaluating the effect of the adjusted switching frequency and inductance value on the weight of the traction system equipment includes:

[0043] Calculate the equipment weight change according to the following formula:

[0044] L we =f 10 (f CI ,L 1 ,L 2 ,…);

[0045] Among them, L we is the weight of the equipment, f 10 It is the relationship between the equipment weight in the traction system and the switching frequency of the electrical equipment and the inductance value of each device.

[0046] Further, the method of adjusting the weight includes:

[0047] Determine the scoring formula for electromagnetic noise and equipment weight;

[0048] According to the design requirements in different implementation cases, set the initial weight ratio coefficient in the scoring formula;

[0049] Substitute the initial weight ratio coefficient into the scoring formula, evaluate the change of the objective function under different weight combinations, and record the corresponding switching frequency and inductance value;

[0050] Under the premise of meeting the basic design constraints, the initial weight coefficient is adjusted so that the objective function achieves the expected optimization effect and the final switching frequency and inductance value are determined.

[0051] To achieve the above-mentioned objective, a second aspect of the present invention provides a processor, which is used to run a program, wherein the method for designing noise reduction of a rail transit vehicle traction system is executed when the program is run.

[0052] To achieve the above objectives, the third aspect of the present invention provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the aforementioned method for designing noise reduction of a rail transit vehicle traction system.

[0053] Beneficial effects of the present invention:

[0054] Compared with the prior art, the present invention provides a method, processor and storage medium for noise reduction design of a traction system of a rail transit vehicle, which solves the problems of aerodynamic noise and electromagnetic noise generated during the operation of the traction system, and reduces noise from the design source to improve environmental friendliness and passenger comfort. First, in the top-level parameter design stage, key parameters affecting the noise of the traction system are introduced, and a noise impact evaluation mechanism is established to ensure that the matching design of the system and noise is achieved while meeting the basic performance indicators. Secondly, by finely designing the parameters of the cooling components of the traction system, the cooling and heat dissipation boundary conditions are reasonably determined to avoid the increase of aerodynamic noise caused by over-design of the cooling equipment. At the same time, in terms of electromagnetic noise control of the traction system, the switching frequency of the electrical equipment and the inductance value of the magnetic component are identified and optimized, and these factors are adjusted to effectively reduce electromagnetic noise. In addition, the present invention comprehensively considers the top-level design of the traction system, the parameters of the cooling components and the parameters related to electromagnetic noise, and performs a weighted evaluation of the system lightweight and noise to achieve the optimal design configuration. Through the above method, unnecessary performance redundancy in the traction system can be reduced, the weight of the equipment can be reduced, thereby improving the lightweight performance of the traction system, and significantly improving the environmental friendliness and ride comfort of the rail transit vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for describing the embodiments.

[0056] Figure 1 It is a flow chart of a method for designing noise reduction of a rail transit vehicle traction system disclosed in an embodiment of the present invention.

[0057] Figure 2 It is a flow chart of the top-level parameter and noise matching design of a traction system disclosed in an embodiment of the present invention.

[0058] Figure 3 The invention discloses a flow chart of designing the matching performance of cooling parameters and noise of a traction system component.

[0059] Figure 4 It is a flow chart of electromagnetic noise matching design of a traction system disclosed in an embodiment of the present invention. DETAILED DESCRIPTION

[0060] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0061] According to an embodiment of the present invention, an embodiment of a method for designing noise reduction of a rail transit vehicle traction system is provided. It should be noted that the steps shown in the flowchart of the accompanying 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 flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0062] The noise of the traction system can be divided into two categories: aerodynamic noise and electromagnetic noise.

[0063] Aerodynamic noise is a type of noise generated by the traction system during operation, mainly due to the high-speed operation of the fan and its impeller. When the traction system is working, there is a certain amount of power loss, which is usually dissipated in the form of heat energy, so it needs to be dissipated through the cooling system. The fan provides power for heat exchange by running at high speed, thereby releasing heat energy.

[0064] When the equipment rotates at a low speed, the cooling air flow is small and the aerodynamic noise is low; when the speed increases, the cooling air flow and aerodynamic noise will increase accordingly, and there is a linear relationship between the two. Aerodynamic noise is usually closely related to the rotation of the impeller, especially at high speed and low load. This noise is caused by the interaction between the asymmetric structure around the blade and the circumferential non-uniform flow field formed by the rotation of the blade.

[0065] The main sources of aerodynamic noise include:

[0066] 1. Intake interference noise caused by the front guide vane or metal mesh cover in front of the air inlet;

[0067] 2. Rotational frequency noise generated by the rotation of blades in a rough or asymmetric casing;

[0068] 3. The outlet interference noise caused by the volute tongue or the rear guide vane of the axial flow fan at the centrifugal outlet.

[0069] Electromagnetic noise is the noise generated by the motor and multiple magnetic components (such as transformers and reactors) in the traction system when they are powered on. Taking the motor as an example, electromagnetic noise comes from the changes in time and space inside the motor, as well as the magnetic pull caused by the interaction between various parts.

[0070] When the motor is running, an air gap magnetic field is formed in the air gap space between the stator and the rotor, generating a rotational force wave. This electromagnetic force is alternating. During the operation of the traction motor, the rotational force wave formed by the air gap magnetic field acts on the stator and rotor at the same time, causing them to deform and vibrate periodically, thereby generating a sound source.

[0071] Electromagnetic noise is mainly caused by the core vibration caused by magnetostriction of silicon steel sheets under the action of alternating magnetic field during the power conversion process of the traction system. In addition, the switching operation of power electronic devices is also a major source of electromagnetic noise.

[0072] Comparing aerodynamic noise and electromagnetic noise, the aerodynamic noise generated by the rotation of the fan is significantly larger, while the electromagnetic noise is much smaller than the aerodynamic noise. When the train runs at low speed, the aerodynamic noise is reduced, and the noise of the traction system is mainly electromagnetic noise.

[0073] Based on the above analysis, the purpose of the present invention is to specifically address the noise problem of the traction system. When designing the traction system components (traction transformer, traction converter, traction motor), a coupling relationship between system parameters and noise is established. Through system matching design and optimization, while meeting the requirements of the traction system, the aerodynamic noise and electromagnetic noise generated by the traction system itself during operation are reduced from the design perspective, thereby achieving the purpose of simultaneously reducing the noise inside and outside the vehicle.

[0074] In view of the aerodynamic noise and electromagnetic noise of the traction system, the noise reduction design method of the rail transit vehicle traction system of the present invention carries out noise reduction matching design in the traction system design, so that the designed traction system has the characteristics of low electromagnetic and aerodynamic noise. The scheme of the present invention will be described in detail below.

[0075] The execution flow chart of the noise reduction design method for rail transit vehicle traction system is as follows: Figure 1-Figure 4As shown, the present invention provides a method for designing noise reduction of a rail transit vehicle traction system, comprising the following steps:

[0076] Step S100, designing top-level parameters of the traction system according to top-level performance requirements of the train;

[0077] Generally speaking, the traction system needs to be designed for traction / electric braking performance according to the top-level design requirements of rail transit vehicles, which is also the basis for the detailed technical solution design of the entire traction system. The design of top-level parameters depends on the train parameters and performance requirements.

[0078] Train parameters include: Train speed level V max (km / h), train weight M m , trailer weight M t , train rotation inertia coefficient λ, train running resistance curve f m (v) The vehicle resistance and train start acceleration requirement a can be determined based on the current train speed v. 1 (m / s 2 ), average train acceleration requirement a 2 (m / s 2 ) Average train deceleration requirement a 3 (m / s 2 ).

[0079] According to the above train parameters and performance requirements, the top-level parameter design of the traction system is carried out. The top-level parameters mainly include: the maximum wheel traction force F dmax 、V 1 、The maximum electric braking force of the vehicle F bmax 、V 2 , number of train motors N, gear ratio Z.

[0080] The top-level parameter design of the traction system is the design basis of the entire traction system. The performance of the traction system and the detailed design of the components are all based on the top-level design. Therefore, the noise of the traction system needs to be considered as a system design requirement in the top-level design. On the one hand, from the perspective of the detailed design of the traction system, although the design of too large traction force / inflection point can significantly improve the performance of the train, excessive pursuit of performance (such as system power level, etc.) will result in the failure to achieve the system performance exceeding the design during actual use, resulting in redundant waste in the design; on the other hand, from the perspective of train noise analysis, as the train speed increases, the equipment noise will usually increase significantly. Therefore, at the beginning of the traction system design, the matching relationship between the top-level design parameters of the system and the noise reduction design requirements should be considered.

[0081] First, it is necessary to evaluate the impact of the designed traction system on lightweight and noise based on the top-level design parameters, and establish the following function mapping relationship from the design perspective:

[0082] a 1 =f 1 (F dmax ,V max ,V 1 ,M m ,M t ,λ,f m (v));

[0083] a 2 =f 2 (F dmax ,V max ,V 1 ,M m ,M t ,λ,f m (v));

[0084] a 3 =f 3 (F bmax ,V max ,V 2 ,M m ,M t ,λ,f m (v));

[0085] Among them, a 1 is the starting acceleration, a 2 is the average acceleration, a 3 is the average deceleration, F dmax is the maximum wheel traction, F bmax Indicates the maximum electric braking force, V max is the maximum operating speed of the train, V 1 is the turning point of vehicle traction, V 2 Indicates the turning point of the vehicle's electric braking force, M m is the weight of the motor vehicle, M t is the trailer weight, λ is the train rotation inertia coefficient, f m (v) is the train running resistance curve.

[0086] f 1 ——Indicates the influence of the top parameters of the traction system on the starting acceleration, which can be derived from the theory, V max 、M m , M t is the inherent parameter of the vehicle, and λ is a constant. Therefore, when designing the top level of the traction system, it is necessary to ensure that the acceleration a 1 、a 2 The required traction and electric braking force. Obviously, the greater the maximum wheel traction, the higher the starting acceleration will be.

[0087] f2 ——Indicates the influence of the top parameters of the traction system on the average acceleration, which can be derived from theory and has the same relationship as f 1 Similarly, average acceleration depends on the increase in maximum traction and the traction breakpoint.

[0088] f 3 ——Indicates the influence of the top parameters of the traction system on the average deceleration, which can be derived from theory and has the same relationship as f 1 Similarly, the average deceleration depends on the maximum electric braking force and the increase in the electric braking force inflection point.

[0089] When designing, attention should be paid to the fact that the traction force and electric braking force should not be too large, and the design should just meet the acceleration a 1 、a 2 、a 3 Just ask for a certain margin.

[0090] Step S200: Establish a relationship model between the weight and noise of the traction system equipment according to the top-level parameters, perform weighted analysis on lightweight and noise factors, and adjust the top-level design parameters to minimize the evaluation results;

[0091] After obtaining the traction force, electric braking force and their respective inflection points, the power level of the entire traction system has been obtained, and the relationship between the weight and noise of the balanced traction system equipment is as follows:

[0092] L m =f 4 (F max ,V max ,N,Z);

[0093] L w =f 5 (F max ,V max ,N,Z);

[0094] Among them, L m is the weight of the traction system equipment, L w is the traction system noise, F max is the maximum wheel traction and maximum electric braking force, V max is the maximum operating speed of the traction system, N is the number of motors, and Z is the gear ratio.

[0095] f 4 ——Indicates the influence of the top-level parameters of the traction system on the weight, L mThe larger it is, the higher the weight of the traction system, which can be deduced from theory or existing simulation calculations. Generally speaking, increasing the number of motors (i.e. increasing the train power-to-traction ratio) will reduce the average power level of a single device, so the weight of a single device will also be reduced; increasing the gear ratio Z will mainly reduce the output torque of the device, and require lower output capacity of the device, which will also reduce the weight of the traction system equipment to a certain extent, but increasing the transmission ratio will also lead to an increase in the maximum speed of the motor.

[0096] f 5 ——represents the influence of the top parameters of the traction system on the noise, L w The larger the value, the greater the noise of the traction system, which can be deduced from theory or existing simulation calculations. Increasing the gear ratio Z will significantly increase the motor speed, and for self-ventilated motors, the increase in motor speed will lead to an increase in motor noise.

[0097] It should be noted that in a self-ventilated motor, the motor has a self-ventilated cooling form with a coaxial fan and an external air duct. The centrifugal fan is coaxially arranged with the motor rotor and is driven to rotate by the motor rotor. As the fan rotates, the external air passes through the inside of the motor and is discharged from the outlet of the ventilation duct, and the heat is dissipated on the internal surface of the motor through the flow of ambient air.

[0098] After finding the relationship between the weight and noise of the traction system equipment, the following formula can be used to evaluate the traction system performance by comprehensively considering it:

[0099] F 总 =η 1 L m +η 2 L w

[0100] Among them, F 总 To evaluate the results, η 1 is the weight ratio of the equipment weight, η 2 is the weight ratio of system noise; if the importance of system lightweight is considered more during system design, then η 1 The larger the value, η 2 The value is small. On the contrary, if the importance of system noise is emphasized, η 1 The smaller the value, η 2 The value is larger. The above formula comprehensively evaluates the impact of lightweight and noise on the traction system. When the final evaluation result F 总 When it is minimum, the optimal system top-level indicator combination under the current design requirements can be obtained.

[0101] It is understandable that when designing the traction system of a rail transit vehicle, the traction and braking forces and their related inflection points are first determined, thereby deriving the power level required for the entire system. However, in the actual design process, a trade-off needs to be made between equipment weight and noise. Specifically, the top-level parameters of the traction system (such as maximum traction, maximum speed, number of motors, and gear ratio) affect the weight of the equipment (via f 4 function) and noise (via f 5 function). Increasing the number of motors usually reduces the power requirement of a single device, thereby reducing weight; while increasing the gear ratio may also reduce the output requirement of the device and reduce weight, but at the same time it will increase the maximum speed of the motor and may increase noise. In order to find the best balance, this method uses a comprehensive evaluation formula F 总 , where η 1 and η 2 Represent the importance of weight and noise in the design. If the system pays more attention to lightweight, η 1 If you pay more attention to noise control, η 2 Finally, the evaluation value F is minimized. 总 It will help to find the optimal parameter combination that meets the design requirements.

[0102] Step S300: Based on the adjusted top-level design parameters, combined with the operating line conditions, maximum operating environment temperature and altitude of the traction system, simulate the actual operating state of the traction system and calculate the current curve of the traction system during operation;

[0103] It is understandable that after determining the top-level design parameters of the rail transit vehicle traction system, it is necessary to further perform parametric design of the traction system components. Since fans and their impellers are the main source of traction system noise (because they are responsible for cooling the equipment), the key to reducing noise lies in the refined design of these cooling components. Over-designing cooling equipment will lead to unnecessary noise and performance redundancy, so the cooling requirements need to be accurately determined according to the actual working conditions. Considering that the train running line is usually relatively fixed, this design process needs to consider some important parameters: for example, line conditions (such as slope, curve and station information), maximum ambient temperature and altitude. On this basis, the current curve of the train running is calculated by simulation, and finally the working current curve of the equipment is obtained. This information is used to calculate the working loss of the equipment and then determine the required cooling system parameters (such as fan air volume). In this way, it can be ensured that the cooling system matches the actual working conditions of the equipment, so as to effectively reduce noise and achieve optimized design under the premise of meeting the requirements of the traction system. The following will be explained in detail:

[0104] In order to achieve a refined design of the cooling and heat dissipation performance of the traction system, the cooling and heat dissipation boundary conditions should be scientifically and reasonably determined according to the actual working conditions of the traction system. Considering that the lines of rail transit are usually relatively fixed, the parameters required for the refined design of the cooling and heat dissipation boundary are as follows:

[0105] 1) Traction system operating line conditions f r (s), the current slope, curve, station information, etc. can be determined according to the train position s.

[0106] 2) The maximum working environment temperature T where the traction system operates max .

[0107] 3) The maximum operating altitude H of the traction system operation location max .

[0108] According to the above parameters, combined with the top-level design parameters of the traction system, the actual operation of the traction system is simulated and calculated to calculate the current curve when the traction system is running:

[0109] I=f 6 (f r (s),F dmax ,V 1 ,F bmax ,V 2 ,N,Z,M m ,M t ,f m (v),t);

[0110] Where I is the current working current of the device, f 6 is the influence of the top parameters of the traction system on the current curve, f r (s) is the line condition of the traction system, s is the position of the train, and t is the time;

[0111] Step S400: Calculate the equipment working loss curve according to the obtained current curve and the working characteristics of the traction system, design cooling system parameters accordingly, and select cooling components based on the cooling system parameters.

[0112] After obtaining the equipment working loss curve, the cooling system parameters, such as the fan air volume, are designed according to the maximum ambient temperature and altitude where the traction system actually operates. Finally, the cooling system fan and motor fan are selected and designed based on the air volume.

[0113] Q=f 8 (P(t),T max ,H max );

[0114] Where Q is the fan air volume, f 8is the influence of the top parameters of the traction system on the air volume, T max is the maximum working environment temperature where the traction system operates, H max It is the maximum operating altitude where the traction system operates.

[0115] Through the above design, it is ensured that the cooling components of the traction system are finely designed according to the actual working conditions of the equipment, and that the coupling relationship between system parameters and noise is established at the front end of the design. Through system matching design and optimization, the noise of the traction system cooling system is reduced from the design perspective while meeting the application requirements of the traction system.

[0116] When designing rail transit vehicles, in addition to paying attention to the aerodynamic noise generated by cooling equipment, it is also necessary to consider the electromagnetic noise generated during the power conversion process, which will affect the comfort of passengers. Electromagnetic noise is mainly related to the electrical switching frequency and the inductance of magnetic components (such as transformers and reactors). In order to understand and control this noise, the relationship between the switching frequency of electrical equipment, the inductance of the equipment and the electromagnetic noise of the traction system is established through simulation or experiment. e , L e The larger it is, the greater the electromagnetic noise is:

[0117] L e =f 9 (f CI ,L 1 ,L 2 ,…);

[0118] Among them, L e is the electromagnetic noise, f 9 is the relationship between the electromagnetic noise in the traction system and the switching frequency of the electrical equipment and the inductance of each device, f CI Indicates the switching frequency of traction electrical equipment, L 1 , L 2 is the inductance value of each device.

[0119] By adjusting the switching frequency and inductance value within a reasonable range, the electromagnetic noise of the traction system can be effectively reduced. However, this adjustment may lead to a large difference from the original solution, so it is also necessary to evaluate the impact of these parameter adjustments on the weight of the traction system equipment, expressed as L we . Larger L we Means higher equipment weight:

[0120] L we =f 10 (f CI ,L 1 ,L 2 ,…);

[0121] Among them, L we is the weight of the equipment, f10 It is the relationship between the equipment weight in the traction system and the switching frequency of the electrical equipment and the inductance value of each device.

[0122] Finally, electromagnetic noise L needs to be considered comprehensively in the design e and equipment weight L we The trade-off between the two is used to determine the optimal design of the traction system under different switching frequencies and inductance values. The following weighted formula is used for comprehensive scoring:

[0123] F 总 ′=η 1 L e +η 2 L we ;

[0124] Among them, η 1 and η 2 Represents the weight of electromagnetic noise and equipment weight respectively. By adjusting the weight coefficient, the optimal matching solution that balances noise and weight can be found for different application scenarios.

[0125] In the method of the present invention, by introducing key parameters affecting the traction system noise during the design process and establishing a noise impact assessment, system performance design and system noise matching design are carried out at the design end, thereby achieving the purpose of reducing the traction system noise from the noise source.

[0126] In addition, the traction system should be designed according to the corresponding rated point, ambient temperature, altitude and other parameters according to the corresponding standards, but such design often results in redundant waste in design, such as the actual ambient temperature and altitude not meeting the most stringent conditions required by the standards, etc. The method of the present invention utilizes the characteristics that rail transit vehicles usually run on fixed lines, uses the actual operating conditions and environment of the traction system as design input, conducts a refined design evaluation of the working loss characteristics of the traction system, and further optimizes the design parameters of the cooling system, thereby achieving the purpose of reducing the noise of the cooling system of the traction system.

[0127] With respect to the electromagnetic noise of the traction system, the method of the present invention identifies the key influencing factors of the electromagnetic noise of the traction system, establishes the matching relationship between the switching frequency of the electrical equipment, the inductance value of the magnetic component and the noise, and optimizes the electromagnetic noise of the traction system in design. The implementation of the design method of the present invention can effectively reduce the electromagnetic noise of the traction system and further improve the ride comfort of rail transit vehicles during operation.

[0128] Aiming at the comprehensive performance of the traction system, the method of the present invention establishes the relationship between the top-level design parameters of the traction system, cooling component parameters, electromagnetic noise-related parameters and system noise and system weight, and performs a weighted comprehensive evaluation of the impact of the traction system design on lightweight and noise. By comprehensively evaluating the impact of various design parameters of the traction system on system lightweight and noise, different weighting coefficients can be selected according to different project requirements, thereby achieving an emphasis on lightweight or noise at the front end of the traction system design.

[0129] In addition, through the refined loss assessment method, performance redundant design can be avoided when designing traction system components, thereby maximizing the utilization of traction system performance. It can also reduce equipment weight and improve the lightweight performance of the traction system.

[0130] According to another aspect of an embodiment of the present application, a processor is further provided, and the processor is used to run a program, wherein a method for designing noise reduction of a rail transit vehicle traction system is executed when the program is run.

[0131] In the above embodiments of the present invention, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0132] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only schematic. For example, the division of the units can be a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of units or modules, which can be electrical or other forms.

[0133] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0134] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, a server or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, RandomAccess Memory), mobile hard disk, magnetic disk or optical disk and other media that can store program codes.

[0135] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principle of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. A method for designing noise reduction of a rail transit vehicle traction system, characterized in that: The steps include: Design the top-level parameters of the traction system according to the top-level performance requirements of the train; Establish a relationship model between the weight and noise of the traction system equipment based on the top-level parameters, conduct a weighted analysis of lightweight and noise factors, and adjust the top-level design parameters to minimize the evaluation results; Based on the adjusted top-level design parameters, combined with the operating line conditions, maximum operating ambient temperature and altitude of the traction system, the actual operating state of the traction system is simulated, and the current curve of the traction system during operation is calculated; According to the obtained current curve and the working characteristics of the traction system, the equipment working loss curve is calculated, and the cooling system parameters are designed accordingly, and the cooling components are selected based on the cooling system parameters.

2. The method for designing noise reduction of a rail transit vehicle traction system according to claim 1, characterized in that: According to the top-level performance requirements of the train, the methods for designing the top-level parameters of the traction system include: Receive and analyze top-level performance requirements for trains; Based on the top-level performance requirements, determine the maximum wheel traction force and its inflection point required by the train, and calculate the corresponding electric braking force; Based on the preliminary estimation results of the maximum wheel traction and electric braking force, the functional relationship between acceleration and deceleration and the top-level design parameters of the traction system is established; Based on the existing data and relationships, the speed-time curve is used to set the key speed nodes, and the position and size of the vehicle traction inflection point and electric braking force inflection point are calculated; Select the number of motors and gear ratio based on the position and size of the vehicle's traction inflection point and electric braking force inflection point.

3. The method for designing noise reduction of a rail transit vehicle traction system according to claim 2, characterized in that: The relationship model between the weight and noise of the traction system equipment is established based on the top-level parameters, and the weighted analysis of lightweight and noise factors is performed. The methods for adjusting the top-level design parameters include: Define the maximum wheel traction and maximum electric braking force of the traction system, and determine the maximum operating speed, number of motors and gear ratio of the traction system; Construct equipment weight impact model and equipment noise impact model; Combine the equipment weight impact model and the equipment noise impact model to calculate a comprehensive evaluation function, which performs a weighted analysis on the weight proportion of equipment weight and system noise to obtain an overall evaluation result; Adjust the top-level design parameters of the traction system to minimize the evaluation results.

4. The method for designing noise reduction of a rail transit vehicle traction system according to claim 3, characterized in that: The current curve calculation formula of the traction system during operation is: I=f6(f r (s),F dmax ,V1,F bmax ,V2,N,Z,M m ,M t ,f m (v),t); Among them, I is the current working current of the equipment, f6 is the influence of the top-level parameters of the traction system on the current curve, and f r (s) is the line condition of the traction system, F dmax is the maximum wheel traction, V1 is the turning point of vehicle traction, F bmax represents the maximum electric braking force, V2 represents the turning point of the electric braking force of the whole vehicle, N is the number of motors, Z is the gear ratio, M m is the weight of the motor vehicle, M t is the weight of the trailer, f m (v) is the train running resistance curve, s is the train position, and t is the time; The calculation formula of equipment working loss curve is: P = f7(I(t), t); Among them, f7 is the influence relationship of the top-level parameters of the traction system on the working loss curve; After obtaining the equipment working loss curve, the fan air volume parameters are designed according to the maximum ambient temperature and altitude where the traction system actually operates; The air volume is calculated as follows: Q=f8(P(t),T max ,H max ); Where Q is the fan air volume, f8 is the influence of the top-level parameters of the traction system on the air volume, T max is the maximum working environment temperature where the traction system operates, H max The maximum operating altitude where the traction system operates; The fan of the cooling system is selected and designed according to the fan air volume parameters.

5. The method for designing noise reduction of a rail transit vehicle traction system according to claim 1, characterized in that: The method also includes: establishing a relationship between the switching frequency of the traction electrical equipment, the inductance of the equipment and the electromagnetic noise of the traction system by adjusting the switching frequency of the traction electrical equipment and the inductance of the equipment; evaluating the influence of the adjusted switching frequency and inductance on the weight of the traction system equipment, achieving an optimal balance between electromagnetic noise and equipment weight through a comprehensive weighting method, and determining the final switching frequency and inductance.

6. The method for designing noise reduction of a rail transit vehicle traction system according to claim 5, characterized in that: Methods for establishing the relationship between the switching frequency of electrical equipment, the inductance of equipment and the electromagnetic noise of the traction system include: Establish the relationship between the switching frequency of electrical equipment, the inductance of equipment and the electromagnetic noise of the traction system through simulation or experiment; Determine the parameter combination with the least impact on electromagnetic noise according to the following formula: <h2 style=";text-align:left;direction:ltr">L<h2 style=";text-align:left;direction:ltr"> e <h2 style=";text-align:left;direction:ltr"> =f9(f<h2 style=";text-align:left;direction:ltr"> CI <h2 style=";text-align:left;direction:ltr"> ,L1,L2,…); Among them, L e is the electromagnetic noise, f9 is the relationship between the electromagnetic noise in the traction system and the switching frequency of the electrical equipment and the inductance of each device, f CI It represents the switching frequency of traction electrical equipment, and L1 and L2 are the inductance values ​​of each device.

7. The method for designing noise reduction of a rail transit vehicle traction system according to claim 6, characterized in that: Methods for evaluating the effect of adjusted switching frequency and inductance value on traction system equipment weight include: Calculate the equipment weight change according to the following formula: L we =f 10 (f CI ,L1,L2,…); Among them, L we is the weight of the equipment, f 10 It is the relationship between the equipment weight in the traction system and the switching frequency of the electrical equipment and the inductance value of each device.

8. The method for designing noise reduction of a rail transit vehicle traction system according to claim 7, characterized in that: Methods for adjusting weights include: Determine the scoring formula for electromagnetic noise and equipment weight; According to the design requirements in different implementation cases, set the initial weight ratio coefficient in the scoring formula; Substitute the initial weight ratio coefficient into the scoring formula, evaluate the change of the objective function under different weight combinations, and record the corresponding switching frequency and inductance value; Under the premise of meeting the basic design constraints, the initial weight coefficient is adjusted so that the objective function achieves the expected optimization effect and the final switching frequency and inductance value are determined.

9. A processor, characterized in that: The processor is used to run a program, wherein the program, when running, executes the noise reduction design method for a rail transit vehicle traction system as described in any one of claims 1 to 8.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the steps of the method for designing noise reduction of a rail transit vehicle traction system as described in any one of claims 1 to 8 are implemented.

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