Urban rail transit vehicle anti-slip / anti-slip control strategy test system

Abstract

The invention discloses a test system for an anti-skid / anti-slip control strategy of an urban rail transit vehicle, and relates to the technical field of test. The system comprises a tested subsystem, the tested subsystem comprises a first traction converter and at least two parallel traction motors, the direct current input end of the first traction converter is connected to a direct current power supply network, and the alternating current side of the first traction converter is connected with the at least two parallel traction motors; the accompanying test subsystem comprises at least two second traction converters and at least two load motors, the direct current input end of each second traction converter is connected to the direct current power supply network, and the alternating current side of each second traction converter is connected with one load motor; each load motor is also connected with one traction motor through a mechanical connecting shaft, and the traction motors connected with the load motors are different; and the control device is respectively connected with the first traction converter and the at least two second traction converters.

Description

Technical Field

[0001] The invention relates to the field of testing technology, and in particular to a testing system for an anti-skid / anti-idling control strategy of an urban rail transit vehicle. Background Art

[0002] As the vehicle wheels are in contact with the rails, the materials between the corresponding particles are deformed relative to each other, causing microscopic sliding in some areas of the wheel-rail contact surface, which is called the sliding area; the other part has zero relative speed, which is called the adhesion area. At the same time, the wheel is compressed and the rail is stretched in front of the contact surface; while the wheel-rail deformation at the rear of the contact surface is the opposite, the wheel is stretched and the rail is compressed, such as Figure 1 As the wheel rolls on the rail, the compressed part will gradually release and stretch, while the stretched part will slowly shrink. Along with the above phenomenon, the torque borne by the wheel will be continuously converted into the adhesion between the wheel and the rail, and finally provide the vehicle with corresponding traction or braking force.

[0003] When the torque applied to the wheel is small, the sliding zone is limited to a very small area on the rear edge of the wheel-rail contact surface. However, as the torque gradually increases, its area will also gradually increase until it covers the entire contact surface. At this time, the adhesion between the wheel and rail will be destroyed, resulting in macroscopic relative sliding of the wheel and rail, which will eventually cause the wheel to spin or slip.

[0004] According to the above analysis, the micro elastic sliding between the wheel and the rail caused by relative deformation, namely the creep phenomenon, is a necessary condition for converting the wheel torque into the adhesion between the wheel and the rail. The existence of creep makes the actual running speed of the vehicle body always lower than the circumferential linear speed of the wheel during acceleration, and the opposite is true during deceleration. This speed difference is called the creep speed ν s :

[0005] ν s =v w -ν t ;

[0006] Where, ν w is the wheel circumferential velocity; ν t is the actual running speed of the vehicle body. The creep rate γ can be expressed as:

[0007]

[0008] The adhesion coefficient μ is usually defined as the tangential force F between the wheel and rail. ad The normal force F on the wheel G The ratio is as follows:

[0009]

[0010] It can be seen that when the load is constant, the adhesion force is proportional to the adhesion coefficient, while the adhesion coefficient is a dispersed, random variable and has a nonlinear relationship with the creep velocity. Figure 2 The adhesion characteristic curves between the wheels and rails of subway vehicles under different road conditions are given, with the vertical axis being the adhesion coefficient and the horizontal axis being the creep speed.

[0011] As can be seen from the figure, the adhesion characteristic curves under different road conditions are different from each other, and the changes in road conditions are mainly determined by factors such as climate, environment, and human pollution. For example, dry and clean wheel-rail treads and rail surfaces have a higher adhesion coefficient, while in rain, snow, fog, and frost, the road surface is wet and the adhesion coefficient is significantly lower; once oil stains appear on the road surface, the adhesion coefficient will be further reduced. However, different characteristic curves have corresponding maximum adhesion coefficients μ max , and the corresponding creep velocity is defined as ν spot , therefore, (ν spt , μ max ) is the adhesion peak point of the current road condition. spot When the creep speed is greater than ν, the adhesion coefficient increases with the creep speed, and the relationship is approximately linear. spot After that, the system enters the unstable region, and the adhesion coefficient decreases rapidly with the increase of creep velocity.

[0012] In addition to the above-mentioned wheel tread and rail surface conditions, factors such as line quality and curve curvature, wheel-rail vertical load and wheel diameter, and vehicle running speed will also directly affect the size of the wheel-rail adhesion coefficient. At the same time, domestic and foreign research has shown that the adhesion coefficient also decreases with the increase of vehicle running speed, but the degree of influence is getting smaller and smaller.

[0013] Urban rail transit vehicles have the characteristics of short distance between stations and frequent traction and braking conversion. In actual operation, the Automatic Train Control (ATC) is usually used. Therefore, the acceleration / deceleration requirements of the vehicle are relatively high. In order to meet the high acceleration / deceleration requirements, the traction drive system is usually designed with a high calculated adhesion coefficient. However, the actual available adhesion coefficient between the wheel and the rail varies greatly with the different track surface conditions. Air humidity, leaves, oil pollution and axle weight changes will cause a sharp drop in the available adhesion coefficient between the wheel and the rail. At the same time, some subway operating lines are partially or even completely built in the open air, which will inevitably be affected by natural conditions such as rain and snow. Under the condition of a high calculated adhesion coefficient, the vehicle is very likely to idle / slip, which will not only cause great harm to the vehicle itself, but also inevitably reduce the acceleration / deceleration, resulting in operation delays and affecting parking accuracy. Therefore, for rail transit vehicles, there must be an efficient and reliable anti-skid / anti-idling control system.

[0014] At present, the most commonly used anti-skid / anti-idling control strategy for the traction drive system of rail transit vehicles, namely the combined correction method, has a simple calculation structure, fast response speed and low risk. However, since it needs to significantly reduce the motor output torque to eliminate the idling / skipping phenomenon, and slowly increase the motor output torque to prevent the idling / skipping phenomenon from happening again, the system operating point is often far away from the adhesion peak point, so the adhesion utilization rate is low, which will cause the vehicle to lose more acceleration during traction, and need to supplement too much air braking force during braking. In order to overcome the above defects, in recent years, many domestic scholars have gradually carried out research on anti-skid / anti-idling control technology based on modern adhesion control ideas for rail transit vehicles, such as creep speed method, adhesion slope method, fuzzy control method, etc.

[0015] However, no matter which anti-skid / anti-idling control strategy is adopted by the traction control system, comprehensive debugging and strict testing of the anti-skid / anti-idling control strategy must be carried out during the development of the traction system product and before the product is installed and officially put into operation to ensure the effectiveness of the function. At present, in terms of function and performance testing, the existing solutions are to use digital simulation or spray friction reduction fluid on the actual line.

[0016] Among them, the digital simulation test method mainly uses the digital modeling method to construct the vehicle body dynamics model, wheel-rail relationship model, traction drive system control model, and electrical models such as traction converter, traction motor, and DC side circuit. By operating the simulation software, the traction or braking force in the traction drive system control model is continuously adjusted, and the available adhesion coefficient in the wheel-rail relationship model is modified at the same time to simulate the idling or slipping phenomenon of the vehicle under different working conditions, so as to test the effectiveness of the anti-skid and anti-idling control strategy integrated in the traction drive system control model. However, the traction drive system control model in the digital simulation is inconsistent with the control algorithm actually integrated in the traction drive control system in terms of digital delay, signal transmission delay, algorithm execution cycle, etc., and the electrical models such as traction converter, traction motor, and DC side circuit ignore many nonlinear factors, which are somewhat different from the actual ones, and will indirectly affect the test results of the control strategy. Moreover, this digital simulation test method cannot meet the test requirements of the combination of software and hardware of the traction control system.

[0017] The current method of spraying friction-reducing fluid on the track used in the whole-vehicle test of rail transit vehicles is to spray the friction-reducing fluid on the actual rail surface to simulate the low adhesion state of the rail surface, monitor whether the system can effectively suppress when the train is idling or sliding, and whether the driver's screen displays the corresponding logo; stop spraying the friction-reducing fluid, and monitor whether the wheel traction / electric braking force can be quickly restored after the train disappears from idling or sliding. The usual evaluation criteria are:

[0018] When the moving axle idles, it should be able to be effectively suppressed without damaging the wheel tread and rails. At the same time, the train monitoring system should have an idle display.

[0019] When the moving axle slips, it should be able to be effectively suppressed without damaging the wheel tread and rails. At the same time, the train monitoring system should have a slip display.

[0020] When idling or sliding disappears, the train should be able to restore wheel traction / electric braking force as quickly as possible.

[0021] It can be seen that this method can truly reflect the wheel-rail relationship and the action and performance of the anti-skid / anti-idling control strategy in the actual traction control system. However, the manual spraying of friction-reducing fluid during vehicle driving cannot accurately select the different degrees of simulated idling and slipping, nor can it accurately select the various recovery conditions of the simulated wheel-rail relationship (such as rapid recovery to normal, slow recovery to normal, deterioration during recovery, etc.). Therefore, this method is not perfect for testing the anti-skid / anti-idling control performance; at the same time, this method requires the traction inverter to be installed on the vehicle and then tested on the whole vehicle. This test can only be carried out under the premise that the whole vehicle environment (traction, network, braking and other systems) are already fully functional, and it is difficult to discover control strategy problems in the early stage; secondly, the test involves the cooperation of multiple departments, the process is complicated and costly, and the anti-skid / anti-idling control strategies of different vehicles usually need to be adjusted multiple times according to the actual line and the performance of the control system itself. Therefore, the above method is not suitable for the debugging needs of the anti-skid / anti-idling control strategy.

[0022] This section is intended to provide a background or context to the embodiments of the invention recited in the claims. No description herein is admitted to be prior art by inclusion in this section. Summary of the invention

[0023] In order to solve the above technical problems, an embodiment of the present invention provides a testing system for anti-skid / anti-idling control strategy of urban rail transit vehicles, which can solve at least part of the above technical problems.

[0024] An embodiment of the present invention provides a test system for an anti-skid / anti-idling control strategy for an urban rail transit vehicle, comprising:

[0025] The subsystem under test comprises a first traction converter and at least two parallel traction motors, wherein a DC input end of the first traction converter is connected to a DC power supply network, and an AC side of the first traction converter is connected to the at least two parallel traction motors;

[0026] The accompanying test subsystem includes at least two second traction converters and at least two load motors, wherein the DC input end of each second traction converter is connected to the DC power supply network, the AC side of each second traction converter is connected to one of the load motors, and the load motors connected to the AC side of each second traction converter are different, and each of the load motors is also connected to one of the traction motors via a mechanical connection shaft, and the traction motors connected to each of the load motors are different;

[0027] A control device is connected to the first traction converter and the at least two second traction converters respectively.

[0028] In some embodiments, the tested subsystem further includes:

[0029] At least two speed sensors are respectively connected to the first traction converter, and each of the speed sensors detects a rotation speed of the mechanical connection shaft and sends the rotation speed of the mechanical connection shaft to the first traction converter.

[0030] In some embodiments, the tested subsystem further includes:

[0031] At least two current sensors are respectively connected to the first traction converter, and each current sensor detects a current of the traction motor and sends the current of the traction motor to the first traction converter.

[0032] An embodiment of the present invention also provides a test system for an anti-skid / anti-idling control strategy for an urban rail transit vehicle. Based on the test system for an anti-skid / anti-idling control strategy for an urban rail transit vehicle described in any of the above embodiments, the method includes:

[0033] The control device sends operating condition control information to the first traction converter according to a test instance of a target rail transit vehicle;

[0034] The first traction converter drives the at least two parallel traction motors to operate according to the operating condition control information;

[0035] The first traction converter acquires the real-time axle rotation speed of each traction motor and sends the real-time axle rotation speed of each traction motor to the control device;

[0036] The control device calculates the real-time torque control value of each load motor according to the real-time wheel axle rotation speed of each traction motor and the wheel-rail relationship adhesion characteristic curve configured for each load motor in the test instance and the switching mode between the wheel-rail relationship adhesion characteristic curves;

[0037] The control device sends the real-time torque control value of each load motor to the second traction converter connected to the load motor in real time;

[0038] Each of the second traction converters drives the connected load motor to operate according to the acquired real-time torque control value;

[0039] The performance of the vehicle anti-skid / anti-spin control strategy is determined according to the axle rotation speed of each of the traction motors and the actual torque control value output by each of the second traction converters acquired in real time.

[0040] In some embodiments, the first traction converter collects the rotation speed of the mechanical connection shaft through a speed sensor, and calculates the actual axle rotation speed of each traction motor according to the following formula:

[0041]

[0042] Among them, ν w represents the axle rotation speed, r represents the wheel radius of the target rail transit vehicle, R g represents the gearbox transmission ratio of the target rail transit vehicle, ω m It indicates the rotation speed of the mechanical connection shaft collected by the speed sensor, that is, the angular velocity of the mechanical connection shaft.

[0043] In some embodiments, the method further comprises:

[0044] Establishing a wheel-rail adhesion characteristic curve of the target rail transit vehicle under at least two road surface conditions according to the operation history data of the target rail transit vehicle under different road surface conditions of the actual line;

[0045] Configuring a wheel-rail relationship adhesion characteristic curve and a switching method between wheel-rail relationship adhesion characteristic curves for each traction motor;

[0046] A test instance of the target rail transit vehicle is generated according to the wheel-rail adhesion characteristic curve configured for each traction motor and the switching method between the wheel-rail adhesion characteristic curves.

[0047] In some embodiments, the expression of the wheel-rail relationship adhesion characteristic curve under each road surface condition is as follows:

[0048]

[0049] Where μ represents the adhesion coefficient, a, b, c, d represent constant coefficients, V sl Indicates the creep speed of the traction motor.

[0050] In some embodiments, the control device calculates the real-time torque control value of each load motor according to the real-time wheel axle rotation speed of each traction motor and the wheel-rail relationship adhesion characteristic curve configured for each load motor in the test instance and the switching mode between the wheel-rail relationship adhesion characteristic curves, including:

[0051] The control device calculates the wheel axle creep speed of each traction motor according to the difference between the real-time wheel axle rotation speed of each traction motor and the real-time speed of the target rail transit vehicle;

[0052] Determine the wheel-rail adhesion coefficient currently corresponding to each traction motor according to the wheel axle creep speed of each traction motor and the wheel-rail adhesion characteristic curve currently corresponding to each traction motor;

[0053] The wheel-rail adhesion force currently corresponding to each traction motor is calculated according to the wheel-rail adhesion coefficient currently corresponding to each traction motor and the mass of a single motor vehicle of the target rail transit vehicle;

[0054] Calculating the load torque of each traction motor according to the wheel-rail adhesion currently corresponding to each traction motor, the gear ratio of the target rail transit vehicle, and the wheel radius;

[0055] According to the load torque of each traction motor and the electromagnetic torque of each traction motor, a real-time torque control value of the load motor connected to each traction motor is calculated.

[0056] In some embodiments, the load torque of each traction motor is calculated according to the following formula:

[0057]

[0058] Where, T si represents the load torque of the i-th traction motor; F adi represents the wheel-rail adhesion force corresponding to the i-th traction motor at present; M MG M represents the sum of the mass of the single-unit EMU and the load mass borne by the mechanical connection shaft connected to the i-th traction motor; M Indicates the mass of a single EMU; M L Indicates the load mass of a single motor vehicle / trailer; g indicates the acceleration due to gravity; μ i represents the wheel-rail adhesion coefficient corresponding to the i-th traction motor; r represents the wheel radius of the target rail transit vehicle; R g represents the target rail transit vehicle gear ratio.

[0059] In some embodiments, the real-time torque control value of each load motor is calculated according to the following formula:

[0060]

[0061] Where, T Li represents the real-time torque control value of the i-th load motor; T si represents the load torque of the i-th traction motor, which simulates the load torque of the traction motor caused by the adhesion between the wheel and the rail; J e represents the torque inertia of the traction motor; ω mi represents the speed of the mechanical connection shaft to which the i-th traction motor is connected; T ei represents the electromagnetic torque of the traction motor.

[0062] In some embodiments, the method further comprises:

[0063] The real-time speed of the target rail transit vehicle is calculated based on the simulated adhesion provided by each load motor in the accompanying test subsystem, the adhesion of other moving shafts in the target rail transit vehicle except the mechanical connection shaft, the running wind resistance of the target rail transit vehicle and the vehicle parameter information of the target rail transit vehicle.

[0064] The test system and test method of the anti-skid / anti-idling control strategy of urban rail transit vehicles provided by the embodiment of the present invention include a tested subsystem, a companion test subsystem, a traction / load motor connected by a mechanical connection shaft, and a control device, wherein the tested subsystem and the companion test subsystem both work in a torque control mode, and the tested subsystem is an actual traction converter integrating the anti-skid / anti-idling control strategy to be tested, the DC input end is connected to a DC power supply network, and a GV AC side is connected to multiple parallel tested traction motors; the companion test subsystem is composed of multiple traction converters, the DC input end is connected to a DC power supply network, and the AC sides are respectively connected to corresponding companion test load motors; the tested traction motor driven by the tested traction converter and the companion test load motor driven by the companion test traction converter are respectively connected by a mechanical connection shaft, and the shaft torque exerted by the connecting shaft directly provides a load torque for the tested traction motor, which is equivalent to the adhesion phenomenon of the wheel-rail contact surface of the actual vehicle providing the adhesion force to the wheel converted to the equivalent motor load torque on the motor side. Therefore, the control device can be used to send different command information to the test system and the accompanying test traction control system through Ethernet, control the test system to simulate the actual line operation condition of the vehicle, and control the accompanying test load traction motor to output different torques in real time to change the torque value of the connecting shaft, which is equivalent to simulating the situation where the road surface state changes during the actual operation of the vehicle. Finally, by observing the changes in the speed of the mechanical connecting shaft of the test system and the output torque of the test traction motor, the effectiveness of the anti-skid / anti-idling control strategy integrated in the actual traction inverter of the test system can be verified. It can be seen that the embodiment of the present application is based on the energy mutual feedback towing test platform, and in order to improve the test efficiency, accuracy and completeness of the anti-skid / anti-idling control strategy of the traction transmission system of rail transit vehicles, a high-performance, low-cost and easy-to-operate anti-skid / anti-idling control strategy test system is proposed. BRIEF DESCRIPTION OF THE DRAWINGS

[0065] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the prior art descriptions. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work. In the drawings:

[0066] Figure 1 Schematic diagram of the formation of sliding area and adhesion area between vehicle wheels and rails.

[0067] Figure 2 These are the wheel-rail adhesion characteristic curves of subway vehicles under different road conditions.

[0068] Figure 3 It is a structural schematic diagram of a test system for an anti-skid / anti-idling control strategy for urban rail transit vehicles provided by an embodiment of the present invention.

[0069] Figure 4 It is a flow chart of a method for testing an anti-skid / anti-idling control strategy for urban rail transit vehicles provided by an embodiment of the present invention.

[0070] Figure 5 A signal flow diagram of a test system for an anti-skid / anti-idling control strategy for urban rail transit vehicles provided in an embodiment of the present invention.

[0071] Figure 6 It is a partial flow chart of a method for testing an anti-skid / anti-idling control strategy for urban rail transit vehicles provided by an embodiment of the present invention.

[0072] Figure 7 It is a partial flow chart of a method for testing an anti-skid / anti-idling control strategy for urban rail transit vehicles provided by an embodiment of the present invention.

[0073] Figure 8 It is a flow chart of a method for testing an anti-skid / anti-idling control strategy for urban rail transit vehicles provided by an embodiment of the present invention.

[0074] Fig. 9 A schematic diagram of the physical structure of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0075] To make the purpose, technical solution and advantages of the embodiments of the present invention more clear, the embodiments of the present invention are further described in detail below in conjunction with the accompanying drawings. Here, the exemplary embodiments of the present invention and their descriptions are used to explain the present invention, but are not intended to limit the present invention.

[0076] It should be noted that in the embodiments of the present invention, certain software, components, models and other existing solutions in the industry may be mentioned, which should be regarded as exemplary. Their purpose is only to illustrate the feasibility of implementing the technical solution of the present invention, but it does not mean that the inventor has or will necessarily use the solution.

[0077] Figure 3 FIG. 1 is a schematic diagram of a structure of a test system for an anti-skid / anti-idling control strategy for urban rail transit vehicles provided by an embodiment of the present invention. Figure 3 As shown, the test system for the anti-skid / anti-idling control strategy of urban rail transit vehicles provided by the embodiment of the present invention includes:

[0078] The subsystem under test 10 includes a first traction converter 11 and at least two parallel traction motors 12, wherein a DC input end of the first traction converter 11 is connected to a DC power supply network, and an AC side of the first traction converter 11 is connected to the at least two parallel traction motors 12;

[0079] The accompanying test subsystem 20 includes at least two second traction converters 21 and at least two load motors 22. The DC input end of each second traction converter 21 is connected to the DC power supply network. The AC side of each second traction converter 21 is connected to a load motor 22. The load motors 22 connected to the AC side of each second traction converter 21 are different. Each load motor 22 is also connected to a traction motor 12 via a mechanical connection shaft 23. The traction motors 12 connected to each load motor 22 are different.

[0080] The control device 30 is connected to the first traction converter 11 and the at least two second traction converters 21 respectively.

[0081] The test system for the anti-skid / anti-idling control strategy of urban rail transit vehicles provided by an embodiment of the present invention comprises a tested subsystem, a companion test subsystem, a traction / load motor connected by a mechanical connection shaft, and a control device, wherein the tested subsystem and the companion test subsystem both work in a torque control mode, and the tested subsystem is an actual traction converter integrating the anti-skid / anti-idling control strategy to be tested, the DC input end is connected to a DC power supply network, and a GV AC side is connected to multiple parallel tested traction motors; the companion test subsystem is composed of multiple traction converters, the DC input end is connected to a DC power supply network, and the AC sides are respectively connected to corresponding companion test load motors; the tested traction motor driven by the tested traction converter and the companion test load motor driven by the companion test traction converter are respectively connected by a mechanical connection shaft, and the shaft torque exerted by the connecting shaft directly provides a load torque for the tested traction motor, which is equivalent to the adhesion phenomenon of the wheel-rail contact surface of the actual vehicle providing the adhesion force to the wheel converted to the equivalent motor load torque on the motor side. Therefore, the control device can be used to send different command information to the test system and the accompanying test traction control system through Ethernet, control the test system to simulate the actual line operation condition of the vehicle, and control the accompanying test load traction motor to output different torques in real time to change the torque value of the connecting shaft, which is equivalent to simulating the situation where the road surface state changes during the actual operation of the vehicle. Finally, by observing the changes in the speed of the mechanical connecting shaft of the test system and the output torque of the test traction motor, the effectiveness of the anti-skid / anti-idling control strategy integrated in the actual traction inverter of the test system can be verified. It can be seen that the embodiment of the present application is based on the energy mutual feedback towing test platform, and in order to improve the test efficiency, accuracy and completeness of the anti-skid / anti-idling control strategy of the traction transmission system of rail transit vehicles, a high-performance, low-cost and easy-to-operate anti-skid / anti-idling control strategy test system is proposed.

[0082] In some embodiments, the subsystem under test further includes: at least two speed sensors, the at least two speed sensors are respectively connected to the first traction converter, each of the speed sensors detects the rotation speed of one of the mechanical connection shafts and sends the rotation speed of the mechanical connection shaft to the first traction converter.

[0083] In some embodiments, the subsystem under test further includes: at least two current sensors, the at least two current sensors are respectively connected to the first traction inverter, each of the current sensors detects a current of the traction motor and sends the current of the traction motor to the first traction inverter.

[0084] Figure 4 is a flow chart of a method for testing an anti-skid / anti-idling control strategy for urban rail transit vehicles provided by an embodiment of the present invention, such as Figure 4 As shown, the test method of the anti-skid / anti-idling control strategy of urban rail transit vehicles provided by the embodiment of the present invention includes:

[0085] S1, the control device sends operating condition control information to the first traction converter according to a test instance of a target rail transit vehicle;

[0086] S2. The first traction converter drives the at least two parallel traction motors to operate according to the operating condition control information;

[0087] S3, the first traction converter acquires the real-time axle rotation speed of each traction motor and sends the real-time axle rotation speed of each traction motor to the control device;

[0088] S4, the control device calculates the real-time torque control value of each load motor according to the real-time wheel axle rotation speed of each traction motor and the wheel-rail relationship adhesion characteristic curve configured for each load motor in the test instance and the switching mode between the wheel-rail relationship adhesion characteristic curves;

[0089] S5, the control device sends the real-time torque control value of each load motor to the second traction converter connected to the load motor in real time;

[0090] S6. Each of the second traction converters drives the connected load motor to operate according to the acquired real-time torque control value;

[0091] S7. Determine the performance of the vehicle anti-skid / anti-spin control strategy according to the wheel shaft rotation speed of each of the traction motors and the actual torque control value output by each of the second traction converters acquired in real time.

[0092] Specifically, if Figure 5As shown in the figure, the system outputs the direction and torque instructions through the host computer operation interface and sends them to the traction inverter control system of the tested subsystem through Ethernet, thereby driving the parallel traction motor to traction forward, braking forward, traction backward, and braking backward to simulate the different states of the traction motor under various operating conditions of the actual vehicle line. At the same time, the wheel-rail relationship of different models under different road conditions and the sudden change and recovery process of road conditions are designed by hybrid driving of models and data. Its essence is as follows Figure 2 The adhesion characteristic curve shown is the real-time change of the relationship curve between the actual creep speed and the available adhesion coefficient, and based on this, the vehicle body dynamics model is constructed to calculate the real-time vehicle body running speed.

[0093] The actual shaft speed of each connected shaft obtained by the test subsystem through sensors is received through Ethernet, and combined with the vehicle body dynamics model, torque instructions are finally sent to the traction inverter control systems of the accompanying test subsystem, thereby driving each accompanying test load motor to exert traction torque or braking torque, thereby indirectly controlling the mechanical connection shaft torque to simulate the change of the traction motor load torque during the actual vehicle operation under specified road conditions.

[0094] The traction inverter control system of the tested subsystem drives the tested traction motor to operate and exert the corresponding torque according to the instructions sent by the host computer operation interface. Its integrated anti-skid / anti-idling control strategy plays a role according to the actual situation.

[0095] The control systems of the traction converters of the accompanying test subsystem drive the accompanying test load motor to operate and exert the corresponding torque according to the instructions sent by the upper computer operation interface, and provide load torque to the tested traction motor through the mechanical connection shaft.

[0096] In some embodiments, the first traction converter collects the rotation speed of the mechanical connection shaft through a speed sensor, and calculates the actual axle rotation speed of each traction motor according to the following formula:

[0097]

[0098] Among them, ν w represents the axle rotation speed, r represents the wheel radius of the target rail transit vehicle, R g represents the gearbox transmission ratio of the target rail transit vehicle, ω m It indicates the rotation speed of the mechanical connection shaft collected by the speed sensor, that is, the angular velocity of the mechanical connection shaft.

[0099] like Figure 6 As shown, in some embodiments, the method further includes:

[0100] S01. Establishing a wheel-rail adhesion characteristic curve of the target rail transit vehicle under at least two road surface conditions according to the operation history data of the target rail transit vehicle under different road surface conditions of the actual line;

[0101] S02, configuring a wheel-rail relationship adhesion characteristic curve and a switching method between the wheel-rail relationship adhesion characteristic curves for each traction motor;

[0102] S03. Generate a test instance of the target rail transit vehicle according to the wheel-rail adhesion characteristic curve configured for each traction motor and the switching method between the wheel-rail adhesion characteristic curves.

[0103] Specifically, in addition to the wheel-rail relationship adhesion characteristic curve configured for each traction motor and the switching method between the wheel-rail relationship adhesion characteristic curves, the test example can also include a speed curve configured for each traction motor and a traction force / braking force curve configured for each traction motor. During the test, the traction force / braking force of each traction motor is made to conform to the traction force / braking force curve, and the load torque of the traction motor is simulated by controlling the load motor so that the speed of each traction motor during the test conforms to the speed curve.

[0104] In some embodiments, the expression of the wheel-rail relationship adhesion characteristic curve under each road surface condition is as follows:

[0105]

[0106] Where μ represents the adhesion coefficient, a, b, c, d represent constant coefficients, V sl Indicates the creep speed of the traction motor.

[0107] like Figure 7 As shown, in some embodiments, the above step S4 may include:

[0108] S41, the control device calculates the wheel axle creep speed of each traction motor according to the difference between the real-time wheel axle rotation speed of each traction motor and the real-time speed of the target rail transit vehicle;

[0109] S42, determining the wheel-rail adhesion coefficient currently corresponding to each traction motor according to the wheel axle creep speed of each traction motor and the wheel-rail adhesion characteristic curve currently corresponding to each traction motor;

[0110] S43, calculating the wheel-rail adhesion force currently corresponding to each traction motor according to the wheel-rail adhesion coefficient currently corresponding to each traction motor and the mass of a single motor vehicle of the target rail transit vehicle;

[0111] S44, calculating the load torque of each traction motor according to the wheel-rail adhesion currently corresponding to each traction motor, the gear ratio of the target rail transit vehicle, and the wheel radius;

[0112] S45. Calculate the real-time torque control value of each traction motor according to the load torque of each traction motor and the electromagnetic torque of each traction motor.

[0113] In some embodiments, the load torque of each traction motor is calculated according to the following formula:

[0114]

[0115] Where, T si represents the load torque of the i-th traction motor; F adi represents the wheel-rail adhesion force corresponding to the i-th traction motor at present; M MG M represents the sum of the mass of the single-unit EMU and the load mass borne by the mechanical connection shaft connected to the i-th traction motor; M Indicates the mass of a single EMU; M L Indicates the load mass of a single motor vehicle / trailer; g indicates the acceleration due to gravity; μ i represents the wheel-rail adhesion coefficient corresponding to the i-th traction motor; r represents the wheel radius of the target rail transit vehicle; R g represents the target rail transit vehicle gear ratio.

[0116] In some embodiments, the real-time torque control value of each load motor is calculated according to the following formula:

[0117]

[0118] Where, T Li represents the real-time torque control value of the i-th load motor; T si represents the load torque of the i-th traction motor, which simulates the load torque of the traction motor caused by the adhesion between the wheel and the rail; J e represents the torque inertia of the traction motor; ω mi represents the speed of the mechanical connection shaft to which the i-th traction motor is connected; T ei represents the electromagnetic torque of the traction motor.

[0119] In some embodiments, the method also includes: calculating the real-time speed of the target rail transit vehicle based on the simulated adhesion provided by each of the load motors in the test subsystem, the adhesion of other moving shafts in the target rail transit vehicle except the mechanical connection shaft, the running wind resistance of the target rail transit vehicle, and vehicle parameter information of the target rail transit vehicle.

[0120] It can be understood that when the real-time speed of the target rail transit vehicle is calculated for the first time, the initial speed of the target rail transit vehicle designed in the example is used as the real-time speed.

[0121] In order to better understand the present application, the test system and test method of the anti-skid / anti-idling control strategy for urban rail transit vehicles provided by the present application are introduced in detail below through a specific embodiment.

[0122] This embodiment is based on the energy feedback towing test platform, and connects the host computer, the traction converter control system of the tested subsystem, and the traction converter control systems of each accompanying tested subsystem through Ethernet. The test system operation interface is built in the host computer, and the shared information in the network is received and instructions are sent to control the tested and accompanying tested subsystems to work in the specified working conditions, completing the comprehensive test of the anti-slip / anti-idling control strategy integrated in the traction converter control system of the tested subsystem.

[0123] The specific implementation steps are as follows: Figure 8 As shown:

[0124] 1) Build the test system operation interface in the host computer, simulate the vehicle driver's console, and send the direction and traction / braking force instructions to the traction inverter control system under test. The traction inverter control system under test drives the traction motor under test to start running in the specified working conditions (forward traction, forward braking, reverse traction, reverse braking under different torques) according to the instructions. And send the axle rotation speed corresponding to the actual speed of each traction motor under test to the Ethernet sharing. The axle rotation speed calculation formula is as follows:

[0125]

[0126] The axle rotation speed ν w The unit is km / h, r is the wheel radius, R g is the vehicle gearbox transmission ratio, ω m It is the connecting shaft speed acquired by the traction converter of the subsystem under test through the speed sensor, that is, the mechanical angular velocity of the traction motor under test.

[0127] 2) The upper computer test system operation interface adopts a model and data hybrid drive method to design the wheel-rail relationship of different vehicle models under different road conditions and the sudden change and recovery process of road conditions. The wheel-rail relationship model is established as follows:

[0128]

[0129] According to the operation history data of rail transit vehicles under different road conditions on actual lines, such as axle speed, vehicle running speed, torque command value, torque actual value, vehicle rotational inertia, etc., combined with the characteristics of dry, wet and oily roads, the model parameter combination under different road conditions is designed: dry road adhesion characteristic curve (a 1 , b 1 、c 1 d 1 ), wet road adhesion characteristic curve (a 2 , b 2 、c 2 d 2 ), oily road adhesion characteristic curve (a 3 , b 3 、c 3 d 3 ),like Figure 2 And each road condition can be designed with different levels of conditions by fine-tuning the coefficient, such as severe wetness, moderate wetness and slight wetness.

[0130] The operation interface can design the corresponding wheel-rail adhesion characteristic curve (μ) for each test motor according to the road surface condition (dry, wet, oily) n ,ν sn ) Where n is the number of the test load motor.

[0131] The test system operation interface is designed to switch between different wheel-rail adhesion characteristic curves according to the specific test requirements, thereby simulating different road surface state mutations and recovery processes.

[0132] In summary, the upper computer operation interface finally switches the wheel-rail adhesion characteristic curve (μ n ,ν sn ) to meet comprehensive testing needs. The switching sequence and time can be designed in advance as test cases and completed automatically.

[0133] 3) The upper computer test system operation interface obtains the shaft speed of each mechanical connection shaft through Ethernet and establishes a rail transit vehicle dynamics model. The model is used to output the torque command value of each traction converter of the accompanying test subsystem. The specific process is as follows Figure 5 shown.

[0134] First, use the speed of each axis νwi (where i = 1, 2, 3, 4) and vehicle speed ν t The creep velocity ν of each axis is calculated by the difference si (where i = 1, 2, 3, 4). Then, the wheel-rail adhesion characteristic curve (μ i ,ν si ), and obtain the current adhesion coefficient μ of each axis by looking up the table i , where i=1,2,3,4.

[0135] Secondly, the adhesion force corresponding to each axle is calculated based on the mass of a single-section motor vehicle. Taking the vehicle control (one traction converter under test drives four parallel motors at the same time) rail transit vehicle as an example, the calculation formula for the adhesion force between the wheel and rail of a single driving axle is as follows:

[0136] F adi =μ i ×M MG ×g

[0137] In the formula, M is the sum of the mass of the train itself and the load mass borne by a single axle; M Indicates the mass of a single EMU; M L represents the load mass of a single motor vehicle / trailer; g is the acceleration of gravity; the calculated wheel-rail adhesion F adi Among them, i=1,2,3,4 is the traction or braking force provided by a single motor for the vehicle. For the vehicle body alone, it behaves as power during vehicle traction and as resistance during braking.

[0138] According to the principle of action and reaction, if the force analysis is performed on the wheel, F adi Then it is the resistance that hinders the rotation trend of the wheel. Therefore, the equivalent wheel rotation models are as shown below:

[0139]

[0140] T wi =T ei ×R g ;

[0141] ω wi =v wi ×r;

[0142] In the formula, J w represents the wheel torque inertia; r represents the wheel radius; R g Indicates the gearbox transmission ratio; ω wi represents the wheel rotation angular velocity; T ei Represents the electromagnetic torque of the motor; Twi Represents the wheel dynamic torque.

[0143] Afterwards, the rotation model of each motor is established based on the vehicle gear ratio and wheel radius:

[0144]

[0145] In the formula, J e Represents the motor torque inertia; ω mi (where i = 1, 2, 3, 4) represents the mechanical connection shaft speed; T si Represents the connecting shaft torque, which simulates the traction motor load torque caused by the adhesion between the wheel and rail.

[0146] Finally, the output torque command value T of each traction converter of the test subsystem is calculated according to the following formula: Li , where i = 1, 2, 3, 4. It is sent to the control systems of each traction converter of the accompanying test subsystem via Ethernet.

[0147]

[0148] At the same time, considering that the vehicle structure itself has n M Section EMU, n T Section trailer, total 4×n M The sum of the trailer mass and the load mass is defined as M. TG , the vehicle speed is calculated by combining wind resistance and adhesion of other dynamic axles.

[0149]

[0150] F adi =μ i ×M MG ×gi=1,2,3,4;

[0151]

[0152] In the formula, F ad1 ,F ad2 ,F ad3 ,F ad4 It indicates the simulated adhesion provided by the four load motors corresponding to the accompanying test subsystem in the test system. In order to simulate the adhesion of the vehicle's other dynamic axles besides the above four axles, the test system does not allow idling and slipping by default. d It is the wind resistance of rail train operation.

[0153] 4) All traction converter control systems in the test subsystem follow the torque command T Li The driving test traction motor starts to operate under the specified working condition (traction or braking under different torques).

[0154] 5) The test system determines the effectiveness of the anti-skid / anti-idling control strategy integrated in the traction inverter control system of the subsystem under test by observing the changes in the speed of each connected shaft and the changes in the actual value of the output torque of the traction inverter of the subsystem under test in real time, and comprehensively tests its performance.

[0155] The difference between this embodiment and the prior art is that: by using the ground energy feedback towing test platform, the torque of the connecting shaft is adjusted in real time by controlling the torque output by the accompanying test motor, thereby simulating the situation where the road surface state changes during the actual vehicle operation, and then directly conducting basic function and performance tests on the actual traction converter with integrated anti-skid / anti-idling control strategy. The host computer operation interface adopts a data and model hybrid drive method to design the wheel-rail relationship of different vehicle models under different road conditions and the sudden change and recovery process of the road surface state, and establish a vehicle body dynamics model, and realize a comprehensive and accurately controllable test by controlling the traction converters of the accompanying test subsystem to drive the load motor to output different torques. In the conventional ground energy feedback towing test platform, one of the tested subsystem and the accompanying test subsystem usually works in torque closed-loop control, and the other works in speed closed-loop control. The test system of the present invention runs both subsystems in torque closed-loop control mode, and the host computer automatically coordinates the work to simulate the wheel-rail relationship.

[0156] The test system and test method of the anti-skid / anti-spin control strategy for urban rail transit vehicles provided in this embodiment have the following advantages compared with the digital simulation test and the actual line spraying friction reducing fluid test of the whole vehicle:

[0157] By using the energy feedback towing test platform, the basic functions and performance tests are directly carried out on the actual traction converter with integrated anti-skid / anti-idling control strategy. Compared with the digital simulation test, the tested control strategy runs in the real environment, which solves the inconsistency between the control strategy model in the simulation test and the actual control strategy in terms of signal digital delay, algorithm execution cycle, output pulse accuracy, etc. It also meets the requirements of simultaneous testing of control system hardware and software.

[0158] The control object of the actual traction converter with integrated anti-skid / anti-idling control strategy is the actual traction motor. Compared with the digital simulation test, the modeling errors of the converter, DC side circuit and traction motor are eliminated, and the accuracy of the test is improved.

[0159] The invented test system is based on an energy feedback towing test platform and can be completed in a ground laboratory. Compared with the actual vehicle line spraying friction reducing fluid test method, it does not need to install the traction inverter and does not require the cooperation of other systems. Therefore, the test conditions are simple, the test operation is convenient and the test cost is low.

[0160] The invented test system is based on the energy feedback towing test platform. The tested subsystem converts electrical energy into mechanical energy and transmits it to the accompanying subsystem. The accompanying subsystem converts the obtained mechanical energy into electrical energy and returns it to the tested subsystem through the DC bus, and vice versa, thereby realizing the energy circulation within the entire system. Compared with the actual vehicle line spraying friction reduction fluid test method, it has less impact on the DC power grid and consumes less electricity. The energy consumption of the entire system is only the loss of each main circuit, the control part of the components and the internal loss of each motor.

[0161] The test system adopts a hybrid data and model driven approach to design the wheel-rail relationship of different models under different road conditions, as well as the sudden change and recovery process of road conditions, and establish a vehicle body dynamics model. Compared with the actual vehicle line spraying friction reducing fluid test method, the test is more comprehensive, and the test conditions can be precisely controlled.

[0162] Fig. 9 A schematic diagram of the physical structure of an electronic device provided in an embodiment of the present invention, such as Fig. 9 As shown, the electronic device 003 includes a processor 301, a memory 302 and a bus 303. The processor 301 and the memory 302 communicate with each other via the bus 303.

[0163] The processor 301 is used to call the program instructions in the memory 302 to execute the methods provided by the above method embodiments.

[0164] An embodiment of the present invention further provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the test method for the anti-skid / anti-idling control strategy of the urban rail transit vehicle.

[0165] An embodiment of the present invention further provides a computer program product, which includes a computer program. When the computer program is executed by a processor, the test method of the anti-skid / anti-idling control strategy of the urban rail transit vehicle is implemented.

[0166] Those skilled in the art will appreciate that embodiments of the present invention may be provided as methods, systems, or computer program products. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0167] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0168] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0169] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process in the computer or other programmable device. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0170] The specific embodiments described above further illustrate the objectives, technical solutions and beneficial effects of the present invention in detail. It should be understood that the above description is only a specific embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A test system for anti-skid / anti-idling control strategy of urban rail transit vehicles, characterized in that: The test system comprises: The subsystem under test comprises a first traction converter and at least two parallel traction motors, wherein a DC input end of the first traction converter is connected to a DC power supply network, and an AC side of the first traction converter is connected to the at least two parallel traction motors; The accompanying test subsystem includes at least two second traction converters and at least two load motors, wherein the DC input end of each second traction converter is connected to the DC power supply network, the AC side of each second traction converter is connected to one of the load motors, and the load motors connected to the AC side of each second traction converter are different, and each of the load motors is also connected to one of the traction motors via a mechanical connection shaft, and the traction motors connected to each of the load motors are different; A control device is connected to the first traction converter and the at least two second traction converters respectively.

2. The test system according to claim 1, characterized in that: The tested subsystem also includes: at least two speed sensors, the at least two speed sensors are respectively connected to the first traction converter, each of the speed sensors detects a rotation speed of the mechanical connection shaft and sends the rotation speed of the mechanical connection shaft to the first traction converter; At least two current sensors are respectively connected to the first traction converter, and each current sensor detects a current of the traction motor and sends the current of the traction motor to the first traction converter.

3. A test method for anti-skid / anti-idling control strategy of urban rail transit vehicles, characterized in that: Based on the test system of the anti-skid / anti-idling control strategy of urban rail transit vehicles according to claim 1 or 2, the method comprises: The control device sends operating condition control information to the first traction converter according to a test instance of a target rail transit vehicle; The first traction converter drives the at least two parallel traction motors to operate according to the operating condition control information; The first traction converter acquires the real-time axle rotation speed of each traction motor and sends the real-time axle rotation speed of each traction motor to the control device; The control device calculates the real-time torque control value of each load motor according to the real-time wheel axle rotation speed of each traction motor and the wheel-rail relationship adhesion characteristic curve configured for each load motor in the test instance and the switching mode between the wheel-rail relationship adhesion characteristic curves; The control device sends the real-time torque control value of each load motor to the second traction converter connected to the load motor in real time; Each of the second traction converters drives the connected load motor to operate according to the acquired real-time torque control value; The performance of the vehicle anti-skid / anti-spin control strategy is determined according to the axle rotation speed of each of the traction motors and the actual torque control value output by each of the second traction converters acquired in real time.

4. The method according to claim 3, characterized in that The first traction converter collects the rotation speed of the mechanical connection shaft through a speed sensor, and calculates the actual axle rotation speed of each traction motor according to the following formula: Among them, ν w represents the axle rotation speed, r represents the wheel radius of the target rail transit vehicle, R g represents the gearbox transmission ratio of the target rail transit vehicle, ω m It indicates the rotation speed of the mechanical connection shaft collected by the speed sensor, that is, the angular velocity of the mechanical connection shaft.

5. The method according to claim 3, characterized in that: The method further comprises: Establishing a wheel-rail adhesion characteristic curve of the target rail transit vehicle under at least two road surface conditions according to the operation history data of the target rail transit vehicle under different road surface conditions of the actual line; Configuring a wheel-rail relationship adhesion characteristic curve and a switching method between wheel-rail relationship adhesion characteristic curves for each traction motor; A test instance of the target rail transit vehicle is generated according to the wheel-rail adhesion characteristic curve configured for each traction motor and the switching method between the wheel-rail adhesion characteristic curves.

6. The method according to claim 5, characterized in that The expression of the wheel-rail adhesion characteristic curve under each road surface condition is as follows: Where μ represents the adhesion coefficient, a, b, c, d represent constant coefficients, V sl Indicates the creep speed of the traction motor.

7. The method according to claim 3, characterized in that The control device calculates the real-time torque control value of each load motor according to the real-time wheel axle rotation speed of each traction motor and the wheel-rail relationship adhesion characteristic curve configured for each load motor in the test instance and the switching mode between the wheel-rail relationship adhesion characteristic curves, including: The control device calculates the wheel axle creep speed of each traction motor according to the difference between the real-time wheel axle rotation speed of each traction motor and the real-time speed of the target rail transit vehicle; Determine the wheel-rail adhesion coefficient currently corresponding to each traction motor according to the wheel axle creep speed of each traction motor and the wheel-rail adhesion characteristic curve currently corresponding to each traction motor; The wheel-rail adhesion force currently corresponding to each traction motor is calculated according to the wheel-rail adhesion coefficient currently corresponding to each traction motor and the mass of a single motor vehicle of the target rail transit vehicle; Calculating the load torque of each traction motor according to the wheel-rail adhesion currently corresponding to each traction motor, the gear ratio of the target rail transit vehicle, and the wheel radius; According to the load torque of each traction motor and the electromagnetic torque of each traction motor, a real-time torque control value of the load motor connected to each traction motor is calculated.

8. The method according to claim 7, characterized in that The load torque of each traction motor is calculated according to the following formula: Where, T si represents the load torque of the i-th traction motor; F adi represents the wheel-rail adhesion force corresponding to the i-th traction motor at present; M MG M represents the sum of the mass of the single-unit EMU and the load mass borne by the mechanical connection shaft connected to the i-th traction motor; M Indicates the mass of a single EMU; M L represents the load mass of a single motor vehicle / trailer; g represents the acceleration due to gravity; μ i represents the wheel-rail adhesion coefficient corresponding to the i-th traction motor; r represents the wheel radius of the target rail transit vehicle; R g represents the target rail transit vehicle gear ratio.

9. The method according to claim 7, characterized in that: The real-time torque control value of each load motor is calculated according to the following formula: Where, T Li represents the real-time torque control value of the i-th load motor; T si represents the load torque of the i-th traction motor, which simulates the load torque of the traction motor caused by the adhesion between the wheel and the rail; J e represents the torque inertia of the traction motor; ω mi represents the speed of the mechanical connection shaft to which the i-th traction motor is connected; T ei represents the electromagnetic torque of the traction motor.

10. The method according to claim 7, characterized in that The method further comprises: The real-time speed of the target rail transit vehicle is calculated based on the simulated adhesion provided by each load motor in the accompanying test subsystem, the adhesion of other moving shafts in the target rail transit vehicle except the mechanical connection shaft, the running wind resistance of the target rail transit vehicle and the vehicle parameter information of the target rail transit vehicle.

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