CN109655294B - Hybrid power-based virtual rail train semi-physical simulation system - Google Patents
Hybrid power-based virtual rail train semi-physical simulation system Download PDFInfo
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- CN109655294B CN109655294B CN201811554090.3A CN201811554090A CN109655294B CN 109655294 B CN109655294 B CN 109655294B CN 201811554090 A CN201811554090 A CN 201811554090A CN 109655294 B CN109655294 B CN 109655294B
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Abstract
The invention provides a hybrid-power-based virtual rail train semi-physical simulation system which is characterized by comprising a working condition model, a train model, a wheel model, a gearbox model, a motor model, an inverter, an auxiliary load and a CAN bus which are sequentially connected, wherein one end of the CAN bus is connected with an energy storage model through a direct current bus, the other end of the CAN bus is connected with an energy management strategy model, and the energy storage model is connected with the energy management strategy model; and then, calculating actual quantities of all levels from the energy management strategy model to the working condition model step by step according to the calculated demand quantity of the energy management strategy model and the transmission direction of the energy stream by using a forward simulation mode. The invention combines the backward simulation mode and the forward simulation mode, and can reduce the error of the simulation result.
Description
Technical Field
The invention belongs to the field of train simulation operation, and particularly relates to a hybrid power-based virtual rail train semi-physical simulation system.
Background
With the development of urbanization and regional urbanization construction in China, the phenomenon of incompatibility among people, vehicles and roads occurs in urban traffic. The problems of traffic environment deterioration, environmental pollution, energy utilization, noise and the like all cause great pressure on the development of cities. The residents in cities and city groups around cities put forward new requirements on convenient vehicle models. The urban convenient traffic mode is developed vigorously, and particularly the high-efficiency traffic mode taking the urban rail traffic mode as a core is an effective countermeasure for relieving urban traffic pressure.
The self-guiding rail train based on the virtual track is provided under the large situation, and is a novel road traffic technology running according to a rail traffic mode. The virtual rail train is an important component in an urban rail transit system, can effectively utilize the spatial hierarchy of a city, is connected with the urban transit system, and brings revolutionary influence on the development of urban rail transit. The virtual rail train can save urban rail transit construction cost, optimize urban public transport system architecture, reduce urban street destruction, and can realize urban rail transit's high efficiency and convenient. However, most of the current models based on the hybrid virtual rail train are software data simulation, and actual operation conditions cannot be simulated to the maximum extent.
Disclosure of Invention
The invention provides a hybrid-based virtual rail train semi-physical simulation system, which aims to solve the problem that the actual running condition of a hybrid-based virtual rail train cannot be simulated to the maximum extent.
According to a first aspect of the embodiment of the invention, a hybrid-power-based virtual rail train semi-physical simulation system is provided, which comprises a working condition model, a train model, a wheel model, a gearbox model, a motor model, an inverter, an auxiliary load and a CAN bus which are sequentially connected, wherein one end of the CAN bus is connected with an energy storage model through a direct current bus, the other end of the CAN bus is connected with an energy management strategy model, and the energy storage model is connected with the energy management strategy model; then, calculating actual quantities of all levels step by step from the energy management strategy model to the working condition model according to the calculated demand quantity of the energy management strategy model and the transmission direction of the energy stream by using a forward simulation mode;
comparing the required speed output by the working condition model in backward simulation with the actual speed received by the working condition model in forward simulation, and if the actual speed of the working condition model is less than the required speed, indicating that the train cannot reach the expected required speed due to the physical condition of the model; if the actual speed of the working condition model is greater than the required speed, the model is indicated to be caused by the problem of the design of the model link.
In an optional implementation manner, when the required quantity of each stage is calculated step by step from the working condition model to the energy management strategy model in a backward simulation manner according to the opposite direction of energy flow transmission, the working condition model is used for calculating the required vehicle speed based on the target distance-speed working condition model according to the line information;
the train model is used for calculating a traction resultant force under a traction working condition and a braking resultant force under a braking condition according to the required speed;
the wheel model is used for calculating the required torque and the rotating speed of the gearbox according to the traction resultant force and the braking resultant force under the limitation of the tire sliding subsystem;
the gearbox model is used for calculating the required torque and the required rotating speed of the motor according to the required torque and the required rotating speed of the gearbox;
the motor model is used for calculating the required power of the inverter according to the required torque and the rotating speed of the motor;
the inverter is used for calculating the required power of the auxiliary load according to the required power of the inverter;
the auxiliary load is used for calculating the required power of the energy storage model according to the required power of the auxiliary load;
the CAN bus is used for transmitting the required power of the energy storage model to the direct current bus, calculating the required power of an energy management strategy according to the required power of the energy storage model and transmitting the required power of the energy management strategy to the energy management strategy model;
the direct current bus is used for measuring the required voltage of the energy storage model through a battery pack test system under the constraint of a speed limiter after receiving the required power of the energy storage model;
and the energy storage model is used for feeding back energy state information to the energy management strategy model after receiving the required voltage.
In another optional implementation manner, when the actual quantities of each stage are calculated step by step from the energy management strategy model to the working condition model according to the calculated demand quantity of the energy management strategy model and the calculated demand quantity of the energy management strategy model in the energy flow transmission direction by using a forward simulation manner,
the energy management strategy model is used for dividing corresponding modes according to the magnitude of required power of train traction operation, the existence or nonexistence of a contact network, the maximum input and output power of a vehicle-mounted ESS and the working state of the vehicle-mounted ESS, calculating the required power of the energy storage model through power distribution in different modes, calculating first actual power of a CAN bus through power distribution in different modes according to energy state information provided by the energy storage model and the required power of an energy management strategy provided by the CAN bus, wherein the number of the corresponding modes in the energy management strategy model is 5, and the number of the corresponding modes is respectively as follows: a grid traction mode, a low power traction mode, a high power traction mode, a low power braking mode, a high power braking mode;
the energy storage model is used for transmitting the required power to the direct current bus;
the direct-current bus is used for calculating second actual power of the CAN bus according to the required power of the energy storage model under the limit of the energy storage model;
the CAN bus is used for calculating the actual power of an auxiliary load according to the first actual power provided by the energy management strategy model and the second actual power provided by the direct-current bus;
the auxiliary load is used for calculating the actual electric power output by the inverter to the transmission system according to the actual power;
an inverter for calculating an actual torque and a rotational speed of the motor model under the limitation of the conversion efficiency according to the actual electric power;
the motor model is used for calculating the actual torque and the actual rotating speed of a rotor of a transmission system in the gearbox model according to the actual torque and the actual rotating speed of the motor model and the limitation of the available motor input power of the inverter on the rotation detector model;
the gearbox model is used for calculating the actual torque and the actual rotating speed of a wheel-rail system in the wheel model under the limitation of a transmission system according to the actual torque and the actual rotating speed of a rotor of the transmission system in the gearbox model;
the wheel model is used for calculating the actual traction resultant force and the braking force resultant force of the train model under the limitation of the brake controller according to the influence of the actual torque and the rotating speed of the wheel-rail system on the traction of the tire patch in the transmission system;
and the train model is used for calculating the actual speed of the train through the train speed calculator according to the actual traction resultant force and the braking force resultant force and transmitting the actual speed to the working condition model.
In another optional implementation manner, the target distance-speed operating condition model is:
{v*＝f(x)|xstart≤x≤xend,0≤v*≤vlim(x)}，
wherein x is the position of the train on the line, m; v. of*The required speed of the train at the corresponding position is obtained; x is the number ofstart、xendRespectively, the starting and end station positions, vlim(x) The speed limit on the line is realized.
In another alternative implementation, the train model considers the train as a rigidly connected multi-mass point model when calculating the tractive effort resultant force and the braking effort resultant force, and is expressed by using the following train longitudinal dynamics model:
in the formula, j is the number of the particle; n is the number of mass points of the train, the number of marshalling of the tramcar is less, and each power bogie is taken as a mass point; v is the train speed, km/h, considered as a rigid connectionThe speed of each mass point is the same; fj,trThe traction force borne by the mass point, kN; m isj,DSolving for mass point mass including rotating mass, t, inertial mass according to inertial mass coefficient; g is the acceleration of gravity; fj,bThe braking force borne by mass points, kN; w is aj,fThe sum of unit resistance borne by the particle includes the basic resistance and the additional resistance, N/kN.
In another alternative implementation, the calculation formula of the gearbox model is as follows:
in the formula, T* gear,in、w* gear,inThe required input torque and the rotational speed of the gearbox are respectively; t is* gear,out、w* gear,outRespectively the required output torque and the rotational speed of the gearbox; i.e. i0A fixed gear ratio for the gearbox; t isinertia、TlossRespectively, gearbox moment of inertia and mechanical torque losses.
In another alternative implementation, the calculation of the demanded torque in the backward simulation path of the motor model takes into account the traction and braking characteristics of the motor:
in the formula, omega is the rotating speed of the motor;
inputting power for the motor in the backward simulation path;
outputting power for the demand of the motor;
the maximum traction torque and the maximum braking torque of the motor.
In another optional implementation mode, the system is based on an ADVISOR modeling method, MAT L AB/Simulink is used for environment development, a virtual rail train simulation model is built, and a DSPACE platform is used for simulating a scene.
In another alternative implementation, for each component in the system, the required quantity of the component input in the backward simulation is compared with the actual quantity of the component input in the forward simulation, and whether to adjust the design of the component is determined according to the comparison result.
In another optional implementation manner, when the actual vehicle speed of the working condition model is less than the required vehicle speed, the fact that the train cannot reach the expected required vehicle speed is indicated due to the limitation of the physical parameter condition of the model, and at the moment, if the train model under the physical parameter condition is still required to perform simulation operation, the train performs simulation operation under the corresponding environment by using the actual vehicle speed which can be reached by the train model under the physical parameter condition; if the train needs to run in a simulation mode in a corresponding environment at the required speed, simulating and adjusting the physical parameter conditions of the train so as to enable the actual speed of the train to approach the required speed;
when the actual speed of the working condition model is greater than the required speed, the representation is caused by the problem of model link design, and the train still runs in a simulation mode under the corresponding environment at the required speed, so that the running of the train under the corresponding environment can be accurately simulated;
when the actual speed of the working condition model is equal to the required speed, no matter the physical parameter condition of the train exists, no error exists in the design link of the system model, and therefore the train is continuously kept to run in a simulation mode under the corresponding environment at the required speed.
The invention has the beneficial effects that:
the method combines the two modes of backward simulation and forward simulation, compares the required speed of the train in the backward simulation with the actual speed of the train generated in the forward simulation, distinguishes the reason causing the difference between the actual speed and the required speed according to the comparison result, and adopts the corresponding speed to perform simulation operation under the corresponding environment according to the determined reason, thereby reducing the error of the simulation result; the invention utilizes the semi-physical simulation system to simulate the actual environment, can realize zero-consumption and pollution-free 'on-site' test, can simulate some extreme environments to test the performance of the whole train, and can also test a single sub-module of the virtual rail train; the early-stage verification requirement of the development of the sample car of the hybrid power tramcar can be met, and the development and stop support of the part model selection, parameter matching optimization and control system of the energy storage tramcar can be met; the semi-physical simulation system of the virtual rail train has the advantages of powerful function, flexible use, strong practicability and economy.
Drawings
Fig. 1 is a structural diagram of an embodiment of a hybrid-based virtual rail train semi-physical simulation system according to the invention.
Detailed Description
In order to make the technical solutions in the embodiments of the present invention better understood and make the above objects, features and advantages of the embodiments of the present invention more comprehensible, the technical solutions in the embodiments of the present invention are described in further detail below with reference to the accompanying drawings.
In the description of the present invention, unless otherwise specified and limited, it is to be noted that the term "connected" is to be interpreted broadly, and may be, for example, a mechanical connection or an electrical connection, or a communication between two elements, or may be a direct connection or an indirect connection through an intermediate medium, and a specific meaning of the term may be understood by those skilled in the art according to specific situations.
Referring to fig. 1, a block diagram of an embodiment of a hybrid-based virtual rail train semi-physical simulation system according to the present invention is shown. The system CAN comprise a working condition model 1, a train model 2, a wheel model 3, a gear box model 4, a motor model 5, an inverter 6, an auxiliary load 7 and a CAN bus 8 which are sequentially connected, wherein one end of the CAN bus 8 is connected with an energy storage model 10 through a direct current bus 9, the other end of the CAN bus is connected with an energy management strategy model 11, the energy storage model 10 is connected with the energy management strategy model 11, and the demand quantities of all levels are calculated step by step from the working condition model 1 to the energy management strategy model 11 according to the opposite direction of energy flow transmission by using a backward simulation mode; then, calculating actual quantities of all stages from the energy management strategy model 11 to the working condition model 1 step by step according to the calculated demand quantity of the energy management strategy model 11 and the transmission direction of the energy flow by using a forward simulation mode; comparing the required speed 12 output by the working condition model 1 in backward simulation with the actual speed 32 received by the working condition model 1 in forward simulation, if the actual speed 32 of the working condition model 1 is less than the required speed 12, the fact that the train cannot reach the expected required speed due to the physical condition of the model is shown, and at the moment, the train operates in simulation under the corresponding environment at the actual speed; if the actual speed 32 of the working condition model 1 is greater than the required speed 12, the model is indicated to be caused by the problem of model link design, and at the moment, the train operates in a simulation mode in a corresponding environment at the required speed.
In the embodiment, the system is based on an ADVISION modeling method, environment development is carried out by using MAT L AB/Simulink, a virtual rail train simulation model is established, a DSPACE platform is used for simulating a field, standard data input/output interfaces are arranged among all components in the system, data transmission is convenient for all the components, in addition, when the actual train speed 32 of the working condition model 1 is smaller than the required train speed 12, the fact that the train cannot reach the expected required train speed due to the physical conditions of the model is shown, at the moment, if the train still needs to be simulated and operated under the corresponding environment by the train model under the physical parameter conditions, the train can be simulated and operated under the corresponding environment by adopting the actual train speed which can be reached by the train model under the physical parameter conditions, if the train needs to be simulated and operated under the corresponding environment at the required train speed, the simulation adjustment can be carried out on the physical parameter conditions of the train so that the actual train is close to the required train speed 12, when the actual train speed 32 of the working condition model 1 is larger than the required train, the required train still can be simulated and the actual train speed of the corresponding environment is still simulated and the required by the model, whether the simulation component is input of the virtual rail train is input, the virtual simulation process, whether the simulation component is input of the actual train speed of the virtual rail simulation process, and the simulation process of the requirement of the virtual rail simulation process, and the simulation of the virtual rail train is shown, and the simulation of the virtual rail train is also can be continuously input of the virtual rail train.
According to the embodiment, the two modes of backward simulation and forward simulation are combined, the required speed of the train in the backward simulation is compared with the actual speed of the train generated in the forward simulation, the reason causing the difference between the actual speed and the required speed is distinguished according to the comparison result, and the simulation operation is carried out under the corresponding environment by adopting the corresponding speed according to the determined reason, so that the error of the simulation result can be reduced; the invention utilizes the semi-physical simulation system to simulate the actual environment, can realize zero-consumption and pollution-free 'on-site' test, can simulate some extreme environments to test the performance of the whole train, and can also test a single sub-module of the virtual rail train; the early-stage verification requirement of the development of the sample car of the hybrid power tramcar can be met, and the development and stop support of the part model selection, parameter matching optimization and control system of the energy storage tramcar can be met; the semi-physical simulation system of the virtual rail train has the advantages of powerful function, flexible use, strong practicability and economy.
When a backward simulation mode is used and the direction of energy flow transmission is opposite, the required quantity of each level is calculated step by step from the working condition model to the energy management strategy model:
the working condition model 1 is used for calculating the required speed 12 based on the target distance-speed working condition model according to the route information, and because a fixed platform is set in the rail transit and the train needs to be started and stopped at a fixed point, the target distance-speed working condition model can be expressed as follows:
{v*＝f(x)|xstart≤x≤xend,0≤v*≤vlim(x)}，
wherein x is the position of the train on the line, m; v. of*The required speed of the train at the corresponding position is obtained; x is the number ofstart、xendRespectively, the starting and end station positions, vlim(x) The speed limit on the line is realized.
The condition model 1, after calculating the required vehicle speed 12, transmits the required vehicle speed 12 to the train model 2.
And the train model 2 is used for calculating a traction resultant force under a traction working condition and a braking resultant force 13 under a braking condition according to the required vehicle speed 12 and transmitting the calculated traction resultant force and braking resultant force to the wheel model 3. When the train model 2 calculates the resultant force of the traction force and the resultant force of the braking force, in order to simplify the calculation, the train is considered as a rigidly connected multi-mass-point model and is expressed by using the following train longitudinal dynamics model:
in the formula, j is the number of the particle; n is the number of mass points of the train, the number of marshalling of the tramcar is less, and each power bogie is taken as a mass point; v is the train speed, km/h, and the speed of each mass point is considered to be the same when rigid connection is realized; fj,trThe traction force borne by the mass point, kN; m isj,DSolving for mass point mass including rotating mass, t, inertial mass according to inertial mass coefficient; g is the acceleration of gravity; fj,bThe braking force borne by mass points, kN; w is aj,fThe sum of unit resistance borne by the particle includes the basic resistance and the additional resistance, N/kN.
And the wheel model 3 is used for calculating the required torque and the rotating speed 14 of the gearbox according to the traction resultant force and the braking resultant force 13 under the limitation of the tire slip subsystem and transmitting the calculated required torque and the calculated rotating speed 14 of the gearbox to the gearbox model 4.
And the gearbox model 4 is used for calculating the required torque and the rotating speed 15 of the motor according to the required torque and the rotating speed 14 of the gearbox and transmitting the calculated required torque and the calculated rotating speed 15 of the motor to the motor model 5. The gear ratio of the train is fixed and invariable, and in a simulation system of the hybrid power rail train, a calculation formula of a gear box model is as follows:
in the formula, T* gear,in、w* gear,inThe required input torque and the rotational speed of the gearbox are respectively; t is* gear,out、w* gear,outRespectively the required output torque and the rotational speed of the gearbox; i.e. i0A fixed gear ratio for the gearbox; t isinertia、TlossRespectively, gearbox moment of inertia and mechanical torque losses.
And a motor model 5 for calculating a required power 16 of the inverter 6 based on the required torque and the rotational speed 15 of the motor, and transmitting the calculated required power 16 of the inverter to the inverter 6. The calculation of the required torque in the backward simulation path by the motor model takes into account the traction and braking characteristics of the motor:
in the formula, omega is the rotating speed of the motor;
inputting power for the motor in the backward simulation path;
outputting power for the demand of the motor;
the maximum traction torque and the maximum braking torque of the motor.
And the inverter 6 is used for calculating the required power 17 of the auxiliary load 7 according to the required power 16 of the inverter and transmitting the required power 17 to the auxiliary load 7.
And the auxiliary load 7 is used for calculating the required power 18 of the energy storage model according to the required power 17 of the auxiliary load and transmitting the required power 18 to the CAN bus. The auxiliary load calculates energy consumption of light, air conditioner and the like, and actual energy consumption can be calculated.
And the CAN bus 8 is used for transmitting the required power 18 of the energy storage model to the direct current bus 9, calculating the required power 20 of the energy management strategy according to the required power 18 of the energy storage model, and transmitting the required power 20 of the energy management strategy to the energy strategy management model 11.
And the direct current bus 9 is used for measuring a required voltage 19 in the required power 18 of the energy storage model through a battery pack testing system of the direct current bus under the constraint of a speed limiter after receiving the required power of the energy storage model and transmitting the required voltage 19 to the energy storage model 10. A Battery pack test System 17040 is included in the dc bus 9. The Battery Pack Test System 17040 is provided with a panel control unit and can display the measured voltage in real time; the system is provided with an I/O dual-channel connectable Ethernet CAN bus. The maximum output total power of the battery pack testing system 17040 is 240kw (single channel is 120kw), the maximum current is 600A, and the voltage output range is 30V-1 KV. The System response time of the Battery Pack Test System 17040 is about 40 ms.
And the energy storage model 10 is used for feeding back energy state information 21 to the energy management strategy model 11 after receiving the required voltage 19. The energy storage model 10 is electrically connected with the direct current bus 9, so that information such as required voltage and current can be effectively transmitted.
Thus, during the backward simulation, all the information is summarized at the energy management policy model 11, which receives the demanded power 20 of the energy management policy provided by the CAN bus 8 and the energy status information 21 provided by the energy storage model 10.
When actual quantities of all levels are calculated step by step from the energy management strategy model to the working condition model according to the calculated demand quantity of the energy management strategy model and the transmission direction of energy streams in a forward simulation mode, the energy management strategy model 11 is used for dividing corresponding modes according to the required power of train traction operation, the existence of a contact network, the maximum input and output power of the vehicle-mounted ESS and the working state of the vehicle-mounted ESS, and comprises 5 working modes: a grid traction mode, a low power traction mode, a high power traction mode, a low power braking mode, a high power braking mode. And the energy management strategy model 11 is used for calculating the required power 23 of the energy storage model 10 through power distribution in different modes and transmitting the actual power 23 to the energy storage model 10, and calculating a first actual power 25 of the CAN bus 8 through power distribution in different modes according to the energy state information 21 provided by the energy storage model 10 and the required power 20 of the energy management strategy provided by the CAN bus 8 and transmitting the first actual power 25 to the CAN bus 8.
And the energy storage model 10 is used for transmitting the required power 23 to the direct current bus 9.
And the direct current bus 9 is used for calculating second actual power 24 of the CAN bus 8 according to the required power 23 of the energy storage model 10 under the limitation of the energy storage model 10 and transmitting the second actual power 24 to the CAN bus 8.
And the CAN bus 8 is used for calculating the actual power 26 of the auxiliary load 7 according to the first actual power 25 provided by the energy management strategy model 11 and the second actual power 24 provided by the direct current bus 9 and transmitting the actual power 26 to the auxiliary load 7.
And the auxiliary load 7 is used for calculating the actual electric power 27 output by the inverter 6 to the transmission system according to the actual power 26 of the auxiliary load and transmitting the actual electric power 27 to the inverter 6.
And an inverter 6 for calculating an actual torque and a rotation speed 28 of the motor model 5 under the limitation of the conversion efficiency based on the actual electric power 27 and transmitting the actual torque and the rotation speed 28 to the motor model 5.
The motor model 5 is used for calculating the actual torque and the rotation speed 29 of the rotor of the transmission system in the gearbox model 4 according to the actual torque and the rotation speed 28 of the rotor, and the limitation of the available motor input power of the inverter 6 on the rotation detector model, and transmitting the actual torque and the rotation speed 29 to the gearbox model 4.
And the gearbox model 4 is used for calculating the actual torque and the actual rotating speed 30 of the wheel rail system in the wheel model 3 under the limitation of a transmission system according to the actual torque and the actual rotating speed 29 of the transmission system in the gearbox model and transmitting the actual torque and the actual rotating speed 30 to the wheel model 3.
And the wheel model 3 is used for calculating the actual traction resultant force and the braking resultant force 31 of the train model 2 under the limitation of a brake controller according to the influence of the actual torque and the rotating speed 30 of the wheel-rail system on the traction of the tire patch in the transmission system, and transmitting the traction resultant force and the braking resultant force 31 to the train model 2.
And the train model 2 is used for calculating the actual speed 32 of the train through a train speed calculator according to the actual traction resultant force and the braking resultant force 31 and transmitting the actual speed to the working condition model 1. Therefore, in the forward simulation process, all information is summarized at the working condition model 1, so that the actual speed of the train is obtained.
Other embodiments of the invention will be apparent to those skilled in the art from consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the invention following, in general, the principles of the invention and including such departures from the present disclosure as come within known or customary practice within the art to which the invention pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the invention being indicated by the following claims.
It will be understood that the invention is not limited to the precise arrangements described above and shown in the drawings and that various modifications and changes may be made without departing from the scope thereof. The scope of the invention is limited only by the appended claims.
Claims (10)
1. A hybrid-power-based virtual rail train semi-physical simulation system is characterized by comprising a working condition model, a train model, a wheel model, a gearbox model, a motor model, an inverter, an auxiliary load and a CAN bus which are sequentially connected, wherein one end of the CAN bus is connected with an energy storage model through a direct current bus, the other end of the CAN bus is connected with an energy management strategy model, and the energy storage model is connected with the energy management strategy model; then, calculating actual quantities of all levels step by step from the energy management strategy model to the working condition model according to the calculated demand quantity of the energy management strategy model and the transmission direction of the energy stream by using a forward simulation mode;
comparing the required speed output by the working condition model in backward simulation with the actual speed received by the working condition model in forward simulation, and if the actual speed of the working condition model is less than the required speed, indicating that the train cannot reach the expected required speed due to the physical condition of the model; if the actual speed of the working condition model is greater than the required speed, the model is indicated to be caused by the problem of the design of the model link.
2. The hybrid-based virtual rail train semi-physical simulation system according to claim 1, wherein when the demand of each stage is calculated step by step from the working condition model to the energy management strategy model in a backward simulation manner in a direction opposite to energy flow transmission,
the working condition model is used for calculating the required vehicle speed based on the target distance-speed working condition model according to the line information;
the train model is used for calculating a traction resultant force under a traction working condition and a braking resultant force under a braking condition according to the required speed;
the wheel model is used for calculating the required torque and the rotating speed of the gearbox according to the traction resultant force and the braking resultant force under the limitation of the tire sliding subsystem;
the gearbox model is used for calculating the required torque and the required rotating speed of the motor according to the required torque and the required rotating speed of the gearbox;
the motor model is used for calculating the required power of the inverter according to the required torque and the rotating speed of the motor;
the inverter is used for calculating the required power of the auxiliary load according to the required power of the inverter;
the auxiliary load is used for calculating the required power of the energy storage model according to the required power of the auxiliary load;
the CAN bus is used for transmitting the required power of the energy storage model to the direct current bus, calculating the required power of an energy management strategy according to the required power of the energy storage model and transmitting the required power of the energy management strategy to the energy management strategy model;
the direct current bus is used for measuring the required voltage of the energy storage model through the battery pack test system under the constraint of the rate limiter after receiving the required power of the energy storage model;
and the energy storage model is used for feeding back energy state information to the energy management strategy model after receiving the required voltage.
3. The hybrid-based virtual rail train semi-physical simulation system according to claim 1, wherein when actual quantities of each stage are calculated step by step from the energy management strategy model to the working condition model according to the calculated demand quantity of the energy management strategy model in the energy flow transmission direction in a forward simulation manner,
the energy management strategy model is used for dividing corresponding modes according to the magnitude of required power of train traction operation, the existence or nonexistence of a contact network, the maximum input and output power of a vehicle-mounted ESS and the working state of the vehicle-mounted ESS, calculating the required power of the energy storage model through power distribution in different modes, calculating first actual power of a CAN bus through power distribution in different modes according to energy state information provided by the energy storage model and the required power of an energy management strategy provided by the CAN bus, wherein the number of the corresponding modes in the energy management strategy model is 5, and the number of the corresponding modes is respectively as follows: a grid traction mode, a low power traction mode, a high power traction mode, a low power braking mode, a high power braking mode;
the energy storage model is used for transmitting the required power to the direct current bus;
the direct-current bus is used for calculating second actual power of the CAN bus according to the required power of the energy storage model under the limit of the energy storage model;
the CAN bus is used for calculating the actual power of an auxiliary load according to the first actual power provided by the energy management strategy model and the second actual power provided by the direct-current bus;
the auxiliary load is used for calculating the actual electric power output by the inverter to the transmission system according to the actual power;
an inverter for calculating an actual torque and a rotational speed of the motor model under the limitation of the conversion efficiency according to the actual electric power;
the motor model is used for calculating the actual torque and the actual rotating speed of a rotor of a transmission system in the gearbox model according to the actual torque and the actual rotating speed of the motor model and the limitation of the available motor input power of the inverter on the rotation detector model;
the gearbox model is used for calculating the actual torque and the actual rotating speed of a wheel-rail system in the wheel model under the limitation of a transmission system according to the actual torque and the actual rotating speed of a rotor of the transmission system in the gearbox model;
the wheel model is used for calculating the actual traction resultant force and the braking force resultant force of the train model under the limitation of the brake controller according to the influence of the actual torque and the rotating speed of the wheel-rail system on the traction of the tire patch in the transmission system;
and the train model is used for calculating the actual speed of the train through the train speed calculator according to the actual traction resultant force and the braking force resultant force and transmitting the actual speed to the working condition model.
4. The hybrid-based virtual rail train semi-physical simulation system according to claim 2, wherein the target distance-speed operating condition model is:
{v*＝f(x)|xstart≤x≤xend,0≤v*≤vlim(x)}，
wherein x is the position of the train on the line; v. of*The required speed of the train at the corresponding position is obtained; x is the number ofstart、xendRespectively, the starting and end station positions, vlim(x) The speed limit on the line is realized.
5. The hybrid-based virtual rail train semi-physical simulation system according to claim 2, wherein the train model considers the train as a rigidly-connected multi-mass-point model when calculating the tractive effort resultant force and the braking effort resultant force, and is expressed using the following train longitudinal dynamics model:
in the formula, j is the number of the particle; n is the number of mass points of the train, the number of marshalling of the tramcar is small, and each power bogie is taken as one mass point; v is the train speed, and the speed of each mass point is considered to be the same when rigid connection is considered; fj,trThe traction force borne by the mass point; m isj,DThe mass point mass including the rotating mass is solved according to the inertia mass coefficient; g is the acceleration of gravity; fj,bThe braking force borne by mass points; w is aj,fThe sum of unit resistance borne by the particle includes the basic resistance and the additional resistance.
6. The hybrid-based virtual rail train semi-physical simulation system according to claim 2, wherein the calculation formula of the gearbox model is as follows:
in the formula, T* gear,in、w* gear,inThe required input torque and the rotational speed of the gearbox are respectively; t is* gear,out、w* gear,outRespectively the required output torque and the rotational speed of the gearbox; i.e. i0A fixed gear ratio for the gearbox; t isinertia、TlossRespectively, gearbox moment of inertia and mechanical torque losses.
7. The hybrid-based virtual rail train semi-physical simulation system of claim 2, wherein the demand torque calculation of the motor model in the backward simulation path takes into account traction and braking characteristics of the motor:
in the formula, omega is the rotating speed of the motor;
inputting power for the motor in the backward simulation path;
outputting power for the demand of the motor;
the maximum traction torque and the maximum braking torque of the motor.
8. The hybrid-based virtual rail train semi-physical simulation system as claimed in claim 1, wherein the system is based on an ADVISOR modeling method, utilizes MAT L AB/Simulink for environment development, establishes a virtual rail train simulation model, and utilizes a DSPACE platform to simulate a scene.
9. The hybrid-based virtual rail train semi-physical simulation system as claimed in claim 1, wherein for each component in the system, a required quantity input to the component in a backward simulation is compared with an actual quantity input to the component in a forward simulation, and it is determined whether to adjust a design of the component according to the comparison result.
10. The hybrid-based virtual rail train semi-physical simulation system according to claim 1, wherein when the actual speed of the working condition model is less than the required speed, the condition indicates that the train cannot reach the expected required speed due to the physical parameter condition of the model, and if the train still needs to be simulated by the train model under the physical parameter condition, the train adopts the actual speed which can be reached by the train model under the physical parameter condition to perform simulated operation under the corresponding environment; if the train needs to run in a simulation mode in a corresponding environment at the required speed, simulating and adjusting the physical parameter conditions of the train so as to enable the actual speed of the train to approach the required speed;
when the actual speed of the working condition model is greater than the required speed, the representation is caused by the problem of model link design, and the train still runs in a simulation mode under the corresponding environment at the required speed, so that the running of the train under the corresponding environment can be accurately simulated;
when the actual speed of the working condition model is equal to the required speed, no matter the physical parameter condition of the train exists, no error exists in the design link of the system model, and therefore the train is continuously kept to run in a simulation mode under the corresponding environment at the required speed.
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