Railway vehicle traction starting operation method and device and train

Abstract

The invention provides a rail vehicle traction starting operation method and device and a train, and is mainly applied to the technical field of urban rail transit. The railway vehicle traction starting operation method comprises the steps that in response to the situation that the vehicle meets a high acceleration mode entering condition, the starting traction force of the vehicle is determined based on the gradient of a rail where the vehicle is located; based on the starting traction force and the environment temperature of the environment where the vehicle is located, high acceleration duration and intermittent duration are determined; and based on the high acceleration duration and the intermittent duration, the vehicle is controlled to start and operate based on the high acceleration mode.

Description

Technical Field

[0001] The present disclosure relates to the technical field of urban rail transit, and more particularly, to a method, device and train for starting and operating a rail vehicle under traction. Background Art

[0002] With the rapid development of the global high-speed rail network, high-speed rail lines are gradually extending to various complex terrains, including non-plain areas such as mountains, hills and plateaus. The operating environment in these areas is relatively harsh, especially the ramp conditions, which pose higher requirements for the design and performance of high-speed multiple units. In order to meet the operating requirements of special sections, the multiple units not only need to have excellent traction and braking performance, but also be able to self-start and rescue other fully loaded multiple units to run to the nearest station in case of power loss or failure.

[0003] Currently, with the complication of the operating environment, especially the emergence of large ramps such as etc., the starting ability of high-speed multiple units when losing part of the power under the conventional traction characteristics cannot meet the line performance requirements. Summary of the Invention

[0004] In view of this, the present disclosure provides a method, device and train for starting and operating a rail vehicle under traction.

[0005] One aspect of the present disclosure provides a method for starting and operating a rail vehicle under traction, including: in response to the vehicle satisfying the entry conditions for the high-acceleration mode, determining the starting traction force of the vehicle based on the slope of the track where the vehicle is located; determining the high-acceleration duration and the intermittent duration based on the starting traction force and the ambient temperature of the environment where the vehicle is located; and controlling the vehicle to start and operate based on the high-acceleration mode based on the high-acceleration duration and the intermittent duration.

[0006] According to an embodiment of the present disclosure, the determining the starting traction force of the vehicle based on the slope of the track where the vehicle is located includes: obtaining a resistance characteristic curve based on the slope of the track where the vehicle is located; determining a traction characteristic curve of the vehicle based on the resistance characteristic curve and the expected equilibrium speed of the high-acceleration mode; and determining the starting traction force from the traction characteristic curve.

[0007] According to an embodiment of the present disclosure, determining the high-acceleration duration and the intermittent duration based on the above-mentioned starting traction force and the ambient temperature of the vehicle environment includes: using the traction force ratio between the above-mentioned starting traction force and the reference starting traction force, and based on a plurality of converter temperature characteristic curves of the traction converter of the vehicle and a plurality of motor temperature characteristic curves of the traction motor of the vehicle, fitting to obtain a target converter temperature characteristic curve and a target motor temperature characteristic curve, wherein the above-mentioned plurality of converter temperature characteristic curves and the above-mentioned plurality of motor temperature characteristic curves are obtained by testing based on different traction force ratios in a simulation environment; determining a first heating duration and a first cooling duration based on the above-mentioned target converter temperature characteristic curve and the ambient temperature; determining a second heating duration and a second cooling duration based on the above-mentioned target motor temperature characteristic curve and the ambient temperature; determining the above-mentioned high-acceleration duration based on the above-mentioned first heating duration and the above-mentioned second heating duration; and determining the above-mentioned intermittent duration based on the above-mentioned first cooling duration and the above-mentioned second cooling duration.

[0008] According to an embodiment of the present disclosure, determining the first heating duration and the first cooling duration based on the above-mentioned target converter temperature characteristic curve and the ambient temperature includes: obtaining a first reference temperature of the water inlet of the traction converter of the vehicle when the vehicle is in a stationary state; determining the duration consumed for rising from the first reference temperature to a first temperature threshold of the water inlet of the traction converter based on the heating rate characterized by the above-mentioned target converter temperature characteristic curve, to obtain the above-mentioned first heating duration; and determining the duration consumed for dropping from the first temperature threshold to the first reference temperature based on a first expected temperature drop rate, to obtain the above-mentioned first cooling duration, wherein the above-mentioned first expected temperature drop rate is determined based on the ambient temperature.

[0009] According to an embodiment of the present disclosure, determining the second heating duration and the second cooling duration based on the above-mentioned target motor temperature characteristic curve and the ambient temperature includes: obtaining a second reference temperature of the stator of the traction motor of the vehicle when the vehicle is in a stationary state; determining the duration consumed for rising from the second reference temperature to a second temperature threshold of the stator of the traction motor based on the heating rate characterized by the above-mentioned target motor temperature characteristic curve, to obtain the above-mentioned second heating duration; and determining the duration consumed for dropping from the second temperature threshold to the second reference temperature based on a second expected temperature drop rate, to obtain the above-mentioned second cooling duration, wherein the above-mentioned second expected temperature drop rate is determined based on the ambient temperature.

[0010] According to an embodiment of the present disclosure, controlling the vehicle to start and operate based on the high-acceleration duration and the intermittent duration includes: determining an operation control strategy of the vehicle based on the high-acceleration duration and the intermittent duration, where each control cycle of the operation control strategy includes a first period corresponding to the high-acceleration duration and a second period corresponding to the intermittent duration; controlling the vehicle to start and operate based on the high-acceleration mode within the first period of each control cycle; and controlling the vehicle to stop operating within the second period of each control cycle.

[0011] According to an embodiment of the present disclosure, the vehicle satisfying the high-acceleration mode entry conditions includes: the main control end signal of the vehicle being valid; the vehicle being in a stationary state; the remaining power of the vehicle being greater than a power threshold; the vehicle having a traction converter in a normal working state; the temperature of the water inlet of the traction converter of the vehicle being lower than a first reference temperature; and the temperature of the stator of the traction motor of the vehicle being lower than a second reference temperature.

[0012] According to an embodiment of the present disclosure, controlling the vehicle to start and operate based on the high-acceleration duration and the intermittent duration includes: controlling the vehicle to start and operate based on the high-acceleration mode within the high-acceleration duration; and in response to the operation duration of the vehicle being greater than or equal to the high-acceleration duration, and when it is determined that the vehicle satisfies the high-acceleration mode exit conditions, controlling the vehicle to stop operating within the intermittent duration.

[0013] According to an embodiment of the present disclosure, the vehicle satisfying the high-acceleration mode exit conditions includes any one of the following: the temperature of the water inlet of the traction converter of the vehicle being higher than a first temperature threshold; the temperature of the stator of the traction motor of the vehicle being higher than a second temperature threshold; the traction converter for executing the high-acceleration mode in the vehicle being faulty or removed; and a communication fault of the vehicle.

[0014] Another aspect of the present disclosure provides a device for starting and operating the traction of a rail vehicle, including: a first determination module for determining a starting traction force of the vehicle based on the slope of the track where the vehicle is located in response to the vehicle satisfying the high-acceleration mode entry conditions; a second determination module for determining a high-acceleration duration and an intermittent duration based on the starting traction force and the ambient temperature of the environment where the vehicle is located; and a control module for controlling the vehicle to start and operate based on the high-acceleration duration and the intermittent duration.

[0015] Another aspect of the present disclosure provides a train, including: an on-vehicle control system and a high-acceleration traction converter. The on-vehicle control system is configured to drive the high-acceleration traction converter to operate by using the rail vehicle traction start operation method as described in any one of the above, so as to control the vehicle to start and operate based on the high-acceleration mode.

[0016] Another aspect of the present disclosure provides an electronic device, including: one or more processors; a memory for storing one or more programs, wherein when the one or more programs are executed by the one or more processors, the one or more processors are caused to implement the method as described above.

[0017] Another aspect of the present disclosure provides a computer-readable storage medium storing computer-executable instructions, which are used to implement the method as described above when executed.

[0018] Another aspect of the present disclosure provides a computer program product, which includes computer-executable instructions, and the instructions are used to implement the method as described above when executed.

[0019] According to the embodiments of the present disclosure, the starting traction force, the high-acceleration duration, and the intermittent duration are determined based on the track gradient and the ambient temperature, ensuring that the high-acceleration operation mode can be immediately started by making full use of the traction force in the case where the rail vehicle loses some power on the slope, and guaranteeing the smoothness and reliability of the starting of the rail vehicle; in addition, through the precise control of the vehicle traction start process, the requirements for the starting and operation of the rail vehicle itself and the rescue of other trains are met, improving the traction performance and adaptability of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Through the following description of the embodiments of the present disclosure with reference to the drawings, the above and other objects, features, and advantages of the present disclosure will become clearer. In the drawings:

[0021] Figure 1 Schematically shows a flowchart of the rail vehicle traction start operation method according to the embodiments of the present disclosure;

[0022] Figure 2 Schematically shows a schematic diagram of a resistance characteristic curve and a traction characteristic curve according to a specific embodiment of the present disclosure;

[0023] Figure 3 Schematically shows a schematic diagram of temperature characteristic curves of multiple traction converters according to a specific embodiment of the present disclosure;

[0024] Figure 4 Schematically shows a schematic diagram of temperature characteristic curves of multiple traction motors according to a specific embodiment of the present disclosure;

[0025] Figure 5 Schematically shows a schematic diagram of a high-acceleration mode display interface according to a specific embodiment of the present disclosure;

[0026] Figure 6 Schematically shows a block diagram of a traction start-up operation device for a rail vehicle according to an embodiment of the present disclosure; and

[0027] Figure 7 Schematically shows a block diagram of an electronic device suitable for implementing a traction start-up operation method for a rail vehicle according to an embodiment of the present disclosure. Detailed implementation manners

[0028] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. However, it should be understood that these descriptions are merely exemplary and are not intended to limit the scope of the present disclosure. In the following detailed description, for the sake of explanation, many specific details are set forth to provide a thorough understanding of the embodiments of the present disclosure. However, obviously, one or more embodiments can also be implemented without these specific details. In addition, in the following description, descriptions of well-known structures and technologies are omitted to avoid unnecessarily confusing the concepts of the present disclosure.

[0029] The terms used herein are merely for describing specific embodiments and are not intended to limit the present disclosure. The terms "including", "comprising", etc. used herein indicate the presence of the described features, steps, operations, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, or components.

[0030] All terms used herein (including technical and scientific terms) have the meanings commonly understood by those skilled in the art, unless otherwise defined. It should be noted that the terms used herein should be interpreted as having a meaning consistent with the context of this specification and should not be interpreted in an idealized or overly rigid manner.

[0031] In the case of using expressions such as "at least one of A, B, and C, etc.", generally, it should be interpreted according to the meaning commonly understood by those skilled in the art (for example, "a system having at least one of A, B, and C" should include, but is not limited to, a system having only A, only B, only C, having A and B, having A and C, having B and C, and / or having A, B, and C, etc.).

[0032] With the rapid development of the global high-speed rail network, high-speed rail lines are gradually extending to various complex terrains, including non-plain areas such as mountains, hills, and plateaus. The operating environment in these areas is relatively harsh, especially the ramp conditions, which pose higher requirements for the design and performance of high-speed multiple units. To meet the operating needs of these special sections, the multiple units not only need to have excellent traction and braking performance, but also be able to self-start and rescue other fully loaded multiple units to run to the nearest station in case of power loss or failure.

[0033] Currently, with the complication of the operating environment, especially the emergence of large ramps such as 30‰, the starting ability of high-speed multiple units when losing some power under the conventional traction characteristics cannot meet the line performance requirements.

[0034] In view of this, the embodiments of the present disclosure provide a method for traction start-up operation of rail vehicles, which determines the starting traction force, high-acceleration duration, and intermittent duration based on the track gradient and ambient temperature, ensuring that the rail vehicle can fully utilize the traction force to immediately start the high-acceleration operation mode in case of losing some power on the ramp, guaranteeing the smoothness and reliability of the rail vehicle start-up; in addition, through the precise control of the vehicle traction start-up process, the requirements for the self-start-up operation of the rail vehicle and the rescue of other trains are met, improving the traction performance and adaptability of the vehicle.

[0035] The embodiments of the present disclosure provide a method for traction start-up operation of rail vehicles, including: in response to the vehicle meeting the high-acceleration mode entry condition, determining the starting traction force of the vehicle based on the gradient of the track where the vehicle is located; determining the high-acceleration duration and intermittent duration based on the starting traction force and the ambient temperature of the environment where the vehicle is located; and controlling the vehicle to start running based on the high-acceleration mode based on the high-acceleration duration and intermittent duration.

[0036] Figure 1 Schematically shows a flowchart of the method for traction start-up operation of rail vehicles according to the embodiments of the present disclosure.

[0037] As Figure 1 shown, the method includes operations S110~S130.

[0038] In operation S110, in response to the vehicle meeting the high-acceleration mode entry condition, determining the starting traction force of the vehicle based on the gradient of the track where the vehicle is located.

[0039] In operation S120, determining the high-acceleration duration and intermittent duration based on the starting traction force and the ambient temperature of the environment where the vehicle is located.

[0040] In operation S130, controlling the vehicle to start running based on the high-acceleration mode based on the high-acceleration duration and intermittent duration.

[0041] According to embodiments of the present disclosure, a rail vehicle traction system includes various different structural components, such as a traction converter and traction motors, etc. Among them, there may be more than one component of the same type in the vehicle traction system. For example, a rail vehicle traction system may be configured with multiple traction converters, and each traction converter may be configured with multiple traction motors.

[0042] According to embodiments of the present disclosure, before controlling the start and operation of a rail vehicle traction, it is possible to detect the current power conditions of the vehicle to determine whether the current operating state of the train meets the entry conditions for the high-acceleration mode. Among them, the current power conditions of the vehicle may include the current vehicle speed, power loss, and the temperatures of the traction converter and traction motors, etc.

[0043] According to specific embodiments of the present disclosure, it is also possible to determine whether the current operating state of the train meets the entry conditions for the high-acceleration mode based on the ambient temperature, air flow velocity, etc. of the environment where the vehicle is located.

[0044] According to embodiments of the present disclosure, when the train meets the entry conditions for the high-acceleration mode, it is possible to determine the starting traction force required by the vehicle at startup by using the traction force characteristic curve based on the slope information of the track where the vehicle is located.

[0045] Among them, the slope information of the track may include the inclination angle of the track, ramp resistance, etc. For example, the larger the inclination angle of the ramp, the greater the ramp resistance that the vehicle needs to overcome, and the greater the required starting traction force.

[0046] According to embodiments of the present disclosure, based on the starting traction force and the ambient temperature, it is possible to determine the high-acceleration duration and the intermittent duration of the rail vehicle.

[0047] According to specific embodiments of the present disclosure, the high-acceleration duration of the rail vehicle can be used to characterize the duration required for the traction converter and traction motors to change from the reference temperature to the safety temperature threshold. Among them, the high-acceleration duration can be used to ensure that the vehicle does not exceed the temperature limits of the traction converter and traction motors during the high-acceleration process.

[0048] According to specific embodiments of the present disclosure, the intermittent duration can be used to characterize the duration required for the traction converter and traction motors to change from the safety temperature threshold to the reference temperature. Among them, the intermittent duration can be used to ensure that there is sufficient cooling time for the traction converter and traction motors between consecutive high-acceleration operations.

[0049] According to an embodiment of the present disclosure, based on the high-acceleration duration and the intermittent duration of the vehicle, a running control strategy of the vehicle is determined, and the vehicle is controlled to start running in a high-acceleration mode based on the running control strategy of the vehicle. Wherein, each control cycle may include at least one high-acceleration period and one intermittent period. During the high-acceleration period of each control cycle, the vehicle is controlled to start running in a high-acceleration mode based on the starting traction force. During the intermittent period of each control cycle, the vehicle is controlled to stop running, allowing the traction converter and the traction motor to cool down.

[0050] According to an embodiment of the present disclosure, during the running process of the vehicle, the high-acceleration duration and the intermittent duration of the vehicle can be adjusted in real time based on the running state of the vehicle, the temperatures of the traction converter and the traction motor, and the ambient temperature, so that the vehicle starts running in a high-acceleration mode in an efficient and safe manner.

[0051] Based on this, the embodiments of the present disclosure determine the starting traction force, the high-acceleration duration, and the intermittent duration based on the track gradient and the ambient temperature, ensuring that the rail vehicle can fully utilize the traction force to immediately start the high-acceleration operation mode in the case of losing part of the power on the slope, guaranteeing the smoothness and reliability of the starting of the rail vehicle; in addition, through the precise control of the vehicle traction starting process, the requirements of the rail vehicle for its own starting operation and rescuing other trains are met, improving the traction performance and adaptability of the vehicle.

[0052] According to an embodiment of the present disclosure, based on the gradient of the track where the vehicle is located, the starting traction force of the vehicle is determined, including: obtaining a resistance characteristic curve based on the gradient of the track where the vehicle is located; determining a traction characteristic curve of the vehicle based on the resistance characteristic curve and the expected equilibrium speed in the high-acceleration mode; and determining the starting traction force from the traction characteristic curve.

[0053] According to an embodiment of the present disclosure, the resistance characteristic curve can be a curve used to characterize the relationship between the total resistance received by the vehicle at different speeds and the speed. Wherein, the total resistance received by the vehicle may include gradient resistance, mechanical resistance, air resistance, etc.

[0054] According to an embodiment of the present disclosure, the expected equilibrium speed can be used to characterize the stable running speed when the traction force and the total resistance of the vehicle reach equilibrium in the high-acceleration mode.

[0055] According to an embodiment of the present disclosure, the resistance characteristic curve and the expected equilibrium speed can be used to calculate the traction force required by the vehicle at different speeds to obtain the traction characteristic curve of the vehicle. Wherein, the traction characteristic curve can be a curve used to characterize the relationship between the traction force required by the vehicle at different speeds and the speed.

[0056] According to an embodiment of the present disclosure, the traction force required by the vehicle at startup (at a speed of 0 or close to 0) is extracted from the traction characteristic curve to serve as the vehicle's startup traction force. The required startup traction force must be greater than the total resistance of the vehicle at rest.

[0057] According to a specific embodiment of the present disclosure, the traction characteristic curve can also be determined based on the vehicle load and the static friction coefficient to perform a performance evaluation of the vehicle's starting ability in a high acceleration mode, thereby adding a preset safety margin to the starting traction force to ensure that the vehicle has sufficient power to overcome various uncertainties during the starting process.

[0058] Figure 2 The figure schematically shows a resistance characteristic curve and a traction characteristic curve according to a specific embodiment of the present disclosure.

[0059] like Figure 2 As shown, in a specific embodiment of the present disclosure, the resistance characteristic curve may include the vehicle on a straight road, The relationship curve between the total resistance and speed under the slope, the traction characteristic curve may include the relationship curve between the traction force and speed under normal operating state and high acceleration state.

[0060] like Figure 2 As shown, under high acceleration, the starting traction force increases from 128kN to 185kN, the resistance is 160.9kN, and the instantaneous acceleration is a=0.047m / s 2 , and the balancing speed can reach 40km / h, meeting the characteristic capability of starting and running on a slope when the vehicle loses 50% of its power due to a fault.

[0061] According to an embodiment of the present disclosure, a high acceleration duration and an intermittent duration are determined based on a starting traction force and an ambient temperature of an environment in which the vehicle is located, including: utilizing a traction force ratio between a starting traction force and a reference starting traction force, and fitting a target converter temperature characteristic curve and a target motor temperature characteristic curve based on a plurality of converter temperature characteristic curves of a traction converter of the vehicle and a plurality of motor temperature characteristic curves of a traction motor of the vehicle; determining a first warm-up duration and a first cool-down duration based on the target converter temperature characteristic curve and the ambient temperature; determining a second warm-up duration and a second cool-down duration based on the target motor temperature characteristic curve and the ambient temperature; determining a high acceleration duration based on the first warm-up duration and the second warm-up duration; and determining an intermittent duration based on the first cool-down duration and the second cool-down duration.

[0062] According to an embodiment of the present disclosure, determine the traction force required for the vehicle to start smoothly under standard conditions of both ambient temperature and / or load, and use it as the reference starting traction force, and calculate the traction force ratio between the starting traction force of the vehicle and the reference starting traction force. For example, if the starting traction force is 185 kN and the reference starting traction force is 128 kN, then the traction force ratio is .

[0063] In a preferred embodiment of the present disclosure, the vehicle can be considered to meet the standard conditions when the ambient temperature is, for example, 20°C and the vehicle has no additional load.

[0064] According to an embodiment of the present disclosure, multiple converter temperature characteristic curves represent the temperature characteristic curves of the traction converter at multiple traction force ratios, and multiple motor temperature characteristic curves represent the temperature characteristic curves of the traction motor at multiple traction force ratios. Obtain multiple converter temperature characteristic curves and multiple motor temperature characteristic curves respectively. Among them, these temperature characteristic curves can all be obtained through tests of different traction force ratios and temperature changes in a simulation environment.

[0065] According to an embodiment of the present disclosure, fit the multiple converter temperature characteristic curves and multiple motor temperature characteristic curves respectively, and use the fitted results as the target converter temperature characteristic curve and the target motor temperature characteristic curve.

[0066] Figure 3 Schematically shows a schematic diagram of multiple traction converter temperature characteristic curves according to a specific embodiment of the present disclosure.

[0067] As Figure 3 shown, thermocouples can be pasted near multiple key components (converter substrate, converter water inlet) of the traction converter to monitor temperature changes in real time, so as to simulate the operating conditions at different traction force ratios in a simulation environment.

[0068] Figure 3 The shown temperature characteristic curves are respectively the temperature change trends at an ambient temperature of 17°C, a maximum operating temperature threshold of the traction converter of 125°C, and traction force ratios of 1.0, 1.2, 1.4, and 1.6.

[0069] From Figure 3 it can be seen that when the traction force ratio is 1.0, the heating rate is 0.5°C / s and the cooling rate is 0.2°C / s. When the traction force ratio is 1.2, the heating rate is 0.6°C / s and the cooling rate is 0.25°C / s. When the traction force ratio is 1.4, the heating rate is 0.7°C / s and the cooling rate is 0.3°C / s. When the traction force ratio is 1.6, the heating rate is 0.8°C / s and the cooling rate is 0.35°C / s.

[0070] By fitting the temperature characteristic curves of multiple converters under the above different traction force ratios, the temperature characteristic curve of the target converter and the heating rate and cooling rate determined by the fitted curve can be obtained.

[0071] Figure 4 Schematically shows a schematic diagram of the temperature characteristic curves of multiple traction motors according to specific embodiments of the present disclosure.

[0072] In specific embodiments of the present disclosure, PT100 sensors can be installed on the traction motor to accurately monitor the temperature changes of the iron core and / or stator winding.

[0073] Figure 4 The shown temperature characteristic curves of the iron core are respectively the temperature change trends of the iron core when the traction motor entering high acceleration has a temperature threshold of 100 °C, a maximum operating temperature threshold of 150 °C, and traction force ratios of 1.0, 1.2, 1.4, and 1.6.

[0074] As Figure 4 Shown, the higher the traction force ratio, the faster the heating rate of the iron core temperature. Under a high traction force ratio, the temperature in the stable state may approach or reach the maximum operating temperature threshold of the iron core. When the motor stops working, the iron core temperature will start to drop, and the greater the temperature difference, the faster the drop rate. For example, in the temperature range of 150 - 130 °C, the temperature drop rate should not be less than 13 °C / min. When the temperature of the traction motor exceeds the maximum operating temperature threshold under the high acceleration condition on the ramp of the train, parking cooling is required. Therefore, based on the cooling rate, the cooling duration for parking cooling can be calculated, and after cooling to 100 °C, it starts again and enters the high acceleration mode.

[0075] By fitting the temperature characteristic curves of multiple motors under the above different traction force ratios, the temperature characteristic curve of the target motor and the heating rate and cooling rate determined by the fitted curve can be obtained.

[0076] According to an embodiment of the present disclosure, the first heating duration is used to characterize the duration required for the temperature of the water inlet of the traction converter to rise from the reference temperature to the maximum allowable operating temperature, wherein the first heating duration can be determined based on the heating rate of the target converter temperature characteristic curve.

[0077] According to an embodiment of the present disclosure, the first cooling duration is used to characterize the duration required for the temperature of the water inlet of the traction converter to drop from the maximum allowable operating temperature to the reference temperature, wherein the reference temperature can include the ambient temperature or the safe operating temperature, and the first cooling duration can be determined based on the cooling rate determined by the ambient temperature.

[0078] According to an embodiment of the present disclosure, the second heating duration is used to characterize the duration required for the stator temperature of the traction motor to rise from the reference temperature to the maximum allowable operating temperature, wherein the second heating duration can be determined based on the heating rate of the target motor temperature characteristic curve.

[0079] According to an embodiment of the present disclosure, the second cooling duration is used to characterize the duration required for the stator temperature of the traction motor to drop from the maximum allowable operating temperature to the reference temperature, wherein the second cooling duration can be determined based on the cooling rate determined by the ambient temperature.

[0080] According to an embodiment of the present disclosure, based on the first heating duration of the traction converter and the second heating duration of the traction motor, the high-acceleration duration is determined as the one with a faster heating rate between the traction converter and the traction motor, that is, the smaller value of the first heating duration or the second heating duration.

[0081] In a preferred embodiment, the high-acceleration duration can also be determined to be less than the one with a faster heating rate between the traction converter and the traction motor, to ensure that the vehicle does not overheat due to exceeding the temperature limits of the traction converter and the traction motor during the heating process of high-acceleration operation.

[0082] According to an embodiment of the present disclosure, based on the first cooling duration of the traction converter and the second cooling duration of the traction motor, the intermittent duration can be determined as the one with a slower cooling rate between the traction converter and the traction motor, that is, the larger value of the first cooling duration or the second cooling duration.

[0083] In a preferred embodiment, the intermittent duration can also be determined to be greater than the one with a slower cooling rate between the traction converter and the traction motor, ensuring that the intermittent duration is long enough for the traction converter and the traction motor to drop to the safe operating temperature or close to the ambient temperature during the cooling process, and ensuring that both the traction converter and the traction motor can be fully cooled.

[0084] For example, if the first heating duration is 110 s and the second heating duration is 278 s, then the high-acceleration duration is less than or equal to 110 s. If the first cooling duration is 220 s and the second cooling duration is 833 s, then the intermittent duration is greater than or equal to 833 s. In the high-acceleration mode, the vehicle can be configured to stop running after 110 seconds and enter an 833-second cooling intermittent period.

[0085] According to an embodiment of the present disclosure, determining a first heating duration and a first cooling duration based on a target converter temperature characteristic curve and an ambient temperature includes: obtaining a first reference temperature of an inlet of a traction converter of a train when the train is in a stationary state; determining, based on the heating rate characterized by the target converter temperature characteristic curve, the duration consumed for rising from the first reference temperature to a first temperature threshold of the inlet of the traction converter, to obtain the first heating duration; and determining, based on a first expected temperature decrease rate, the duration consumed for decreasing from the first temperature threshold to the first reference temperature, to obtain the first cooling duration.

[0086] According to an embodiment of the present disclosure, the first reference temperature can be used to characterize the temperature of the inlet of the traction converter when the vehicle is in a stationary state.

[0087] According to an embodiment of the present disclosure, the first temperature threshold can be used to characterize the highest allowable operating temperature of the inlet of the traction converter.

[0088] According to an embodiment of the present disclosure, based on the target converter temperature characteristic curve, the heating rate of the temperature of the inlet of the traction converter under different traction force ratios is determined. Based on the heating rate of the temperature of the inlet of the traction converter, the first heating duration required for the temperature of the inlet of the traction converter to rise from the first reference temperature to the first temperature threshold is calculated.

[0089] For example, if the first reference temperature of the inlet of the traction converter is 50 °C, the highest allowable operating temperature is 61 °C, and the heating rate is 0.1 °C / s, then the first heating duration is (61 - 40) / 0.1 = 110 seconds.

[0090] According to an embodiment of the present disclosure, the first expected temperature decrease rate can be used to characterize the rate at which the temperature of the inlet of the traction converter naturally decreases to near the ambient temperature without additional heat sources. Based on the first expected temperature decrease rate, the first cooling duration required for the temperature of the inlet of the traction converter to decrease from the first temperature threshold to the first reference temperature is calculated.

[0091] According to an embodiment of the present disclosure, determining a second heating duration and a second cooling duration based on the target motor temperature characteristic curve and the ambient temperature includes: obtaining a second reference temperature of the stator of the traction motor of the vehicle when the vehicle is in a stationary state; determining, based on the heating rate characterized by the target motor temperature characteristic curve, the duration consumed for rising from the second reference temperature to a second temperature threshold of the stator of the traction motor, to obtain the second heating duration; and determining, based on a second expected temperature decrease rate, the duration consumed for decreasing from the second temperature threshold to the second reference temperature, to obtain the second cooling duration, where the second expected temperature decrease rate is determined based on the ambient temperature.

[0092] According to an embodiment of the present disclosure, the second reference temperature can be used to characterize the temperature of the stator of the traction motor when the vehicle is in a stationary state.

[0093] According to an embodiment of the present disclosure, the second temperature threshold can be used to characterize the maximum allowable operating temperature of the stator of the traction motor.

[0094] According to an embodiment of the present disclosure, based on the target motor temperature characteristic curve, the heating rate of the stator temperature of the traction motor under different traction force ratios is determined. Based on the heating rate of the stator temperature of the traction motor, the second heating duration required for the temperature of the stator of the traction motor to rise from the second reference temperature to the second temperature threshold is calculated.

[0095] For example, if the second reference temperature of the stator of the traction motor is 100 °C, the maximum allowable operating temperature is 150 °C, and the heating rate is 0.18 °C / s, then the second heating duration is seconds.

[0096] According to an embodiment of the present disclosure, the second expected temperature drop rate can be used to characterize the rate at which the temperature of the stator of the traction motor naturally drops to near the ambient temperature without an additional heat source. Based on the second expected temperature drop rate, the second cooling duration required for the temperature of the stator of the traction motor to drop from the second temperature threshold to the second reference temperature is calculated.

[0097] For example, if the second reference temperature of the stator of the traction motor is 100 °C, the maximum allowable operating temperature is 150 °C, and the cooling rate is 0.06 °C / s, then the second cooling duration is seconds.

[0098] Based on this, the embodiments of the present disclosure accurately calculate the high-acceleration duration and the intermittent duration by fitting the target converter temperature characteristic curve and the target motor temperature characteristic curve and combining the ambient temperature, enabling the vehicle to run at the maximum traction force during the high-acceleration duration to quickly reach the target speed, stopping and starting the cooling system during the intermittent duration to ensure that the system components are sufficiently cooled, thereby maximizing the operating efficiency of the vehicle in the high-acceleration mode by reasonably allocating the high-acceleration duration and the intermittent duration, avoiding system shutdown or damage due to excessive temperature, and ensuring the reliability and safety of the vehicle during operation under complex working conditions (such as hill start and fault rescue).

[0099] According to an embodiment of the present disclosure, the vehicle meets the high-acceleration mode entry conditions, including: the main control end signal of the vehicle is valid; the vehicle is in a stationary state; the remaining power of the vehicle is greater than the power threshold; there is a traction converter in the vehicle that is in a normal operating state; the temperature of the water inlet of the traction converter of the vehicle is lower than the first reference temperature; and the temperature of the stator of the traction motor of the vehicle is lower than the second reference temperature.

[0100] According to an embodiment of the present disclosure, when the vehicle simultaneously satisfies the following conditions, the high-acceleration mode entry conditions can be met:

[0101] The main control end signal is valid to ensure that the vehicle receives an instruction to start the high-acceleration mode;

[0102] The vehicle is in a stationary state to avoid suddenly switching to the high-acceleration mode during driving;

[0103] The remaining power is greater than the power threshold or the vehicle is in the rescue mode to ensure that the vehicle has sufficient power for high acceleration, where the power threshold can be set to 50%;

[0104] There is a traction converter in a normal working state. For example, if there is a traction converter in a faulty state in the train set, the faulty traction converter needs to be removed to ensure that there is an available traction system to support high acceleration;

[0105] The temperature of the water inlet of the traction converter is lower than the first reference temperature, and the temperature of the stator of the traction motor is lower than the second reference temperature to ensure that the traction converter and the traction motor are protected from overheating damage.

[0106] According to an embodiment of the present disclosure, based on the high-acceleration duration and the intermittent duration, control the vehicle to start and run based on the high-acceleration mode, including: determining the operation control strategy of the vehicle based on the high-acceleration duration and the intermittent duration; controlling the vehicle to start and run based on the high-acceleration mode during the first time period of each control cycle; and controlling the vehicle to stop running during the second time period of each control cycle.

[0107] According to an embodiment of the present disclosure, based on the determined high-acceleration duration and intermittent duration, determine the total duration of the control cycle. Wherein, each control cycle includes a first time period and a second time period, the duration of the first time period corresponds to the high-acceleration duration, and the duration of the second time period corresponds to the intermittent duration.

[0108] For example, if the high-acceleration duration is 110 seconds and the intermittent duration is 833 seconds, then the total duration of the control cycle is 110 + 833 = 943 seconds. The control cycle is divided into two time periods: the first time period is 110 seconds, and the vehicle runs in the high-acceleration mode; the second time period is 833 seconds, and the vehicle stops running to cool down.

[0109] According to an embodiment of the present disclosure, during the first time period of each control cycle, control the vehicle to start and run based on the high-acceleration mode.

[0110] In a specific embodiment of the present disclosure, the start-up operation may include: when the vehicle meets the operating conditions of the high-acceleration mode, sending a high-acceleration command to the traction converter and the traction motor, so that the traction converter outputs a high traction force and the traction motor operates at a high power; monitoring in real time the inlet temperature of the traction converter and the stator temperature of the traction motor, and monitoring parameters such as the vehicle speed and traction force output; determining whether the high-acceleration duration is reached. If the running time reaches 110 seconds, the vehicle enters the second period and stops running. If the time has not reached 110 seconds but the temperature exceeds the threshold, the vehicle will exit the high-acceleration mode in advance.

[0111] According to an embodiment of the present disclosure, within the second period of each control cycle, the vehicle is controlled to stop running.

[0112] In a specific embodiment of the present disclosure, the operation of stopping the high-acceleration mode may include: within the second period of each control cycle, sending a stop command to the traction converter and the traction motor, the traction converter stops outputting the traction force, and the traction motor stops running; monitoring in real time the inlet temperature of the traction converter and the stator temperature of the traction motor; determining whether the intermittent duration is reached. If the cooling time reaches 833 seconds, the vehicle enters the first period of the next control cycle. If the time has not reached 833 seconds but the temperature has dropped to the safe range, the cooling can be ended in advance.

[0113] According to an embodiment of the present disclosure, the vehicle meets the high-acceleration mode exit conditions including any one of the following: the temperature of the inlet of the traction converter of the vehicle is higher than the first temperature threshold; the temperature of the stator of the traction motor of the vehicle is higher than the second temperature threshold; the traction converter used to execute the high-acceleration mode in the vehicle fails or is removed; the communication of the vehicle fails.

[0114] According to an embodiment of the present disclosure, when the vehicle meets any one of the following conditions, it meets the high-acceleration mode exit conditions:

[0115] The temperature of the inlet of the traction converter of the vehicle is higher than the first temperature threshold, for example, higher than 61°C;

[0116] The temperature of the stator of the traction motor of the vehicle is higher than the second temperature threshold, for example, higher than 150°C;

[0117] The traction converter used to execute the high-acceleration mode in the vehicle fails or is removed;

[0118] The communication of the vehicle fails.

[0119] According to a specific embodiment of the present disclosure, when the vehicle exits the operation control due to human operation, it also meets the high-acceleration mode exit conditions.

[0120] According to an embodiment of the present disclosure, based on the high-acceleration duration and the intermittent duration, controlling the vehicle to start and run based on the high-acceleration mode includes: within the high-acceleration duration, controlling the vehicle to start and run based on the high-acceleration mode; and in response to the running duration of the vehicle being greater than or equal to the high-acceleration duration, and when it is determined that the vehicle meets the high-acceleration mode exit condition, within the intermittent duration, controlling the vehicle to stop running.

[0121] In another specific embodiment of the present disclosure, the operation of stopping the high-acceleration mode may further include: determining whether the actual high-acceleration mode running duration of the vehicle is greater than or equal to the high-acceleration duration. If the actual running duration reaches the high-acceleration duration, further determining whether the vehicle currently meets the high-acceleration mode exit condition. If any of the above exit conditions is met, the high-acceleration mode is exited and the intermittent duration is entered. If the exit condition is not met, the high-acceleration mode continues to run.

[0122] According to an embodiment of the present disclosure, a train is also proposed, including an on-vehicle control system and a high-acceleration traction converter. The on-vehicle control system is used to drive the high-acceleration traction converter to work by using the rail vehicle traction start and run method, so as to control the vehicle to start and run based on the high-acceleration mode. For the description of the rail vehicle traction start and run method, refer to the above content specifically and will not be elaborated here.

[0123] Figure 5 A schematic diagram of a high-acceleration mode display interface according to a specific embodiment of the present disclosure is schematically shown.

[0124] As Figure 5 shown, the secondary interface of the high-acceleration mode can be used to provide an intuitive and easy-to-operate vehicle high-acceleration mode control and status display function. The secondary interface can be set under the [Traction Interface] on the left screen of the master control driver's cab HMI.

[0125] As Figure 5 shown, this interface includes a control button area and a status display area.

[0126] As Figure 5 shown, the control button area includes a "Start High-Acceleration" button, an "Exit High-Acceleration" button, a "Rescue Unpowered Vehicle" button, a "Cancel Rescue Unpowered Vehicle" button, an "OK" button, a "Fan Forced High Speed" button, and a "Cancel Fan Forced High Speed" button, which are used to operate the vehicle to start / exit the high-acceleration mode and set / cancel the rescue status.

[0127] Among them, the "Start High-Acceleration" button is configured to be displayed when the vehicle has not entered the high-acceleration mode, and after clicking, it attempts to start the high-acceleration mode.

[0128] The "Exit High-Acceleration" button is configured to be displayed when the vehicle has entered the high-acceleration mode, and after clicking, it exits the high-acceleration mode.

[0129] The "Rescue Unpowered Vehicle" button is configured to be displayed when the vehicle is not set to rescue status. Clicking it will set the EMU to rescue status.

[0130] The "Cancel rescue of non-powered vehicle" button is configured to be displayed when the vehicle has been set to rescue status, and the rescue status is canceled after clicking it.

[0131] The "Confirm" button is configured as a button to confirm an operation and is usually used in conjunction with a control button.

[0132] The "Fan Forced High Speed" button is configured to send a fan forced high speed start instruction after being clicked, and lock the interface until the "Fan Forced High Speed" button is clicked.

[0133] The "Cancel fan forced high speed" button is configured to release the fan forced high speed state and restore the interface return function.

[0134] Among the above buttons, when the vehicle has not entered the high acceleration mode, only the "Start High Acceleration" button is displayed, and the "Exit High Acceleration" button is hidden. Otherwise, only the "Exit High Acceleration" button is displayed, and the "Start High Acceleration" button is hidden.

[0135] In the above buttons, when the vehicle is not set to rescue status, only the "Rescue Unpowered Vehicle Button" is displayed, and the "Cancel Rescue Unpowered Vehicle Button" is hidden. Otherwise, only the "Cancel Rescue Unpowered Vehicle Button" is displayed, and the "Rescue Unpowered Vehicle Button" is hidden.

[0136] Among the above buttons, click the "Fan Forced High Speed" button, the interface will be locked and the return button will be hidden until the "Cancel Fan Forced High Speed" button is clicked or the reset conditions are met (such as the traction motor stator temperature is lower than 100°C and the traction inverter water inlet temperature is lower than 50°C). This prevents the driver from forgetting to manually reset the forced high speed and affecting the normal control of the fan.

[0137] like Figure 6 As shown, the status display area includes "train high acceleration mode is ready", "train high acceleration mode has been entered", "high acceleration start of each EMU traction is allowed", "high acceleration of each EMU traction is working", "high acceleration of each EMU traction abnormally exits high acceleration", "water temperature of water inlet of each EMU converter" and "stator temperature of each EMU motor".

[0138] Among them, the "train high acceleration mode is ready" status is displayed in green to indicate that the conditions are met, and white to indicate that the conditions are not met.

[0139] The "train high acceleration mode has been entered" status is displayed in green to indicate that it has been entered, and in white to indicate that it has not been entered.

[0140] The status of "high acceleration start of each EMU traction is allowed" is displayed as green for allowed, white for not allowed, and yellow for traction converter cut-off.

[0141] The display of the state of "each motor car traction high acceleration is working" shows green for working and white for not working.

[0142] The display of the state of "each motor car traction abnormally exits high acceleration" shows green for a valid command and white for an invalid command.

[0143] The display of the state of "the water temperature at the inlet of the converter of each motor car" shows green for less than 50 °C, red for greater than 61 °C, and no color in other cases.

[0144] The display of the state of "the stator temperature of each motor car motor" shows green for less than 100 °C, red for greater than 150 °C, and no color in other cases (displaying the maximum value of the stator temperatures of 4 traction motors).

[0145] Figure 6 A block diagram of a traction start-up operation device for a rail vehicle according to an embodiment of the present disclosure is schematically shown.

[0146] As Figure 6 shown, the rail vehicle traction start-up operation device 600 includes a first determination module 610, a second determination module 620, and a control module 630.

[0147] The first determination module 610 is configured to determine the starting traction force of the vehicle based on the gradient of the track where the vehicle is located in response to the vehicle satisfying the high acceleration mode entry condition.

[0148] The second determination module 620 is configured to determine the high acceleration duration and the intermittent duration based on the starting traction force and the ambient temperature of the environment where the vehicle is located.

[0149] The control module 630 is configured to control the vehicle to start and operate based on the high acceleration mode based on the high acceleration duration and the intermittent duration.

[0150] According to an embodiment of the present disclosure, the first determination module 610 includes a first determination sub-module, a second determination sub-module, and a third determination sub-module.

[0151] The first determination sub-module is configured to obtain a resistance characteristic curve based on the gradient of the track where the vehicle is located.

[0152] The second determination sub-module is configured to determine the traction characteristic curve of the train vehicle based on the resistance characteristic curve and the expected equilibrium speed of the high acceleration mode.

[0153] The third determination sub-module is configured to determine the starting traction force from the traction characteristic curve.

[0154] According to an embodiment of the present disclosure, the second determination module 620 includes a curve fitting sub-module, a first duration determination sub-module, a second duration determination sub-module, a third duration determination sub-module, and a fourth duration determination sub-module.

[0155] The curve fitting sub-module is configured to use the traction ratio between the starting traction force and the reference starting traction force, and based on multiple converter temperature characteristic curves of the traction converter of the vehicle and multiple motor temperature characteristic curves of the traction motor of the vehicle, fit to obtain a target converter temperature characteristic curve and a target motor temperature characteristic curve.

[0156] The first duration determination sub-module is configured to determine a first heating duration and a first cooling duration based on the target converter temperature characteristic curve and the ambient temperature.

[0157] The second duration determination sub-module is configured to determine a second heating duration and a second cooling duration based on the target motor temperature characteristic curve and the ambient temperature.

[0158] The third duration determination sub-module is configured to determine a high acceleration duration based on the first heating duration and the second heating duration.

[0159] The fourth duration determination sub-module is configured to determine an intermittent duration based on the first cooling duration and the second cooling duration.

[0160] According to an embodiment of the present disclosure, the first duration determination sub-module includes a first acquisition unit, a first determination unit, and a second determination unit.

[0161] The first acquisition unit is configured to acquire a first reference temperature of the water inlet of the traction converter of the vehicle train when the train vehicle is in a stationary state.

[0162] The first determination unit is configured to determine the duration consumed from the first reference temperature to rise to a first temperature threshold of the water inlet of the traction converter based on the heating rate characterized by the target converter temperature characteristic curve, and obtain the first heating duration.

[0163] The second determination unit is configured to determine the duration consumed from the first temperature threshold to drop to the first reference temperature based on a first expected temperature drop rate, and obtain the first cooling duration.

[0164] According to an embodiment of the present disclosure, the second duration determination sub-module includes a second acquisition unit, a third determination unit, and a fourth determination unit.

[0165] The second acquisition unit is configured to acquire a second reference temperature of the stator of the traction motor of the vehicle train when the train vehicle is in a stationary state.

[0166] A third determination unit, configured to determine the duration consumed for the temperature to rise from the second reference temperature to the second temperature threshold of the stator of the traction motor based on the heating rate characterized by the target motor temperature characteristic curve, so as to obtain a second heating duration.

[0167] A fourth determination unit, configured to determine the duration consumed for the temperature to drop from the second temperature threshold to the second reference temperature based on the second expected temperature drop rate, so as to obtain a second cooling duration.

[0168] According to an embodiment of the present disclosure, the control module 630 includes a control strategy determination sub-module, a first control sub-module, and a second control sub-module.

[0169] The control strategy determination sub-module is configured to determine an operation control strategy of the vehicle based on the high-acceleration duration and the intermittent duration.

[0170] The first control sub-module is configured to control the vehicle to start running based on the high-acceleration mode during the first time period of each control cycle.

[0171] The second control sub-module is configured to control the vehicle to stop running during the second time period of each control cycle.

[0172] According to an embodiment of the present disclosure, the control module 630 further includes a third control sub-module and a fourth control sub-module.

[0173] The third control sub-module is configured to control the vehicle to start running based on the high-acceleration mode during the high-acceleration duration.

[0174] The fourth control sub-module is configured to, in response to the running duration of the vehicle being greater than or equal to the high-acceleration duration, and when it is determined that the vehicle meets the high-acceleration mode exit condition, control the vehicle to stop running during the intermittent duration.

[0175] Any of a plurality of modules, sub-modules, units, and sub-units according to embodiments of the present disclosure, or at least part of the functions of any of them may be implemented in one module. Any one or more of the modules, sub-modules, units, and sub-units according to embodiments of the present disclosure may be split into multiple modules for implementation. Any one or more of the modules, sub-modules, units, and sub-units according to embodiments of the present disclosure may be at least partially implemented as a hardware circuit, such as a field programmable gate array (FPGA), a programmable logic array (PLA), a system on chip, a system on a substrate, a system on a package, an application specific integrated circuit (ASIC), or may be implemented by any other reasonable manner of integrating or packaging circuits, or in any one of the three implementation manners of software, hardware, and firmware, or in a suitable combination of any several of them. Alternatively, one or more of the modules, sub-modules, units, and sub-units according to embodiments of the present disclosure may be at least partially implemented as a computer program module, and when the computer program module is run, the corresponding functions may be executed.

[0176] For example, any of the first determination module 610, the second determination module 620, and the control module 630 may be combined and implemented in one module / unit / sub-unit, or any one of the module / unit / sub-unit may be split into multiple modules / units / sub-units. Alternatively, at least part of the functions of one or more of these modules / units / sub-units may be combined with at least part of the functions of other modules / units / sub-units and implemented in one module / unit / sub-unit. According to embodiments of the present disclosure, at least one of the first determination module 610, the second determination module 620, and the control module 630 may be at least partially implemented as a hardware circuit, such as a field programmable gate array (FPGA), a programmable logic array (PLA), a system on chip, a system on a substrate, a system on a package, an application specific integrated circuit (ASIC), or may be implemented by any other reasonable manner of integrating or packaging circuits, or in any one of the three implementation manners of software, hardware, and firmware, or in a suitable combination of any several of them. Alternatively, at least one of the first determination module 610, the second determination module 620, and the control module 630 may be at least partially implemented as a computer program module, and when the computer program module is run, the corresponding functions may be executed.

[0177] It should be noted that the part of the rail vehicle traction start-up operation device in the embodiments of the present disclosure corresponds to the part of the rail vehicle traction start-up operation method in the embodiments of the present disclosure. For the description of the part of the rail vehicle traction start-up operation device, please refer to the part of the rail vehicle traction start-up operation method, and details are not described herein again.

[0178] Figure 7A block diagram of an electronic device suitable for implementing a method for starting and operating a rail vehicle traction according to an embodiment of the present disclosure is schematically shown. Figure 7 The electronic device shown is merely an example and should not impose any limitations on the functions and scope of use of the embodiments of the present disclosure.

[0179] As Figure 7 shown, the electronic device according to an embodiment of the present disclosure includes a processor 701, which can perform various appropriate actions and processes according to a program stored in a read-only memory ROM 702 or a program loaded from a storage section 708 into a random access memory RAM 703. The processor 701 may include, for example, a general microprocessor (such as a CPU), an instruction set processor, and / or a related chipset, and / or a dedicated microprocessor (such as an application specific integrated circuit (ASIC)), and so on. The processor 701 may also include on-board memory for caching purposes. The processor 701 may include a single processing unit or multiple processing units for performing different actions of the method flow according to an embodiment of the present disclosure.

[0180] In the RAM 703, various programs and data required for the operation of the electronic device are stored. The processor 701, ROM 702, and RAM 703 are connected to each other via a bus 704. The processor 701 performs various operations of the method flow according to an embodiment of the present disclosure by executing the program in the ROM 702 and / or the RAM 703. It should be noted that the program may also be stored in one or more memories other than the ROM 702 and the RAM 703. The processor 701 may also perform various operations of the method flow according to an embodiment of the present disclosure by executing the program stored in the one or more memories.

[0181] According to an embodiment of the present disclosure, the electronic device may further include an input / output (I / O) interface 705, and the input / output (I / O) interface 705 is also connected to the bus 704. The electronic device may further include one or more of the following components connected to the input / output (I / O) interface 705: an input section 706 including a keyboard, a mouse, etc.; an output section 707 including, for example, a cathode ray tube (CRT), a liquid crystal display (LCD), etc., and a speaker, etc.; a storage section 708 including a hard disk, etc.; and a communication section 709 including a network interface card such as a LAN card, a modem, etc. The communication section 709 performs communication processing via a network such as the Internet. A drive 710 is also connected to the input / output (I / O) interface 705 as needed. A removable medium 711, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 710 as needed so that a computer program read from it can be installed into the storage section 708 as needed.

[0182] According to an embodiment of the present disclosure, the method flow according to the embodiment of the present disclosure can be implemented as a computer software program. For example, an embodiment of the present disclosure includes a computer program product, which includes a computer program carried on a computer-readable storage medium, and the computer program includes program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from the network through the communication part 709, and / or installed from the removable medium 711. When the computer program is executed by the processor 701, the above functions defined in the system of the embodiment of the present disclosure are executed. According to an embodiment of the present disclosure, the above-described system, device, apparatus, module, unit, etc. can be implemented by computer program modules.

[0183] The present disclosure also provides a computer-readable storage medium, which may be included in the device / device / system described in the above embodiment; or may exist alone without being assembled into the device / device / system. The above computer-readable storage medium carries one or more programs, and when the above one or more programs are executed, the method according to the embodiment of the present disclosure is implemented.

[0184] According to an embodiment of the present disclosure, the computer-readable storage medium may be a non-volatile computer-readable storage medium. For example, it may include but is not limited to: portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the above. In the present disclosure, the computer-readable storage medium may be any tangible medium that contains or stores a program, and the program can be used by or in combination with an instruction execution system, device, or device.

[0185] For example, according to an embodiment of the present disclosure, the computer-readable storage medium may include the above-described ROM 702 and / or RAM 703 and / or one or more memories other than ROM 702 and RAM 703.

[0186] An embodiment of the present disclosure also includes a computer program product, which includes a computer program, and the computer program includes program code for executing the method provided by the embodiment of the present disclosure. When the computer program product runs on an electronic device, the program code is used to cause the electronic device to implement the method for starting and operating the traction of a rail vehicle provided by the embodiment of the present disclosure.

[0187] When the computer program is executed by the processor 701, the above functions defined in the system / apparatus of the embodiment of the present disclosure are executed. According to an embodiment of the present disclosure, the above-described system, apparatus, module, unit, etc. can be implemented by computer program modules.

[0188] In one embodiment, the computer program may rely on tangible storage media such as optical storage devices, magnetic storage devices, etc. In another embodiment, the computer program may also be transmitted and distributed in the form of signals on a network medium, and be downloaded and installed through the communication part 709, and / or be installed from the removable medium 711. The program code included in the computer program can be transmitted using any suitable network medium, including but not limited to: wireless, wired, etc., or any suitable combination of the above.

[0189] According to embodiments of the present disclosure, the program code for executing the computer programs provided by the embodiments of the present disclosure can be written in any combination of one or more programming languages. Specifically, these computing programs can be implemented using high-level procedural and / or object-oriented programming languages, and / or assembly / machine languages. Programming languages include but are not limited to, such as Java, C++, Python, the "C" language, or similar programming languages. The program code can be executed entirely on the user computing device, partially on the user device, partially on a remote computing device, or entirely on a remote computing device or server. In cases involving remote computing devices, the remote computing device can be connected to the user computing device through any type of network, including a local area network (LAN) or a wide area network (WAN), or can be connected to an external computing device (for example, by using an Internet service provider to connect through the Internet).

[0190] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present disclosure. In this regard, each block in the flowchart or block diagram may represent a module, a segment of a program, or a portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that, in some alternative implementations, the functions noted in the blocks may occur in a different order than that noted in the accompanying drawings. For example, two consecutive blocks shown may actually be executed substantially in parallel, or they may sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each block in the block diagram or flowchart, and combinations of blocks in the block diagram or flowchart, may be implemented by a dedicated hardware-based system that performs the specified functions or operations, or by a combination of dedicated hardware and computer instructions. Those skilled in the art will appreciate that the features described in the various embodiments of the present disclosure can be combined and / or combined in a variety of ways, even if such combinations or combinations are not explicitly described in the present disclosure. In particular, without departing from the spirit and teachings of the present disclosure, the features described in the various embodiments of the present disclosure can be combined and / or combined in a variety of ways. All such combinations and / or combinations fall within the scope of the present disclosure.

[0191] The embodiments of the present disclosure have been described above. However, these embodiments are for illustrative purposes only and are not intended to limit the scope of the present disclosure. Although the embodiments have been described separately above, this does not mean that the measures in each embodiment cannot be used advantageously in combination. Without departing from the scope of the present disclosure, those skilled in the art can make various substitutions and modifications, and all such substitutions and modifications should fall within the scope of the present disclosure.

Claims

1. A traction start-up and operation method for a rail vehicle, comprising: Responding to the vehicle meeting the high-acceleration mode entry condition, determining the starting traction force of the vehicle based on the slope of the track where the vehicle is located; Determining the high-acceleration duration and the intermittent duration based on the starting traction force and the ambient temperature of the environment where the vehicle is located; And Controlling the vehicle to start and operate based on the high-acceleration mode according to the high-acceleration duration and the intermittent duration.

2. The method according to claim 1, wherein, The step of determining the starting traction force of the vehicle based on the slope of the track where the vehicle is located includes: Obtaining a resistance characteristic curve based on the slope of the track where the vehicle is located; Determining the traction characteristic curve of the vehicle based on the resistance characteristic curve and the expected equilibrium speed of the high-acceleration mode; and Determining the starting traction force from the traction characteristic curve.

3. The method according to claim 1, wherein The step of determining the high-acceleration duration and the intermittent duration based on the starting traction force and the ambient temperature of the environment where the vehicle is located includes: Using the traction force ratio between the starting traction force and the reference starting traction force, fitting to obtain a target converter temperature characteristic curve and a target motor temperature characteristic curve based on multiple converter temperature characteristic curves of the vehicle's traction converter and multiple motor temperature characteristic curves of the vehicle's traction motor, wherein the multiple converter temperature characteristic curves and the multiple motor temperature characteristic curves are obtained by testing based on different traction force ratios in a simulation environment; Determining a first heating duration and a first cooling duration based on the target converter temperature characteristic curve and the ambient temperature; Determining a second heating duration and a second cooling duration based on the target motor temperature characteristic curve and the ambient temperature; Determining the high-acceleration duration based on the first heating duration and the second heating duration; and Determining the intermittent duration based on the first cooling duration and the second cooling duration.

4. The method according to claim 3, wherein The step of determining the first heating duration and the first cooling duration based on the target converter temperature characteristic curve and the ambient temperature includes: Obtaining a first reference temperature of the water inlet of the vehicle's traction converter when the vehicle is in a stationary state; Determining the duration consumed for rising from the first reference temperature to a first temperature threshold of the water inlet of the traction converter based on the heating rate characterized by the target converter temperature characteristic curve, to obtain the first heating duration; and Determining the duration consumed for dropping from the first temperature threshold to the first reference temperature based on a first expected temperature drop rate, to obtain the first cooling duration, wherein the first expected temperature drop rate is determined based on the ambient temperature.

5. The method according to claim 3, wherein The step of determining the second heating duration and the second cooling duration based on the target motor temperature characteristic curve and the ambient temperature includes: Obtaining a second reference temperature of the stator of the vehicle's traction motor when the vehicle is in a stationary state; Determining the duration consumed for rising from the second reference temperature to a second temperature threshold of the stator of the traction motor based on the heating rate characterized by the target motor temperature characteristic curve, to obtain the second heating duration; and Based on the second expected temperature drop rate, determine the duration consumed for the second temperature threshold to drop to the second reference temperature, and obtain the second cooling duration, where the second expected temperature drop rate is determined based on the ambient temperature.

6. The method according to claim 1, wherein The controlling the vehicle to start and run based on the high-acceleration mode based on the high-acceleration duration and the intermittent duration includes: Based on the high-acceleration duration and the intermittent duration, determine the operation control strategy of the vehicle, where each control cycle of the operation control strategy includes a first period corresponding to the high-acceleration duration and a second period corresponding to the intermittent duration; Within the first period of each control cycle, control the vehicle to start and run based on the high-acceleration mode; and Within the second period of each control cycle, control the vehicle to stop running.

7. According to the method described in any one of claims 1 to 6, wherein The vehicle satisfies the high-acceleration mode entry conditions, including: The main control end signal of the vehicle is valid; The vehicle is in a stationary state; The remaining power of the vehicle is greater than the power threshold; The vehicle has a traction converter in a normal working state; The temperature of the water inlet of the traction converter of the vehicle is lower than the first reference temperature; and The temperature of the stator of the traction motor of the vehicle is lower than the second reference temperature.

8. The method according to claim 1, wherein The controlling the vehicle to start and run based on the high-acceleration mode based on the high-acceleration duration and the intermittent duration includes: Within the high-acceleration duration, control the vehicle to start and run based on the high-acceleration mode; and In response to the running duration of the vehicle being greater than or equal to the high-acceleration duration, and when it is determined that the vehicle satisfies the high-acceleration mode exit conditions, within the intermittent duration, control the vehicle to stop running.

9. The method according to claim 8, wherein, The vehicle satisfies the high-acceleration mode exit conditions including any one of the following: The temperature of the water inlet of the traction converter of the vehicle is higher than the first temperature threshold; The temperature of the stator of the traction motor of the vehicle is higher than the second temperature threshold; The traction converter used to execute the high-acceleration mode in the vehicle fails or is removed; The communication of the vehicle fails.

10. A rail vehicle traction start and run device, including: A first determination module, configured to, in response to the vehicle satisfying the high-acceleration mode entry conditions, determine the starting traction force of the vehicle based on the slope of the track where the vehicle is located; A second determination module, configured to determine the high-acceleration duration and the intermittent duration based on the starting traction force and the ambient temperature of the environment where the vehicle is located; And A control module, configured to control the vehicle to start and run based on the high-acceleration mode based on the high-acceleration duration and the intermittent duration.

11. A train, including: An on-vehicle control system and a high-acceleration traction converter, where the on-vehicle control system is configured to drive the high-acceleration traction converter to work by using the rail vehicle traction start and run method according to any one of claims 1 to 9 to control the vehicle to start and run based on the high-acceleration mode.

12. An electronic device, including: One or more processors; A memory, configured to store one or more programs, Wherein, when the one or more programs are executed by the one or more processors, the one or more processors are caused to implement the method according to any one of claims 1 to 9.

13. A computer-readable storage medium having executable instructions stored thereon, which when executed by a processor cause the processor to implement the method according to any one of claims 1 to 9.

14. A computer program product comprising a computer program, which when executed by a processor implements the method according to any one of claims 1 to 9.

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