CN112937594B - Method and device for determining equivalent acceleration of rail transit vehicle - Google Patents
Method and device for determining equivalent acceleration of rail transit vehicle Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
- B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
- B60W40/107—Longitudinal acceleration
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/08—Electric propulsion units
- B60W2510/083—Torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
- B60W2520/105—Longitudinal acceleration
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Abstract
The embodiment of the application provides a method and a device for determining equivalent acceleration of a rail transit vehicle, wherein the method comprises the following steps: and acquiring the target speed, the target average acceleration, the response time from the acquisition of the handle traction instruction to the brake release and the idle running time generated by the limitation of the impact rate of the vehicle, and calculating and acquiring the equivalent acceleration of the vehicle according to the target speed, the target average acceleration, the response time and the idle running time. In the method, the response time and the idle running time affecting the equivalent acceleration are taken into consideration according to the actual starting process of the vehicle, so that the accuracy of the equivalent acceleration is improved.
Description
Technical Field
The application relates to the technical field of rail transit, in particular to a method and a device for determining equivalent acceleration of a rail transit vehicle.
Background
At the beginning of the design of rail transit vehicles, based on the average acceleration requirement set forth by a designer, in order to achieve the requirement, output parameters of a traction motor are usually tested according to parameters such as vehicle weight, number of motor vehicles, motor vehicle axle data, gear rotation ratio and the like, then the acceleration performance is checked, and a torque characteristic curve of the motor is adjusted according to the checked result.
In the related art, considering that the acceleration of the vehicle is greatly affected by the response time and the impact rate, and the average acceleration proposed above does not take the influence into consideration, an algorithm is generally adopted at present, and the average acceleration is corrected to obtain an equivalent acceleration according to the response time and the impact rate.
However, the above-described method considers that the instantaneous acceleration is a constant value in the acceleration check section, and the equivalent acceleration calculated in the above-described method is inaccurate because the instantaneous acceleration of the vehicle in the different torque characteristic sections varies in practical application of the motor.
Disclosure of Invention
The application provides a method for determining equivalent acceleration of a rail transit vehicle, which aims to solve the problem that the equivalent acceleration is inaccurate in the existing equivalent acceleration determination method.
In a first aspect, an embodiment of the present application provides a method for determining an equivalent acceleration of a rail transit vehicle, including:
acquiring a target speed, a target average acceleration, response time from a handle traction instruction to brake release, and idle time generated by impact rate limitation of a vehicle;
and calculating and acquiring the equivalent acceleration of the vehicle according to the target speed, the target average acceleration, the response time and the idle running time.
In one possible implementation, the calculating to obtain the equivalent acceleration of the vehicle according to the target speed, the target average acceleration, the response time, and the idle time includes:
according to the target speed V of the vehicle t Average acceleration of target a 1 Response time R t Time of idle running t x Using the formulaCalculating and obtaining the equivalent acceleration a of the vehicle x 。
In one possible implementation, the method further comprises:
and according to the impact rate limiting curve, calculating and obtaining the idle running time according to the response time and the time for increasing the pre-applied torque to the maximum torque.
In one possible implementation, the method further comprises:
and acquiring a traction motor torque characteristic curve of the vehicle according to the equivalent acceleration.
In a second aspect, an embodiment of the present application provides a device for determining an equivalent acceleration of a rail transit vehicle, including:
the acquisition module is used for acquiring the target speed and the target average acceleration of the vehicle, the response time from the acquisition of the handle traction instruction to the brake release and the idle running time generated by the impact rate limitation;
and the processing module is used for calculating and acquiring the equivalent acceleration of the vehicle according to the target speed, the target average acceleration, the response time and the idle time.
In one possible implementation, the processing module is specifically configured to:
according to the target speed V of the vehicle t Average acceleration of target a 1 Response time R t Time of idle running t x Using the formulaCalculating and obtaining the equivalent acceleration a of the vehicle x 。
In one possible implementation, the processing module is further configured to:
and according to the impact rate limiting curve, calculating and obtaining the idle running time according to the response time and the time for increasing the pre-applied torque to the maximum torque.
In one possible implementation, the acquisition module is further configured to:
and acquiring a traction motor torque characteristic curve of the vehicle according to the equivalent acceleration.
In a third aspect, embodiments of the present application provide an electronic device, including: the device comprises a memory and a processor, wherein executable instructions of the processor are stored in the memory; wherein the processor is configured to perform the method of the first aspect via execution of the executable instructions.
In a fourth aspect, embodiments of the present application provide a computer readable storage medium having stored thereon a computer program which when executed by a processor implements the method of the first aspect.
The method and the device for determining the equivalent acceleration of the rail transit vehicle provided by the embodiment of the application comprise the following steps: and acquiring the target speed, the target average acceleration, the response time from the acquisition of the handle traction instruction to the brake release and the idle running time generated by the limitation of the impact rate of the vehicle, and calculating and acquiring the equivalent acceleration of the vehicle according to the target speed, the target average acceleration, the response time and the idle running time. In the method, the response time and the idle running time affecting the equivalent acceleration are taken into consideration according to the actual starting process of the vehicle, so that the accuracy of the equivalent acceleration is improved.
Drawings
FIG. 1 is a schematic diagram of a torque characteristic provided in an embodiment of the present application;
FIG. 2 is a schematic diagram of an algorithm equivalent model provided by an embodiment of the present application;
fig. 3 is a flowchart of a method for determining an equivalent acceleration of a rail transit vehicle according to an embodiment of the present application;
FIG. 4 is a schematic diagram of response time provided by an embodiment of the present application;
FIG. 5 is a schematic diagram of a reverse-push timing diagram according to an embodiment of the present disclosure;
fig. 6 is a second flow chart of a method for determining an equivalent acceleration of a rail transit vehicle according to an embodiment of the present application;
fig. 7 is a schematic structural diagram of a device for determining equivalent acceleration of a rail transit vehicle according to an embodiment of the present application;
fig. 8 is a schematic structural diagram of an electronic device according to an embodiment of the present application.
Detailed Description
For the purposes of making the objects, technical solutions and advantages of the embodiments of the present application more clear, the technical solutions of the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is apparent that the described embodiments are some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by one of ordinary skill in the art based on the embodiments herein without making any inventive effort, are intended to be within the scope of the present application.
The terms "first," "second," "third," "fourth" and the like in the description and in the claims of this application and in the above-described figures, if any, are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that embodiments of the present application described herein may be capable of operation in sequences other than those illustrated or described herein, for example.
First, an application scenario of the present application is described:
based on the average acceleration requirement set forth by the designer, the output torque related parameters (F, V, V2) of the traction motor are tested according to the parameters such as the vehicle weight, the number of motor vehicles, the motor vehicle axle data, the gear rotation ratio and the like, then the acceleration performance is checked, and the torque characteristic curve of the motor is adjusted according to the checked result. The torque characteristic curve is used for representing the relation between the traction motor torque and the vehicle speed, the abscissa is the vehicle speed, the ordinate is the motor torque, and fig. 1 is a schematic diagram of the torque characteristic curve provided by the embodiment of the application, as shown in fig. 1, the traction motor torque characteristic section comprises a constant torque section, a constant power section and a natural characteristic section, the speed section corresponding to the constant torque section is 0-40kn/h, the speed section corresponding to the constant power section is 40-81km/h, and the speed section corresponding to the natural characteristic section is 80-120km/h.
Of course, the above description is only illustrative of the speed interval of the traction motor corresponding to each characteristic interval, and in practical application, the present embodiment does not limit the speed interval.
Checking acceleration performance refers to checking whether the average acceleration of the vehicle from stationary acceleration to target speed meets the requirement of target average acceleration or not according to the traction exerted by the vehicle according to the torque characteristic curve of the motor, wherein factors influencing the average acceleration of the vehicle are analyzed as follows:
the relationship between the vehicle instantaneous traction and the motor torque is as follows equation (1):
wherein F is the instantaneous traction of the vehicle;
t is motor torque;
u c is transmitted by a gearA dynamic ratio;
η g the gear rotation efficiency is achieved;
D j is the wheel diameter of the wheel.
Let V be the real-time speed of the vehicle, V1 be the speed of the traction working condition of the traction motor entering the constant power characteristic region, V2 be the speed of the traction working condition of the traction motor entering the natural characteristic region, vm be the maximum running speed of the vehicle, then:
when V is more than 0 and less than or equal to V1, the traction motor is in a constant torque characteristic area, and the instantaneous traction force of the vehicle is F m The traction motor output increases with increasing vehicle speed (as can be seen from the above equation, F m Maximum torque T of traction motor m Corresponding vehicle maximum traction).
When V1 is more than or equal to V2, the traction motor is in a constant power characteristic area, and the instantaneous traction force of the vehicle is F m * V1/V, the output power of the traction motor is constant.
When V2 is less than or equal to V and less than or equal to Vm, the traction motor is in a natural characteristic region, and the instantaneous traction force of the vehicle is F m *V1*V2/V 2 The output power of the traction motor decreases with increasing speed.
From the above equation, the vehicle accelerates from rest to the target speed V for a certain period of time (t), the average acceleration is defined as V/t, and the instantaneous traction force of the vehicle and F are known m V1 and V2 are directly related, according to a=F/m, i.e. the instantaneous acceleration of the vehicle and F m V1 and V2 are directly related, i.e. average acceleration is related to F m V1 and V2 have a direct relationship.
Wherein, the main size relation of the traction motor is as follows formula (2):
wherein C is A The volume of active material consumed for motor constant, i.e. unit calculated torque;
D s is the inner diameter of the stator;
l ef the effective length of the iron core;
n is the motor rotation speed;
and P' is the equivalent power of the traction motor.
The equivalent power of the traction motor is the average power calculated by the motor evaluation motor in acceleration, constant speed, braking and standing stop on a specific line, namely the average value of all output powers.
As can be seen from the formula (1), the instantaneous traction force F of the vehicle and the motor torque T are positively correlated, and due to the maximum torque T of the traction motor m With the number of turns N of the motor stator winding and the effective length l of the iron core ef Positive correlation is established. Because the traction motor is a cylinder, according to the volume V of the traction motor mo AND D s 2 And/l ef The product of (2) is "positive-correlated", so that traction motor equivalent power P' is positive-correlated with volume V mo In positive correlation (only consider the traction motor with fully closed/open self-cooling mode), so T is satisfied under the premise of meeting the vehicle dynamic performance requirement m The smaller V1 and V2 are, the smaller the external dimension of the traction motor and the smaller the equivalent power of the traction motor are, the bogie design is facilitated, and the smaller the rated power or rated current of each part of the whole set of traction transmission system is, the lower the design cost is.
Since the average acceleration and the torque characteristic of the motor are affected by other factors, the average acceleration proposed at present may have a certain error, and the related art provides two ways of correcting the average acceleration and the torque characteristic of the motor. One is to multiply each point on the traction motor torque characteristic curve by 1+α, α being a reserved coefficient, using a margin method. Alpha is generally 5% or 10% based on past design experience. According to the relevant requirements of the IEC 61377-2016 railway application locomotive traction system combination test method on traction motor characteristic test: the motor torque at any speed should not be less than the prescribed value of 95%, and can be understood as: the motor characteristic curve designed according to the vehicle performance requirement should satisfy the acceleration check index even if a prescribed torque value of 95% is exerted at any one speed point, i.e., consider the equivalent acceleration by a certain margin, i.e., a x ＝a 1 /0.95，a x Is equivalent to acceleration, a 1 Average adding to the targetSpeed.
The other is to calculate the equivalent acceleration (target average acceleration) by adopting an algorithm in consideration of the influence of response time and impact rate on the vehicle performance, and then draw a motor characteristic curve according to the acceleration performance checking method mentioned above.
FIG. 2 is a schematic diagram of an algorithm equivalent model provided in an embodiment of the present application, as shown in FIG. 2, a 1 For the target average acceleration, a x Equivalent acceleration, t, required to account for response time and impact rate 4 For response time, t 5 To take into account the impact rate, the time at which the traction motor torque is fully established, t 6 All time from the establishment of the traction motor torque to the reaching of the target speed; t is t 4 ＝R t 、t 5 ＝a x /I r Let the target speed be V t According to the principle of equality of the area, the following steps are obtained:
from the above, one can be derived about equivalent acceleration a x To obtain a x . And then designing a traction motor torque characteristic curve according to the equivalent acceleration.
In summary, the first and the second margin methods are to raise the traction torque characteristic curve of the whole acceleration section according to the margin proportion, and have certain blindness and limitation. The torque characteristic curve designed according to the method can not meet the requirement of the acceleration performance of the train or the surplus is overlarge, so that the waste is caused; 2. since the algorithm considers the instantaneous acceleration to be a constant value in the acceleration check interval, as shown in FIG. 2In the actual design process, as the motor enters a constant power region and a natural characteristic region, the torque and the instantaneous acceleration are reduced, wherein the acceleration index of the vehicle corresponds to a plurality of speed regions, for example: 0-40km/h, the required acceleration is more than or equal to 1.0m/s 2 0-80km/h, the required acceleration is more than or equal to 0.5m/s 2 The 2 speed intervals of 0 to 40 and 0 to 80 are the check intervals of acceleration. The motor at low speed is usually in a constant torque area, the instantaneous acceleration is basically unchanged, and the requirements can be met, and the instantaneous acceleration at full speed is reduced once or secondarily along with the increase of the speed, so that the equivalent acceleration calculated by the method is inaccurate.
The application provides a method and a device for determining equivalent acceleration of a rail transit vehicle, wherein the method comprises the following steps: and acquiring the target speed, the target average acceleration, the response time from the acquisition of the handle traction instruction to the brake release and the idle running time generated by the limitation of the impact rate of the vehicle, and calculating and acquiring the equivalent acceleration of the vehicle according to the target speed, the target average acceleration, the response time and the idle running time. In the method, the response time and the idle running time affecting the equivalent acceleration are taken into consideration according to the actual starting process of the vehicle, so that the accuracy of the equivalent acceleration is improved.
The technical scheme of the present application is described in detail below through specific embodiments. It should be noted that the following embodiments may be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments. Embodiments of the present application will be described below with reference to the accompanying drawings.
Fig. 3 is a flowchart of a method for determining an equivalent acceleration of a rail transit vehicle according to an embodiment of the present application, as shown in fig. 3, the method for determining an equivalent acceleration of a rail transit vehicle includes the following steps:
s101, acquiring a target speed, a target average acceleration and response time from a handle traction command to brake release of a vehicle to idle time generated by impact rate limitation.
In practical application, in order to achieve the set target average acceleration, the output torque related parameters (F, V, V2) of the traction motor are tested according to a plurality of parameters, so that the average acceleration of the vehicle in all the acceleration assessment sections reaches the target average acceleration, however, because the factors influencing the target average acceleration are not considered in the process, the set target average acceleration is inaccurate, and the acceleration performance requirement actually required by the vehicle is not met.
In this embodiment, a time reverse thrust method is adopted, and according to the actual starting process of the vehicle, the dead time generated by the response time and the impact rate limitation is considered in the calculation process of the equivalent acceleration, so as to improve the accuracy of the equivalent acceleration. Wherein the equivalent acceleration is a target average acceleration taking into account the lost motion time and the response time.
For example, because of the impact rate limitation, the traction force can be exerted to F with a certain slope within 1s m The vehicle will also have traction during this time, but vehicle traction < F m According to the area method, the time period can be equivalent to the traction force of 0 at the front 0.5s and the traction force of F at the rear 0.5s m Then 0.5s is the dead time due to the impact rate limitation.
The target speed is a preset speed of the vehicle, the target average acceleration is a preset average acceleration of the vehicle, and the specific values of the target speed and the target average acceleration are not limited and can be determined according to actual conditions.
The response time from acquisition of the handle traction command to brake release refers to the time from the start of the traction motor torque build up given the driver controller level handle (throttle handle). FIG. 4 is a schematic diagram of response time provided in an embodiment of the present application, as shown in FIG. 4, response time R t At t 1 、t 2 、t 3 And, wherein t 1 For the self-checking of the time of allowing the output torque, t, of the step handle setting and traction inverter 2 For the pre-applied torque establishment time of the traction inverter requesting brake release, after the pre-applied torque is established, the traction inverter sends out a command for requesting brake release, t 3 The brake control system is given a request for brake release command until a hydraulic or air brake full release time. The greater the response time, the less the target speed and the greater the impact on vehicle acceleration performance over that speed range.
The impact rate is the longitudinal impact rate of the vehicle, on the acceleration curve, the tangential slope of each point, namely the derivative of the acceleration, is the impact rate, the unit is m/s3, and the size of the impact rate directly influences the riding comfort of passengers. In general, urban rail transit vehicles are required to have a longitudinal impact rate of 0.75, 1.0 or 1.5m/s3 or less, the smaller the impact rate, the smaller the target speed, and the greater the impact on the vehicle acceleration performance within that speed range.
The response time and impact rate are described below in conjunction with fig. 5.
Fig. 5 is a schematic diagram of a reverse thrust method timing chart provided in an embodiment of the present application, and as shown in fig. 5, a vehicle starting timing is: the speed regulation handle of the driver controller is established, the traction control unit (Traction Control Unit, TCU) executes self-checking and motor excitation after receiving the instruction, and then a pre-torque is established to prevent the vehicle from slipping after the braking is released. After the pre-torque is established, the TCU outputs a brake release request command, and a brake control unit (brake control unit, BCU) performs a brake release operation. And when the TCU receives the full-row braking relieving signal, applying the full-row braking relieving signal to the maximum torque of the motor at the current stage according to the impact rate requirement.
The time from the handle traction command to the BCU brake release is the response time R t The time from the pre-applied torque to the maximum torque is t 5 Finding a point on the impact rate limiting curve to equalize the areas of the two shadow areas in the upper graph, then t x The idle time due to the impact rate limitation can be expressed.
Train braking refers to artificially stopping movement of a train, including slowing it down, not accelerating it, or stopping operation. Releasing or weakening the braking action of a braked train or locomotive is referred to as "brake alleviation".
Wherein, AW3/AW2/AW0 in fig. 5 represents different loads of the vehicle, and is described in detail in the prior art, which is not repeated herein.
S102, calculating and acquiring the equivalent acceleration of the vehicle according to the target speed, the target average acceleration, the response time and the idle running time.
In this embodiment, according to the actual starting process of the vehicle, the response time and the idle time are considered in the calculation of the equivalent acceleration, and according to the target speed, the target average acceleration, the response time and the idle time, the equivalent acceleration of the vehicle is calculated and obtained, and the accuracy of the equivalent acceleration obtained by the method is higher.
Any applicable calculation formula can be adopted by a person skilled in the art, and the equivalent acceleration of the vehicle is calculated according to the target speed, the target average acceleration, the response time and the idle running time, which is not limited in this embodiment.
The method for determining the equivalent acceleration of the rail transit vehicle provided by the embodiment comprises the following steps: and acquiring the target speed, the target average acceleration, the response time from the acquisition of the handle traction instruction to the brake release and the idle running time generated by the limitation of the impact rate of the vehicle, and calculating and acquiring the equivalent acceleration of the vehicle according to the target speed, the target average acceleration, the response time and the idle running time. In the method, the response time and the idle running time affecting the equivalent acceleration are taken into consideration according to the actual starting process of the vehicle, so that the accuracy of the equivalent acceleration is improved.
On the basis of the foregoing embodiments, fig. 6 is a second flow chart of a method for determining an equivalent acceleration of a rail transit vehicle according to the embodiment of the present application, as shown in fig. 6, where the method for determining an equivalent acceleration of a rail transit vehicle specifically includes:
s201, acquiring a target speed, a target average acceleration and response time from a handle traction command to brake release of the vehicle, and acquiring a dead time generated by impact rate limitation.
The idle running time generated by the impact rate limitation can be realized in the following feasible modes:
and according to the impact rate limiting curve, calculating and obtaining the idle running time according to the response time and the time for increasing the pre-applied torque to the maximum torque.
Referring to FIG. 5, the time from handle traction command to BCU brake release is response time R t The time from the pre-applied torque to the maximum torque is t 5 Finding a point on the impact rate curve, making the areas of the two shaded areas equal in FIG. 5, then t x The idle time due to the impact rate limitation can be expressed. The preset torque percentage is set as P f Maximum instantaneous acceleration is a max Wherein a is max Representing the maximum target average acceleration in the characteristic region corresponding to the target speed.
As can be seen from fig. 5, x=t 5 -t x
According to the similar triangle theorem: y= (1-P) f )·a max ·(t 5 -t x )/t 5
z＝a max -y
k＝P f ·a max
When the areas of the shadow areas are equal: (k+z). T x ＝x·(t 5 -t x )
Then t x The method can be obtained by the following formula:
wherein, the reason for setting the pre-torque percentage is that:
to prevent vehicle slip, the motor is brought to a torque, and this torque and T, in advance of the TCU sending a brake release request m The ratio of (2) is the pre-torque percentage, but the vehicle is not moving forward at this time. If there is no pre-torque percentage,if the motor torque is applied slowly after the vehicle brake shoes are released, the vehicle may slip.
The implementation process of step S201 is similar to that of step S101, and will not be described in detail here.
S202, according to the target speed V of the vehicle t Average acceleration of target a 1 Response time R t Time of idle running t x Using the formulaCalculating and acquiring equivalent acceleration a of vehicle x 。
In this embodiment, a formula may be employedCalculating the equivalent acceleration of the vehicle, wherein V t For the target speed, a 1 For the target average acceleration, R t For response time t x Is the idle time.
By analyzing the braking release and traction force establishment processes in the vehicle starting process, the acceleration test working condition in the vehicle line test process is highly restored, the response time of the traction system and the idle time generated by the limitation of the impact rate are converted into the equivalent acceleration calculation result, factors which possibly influence the actual measurement acceleration result are fully considered, and the accuracy of the equivalent acceleration is improved.
In one possible implementation, the method further comprises:
s203, acquiring a traction motor torque characteristic curve of the vehicle according to the equivalent acceleration.
The equivalent acceleration is obtained by taking influence parameters including the idle running time and the response time into consideration, so that a motor curve obtained by checking the reduction of the acceleration to a certain extent by taking the response time and the impact rate into consideration is a motor curve which can meet the power performance index requirement, namely the set average acceleration requirement. The manner of obtaining the torque characteristic curve of the traction motor of the vehicle according to the acceleration is similar to that of the prior art, and is not repeated here.
The method for determining the equivalent acceleration of the rail transit vehicle provided by the embodiment comprises the following steps: acquiring a target speed, a target average acceleration, a response time from acquiring a handle traction command to brake release and a dead-time generated by impact rate limitation of a vehicle according to a target speed V of the vehicle t Average acceleration of target a 1 Response time R t Time of idle running t x Using the formulaCalculating and acquiring equivalent acceleration a of vehicle x And acquiring a traction motor torque characteristic curve of the vehicle according to the equivalent acceleration. Therefore, factors which can influence the result of the measured acceleration are fully considered, and the characteristics of the traction motor obtained by the method can completely meet the power performance index requirements.
Fig. 7 is a schematic structural diagram of a determination device for equivalent acceleration of a rail transit vehicle according to an embodiment of the present application, where the device may be integrated in an electronic device, and the electronic device may be a terminal device, a server, or the like, which is not limited in this embodiment. As shown in fig. 7, the apparatus may include:
an acquisition module 61 for acquiring a target speed, a target average acceleration, a response time from acquisition of a handle traction command to brake release, and a lost motion time due to an impact rate limitation of the vehicle;
and the processing module 62 is configured to calculate and acquire an equivalent acceleration of the vehicle according to the target speed, the target average acceleration, the response time and the idle time.
In one possible implementation, the processing module 62 is specifically configured to:
according to the target speed V of the vehicle t Average acceleration of target a 1 Response time R t Time of idle running t x Using the formulaCalculating and obtaining the equivalent acceleration a of the vehicle x 。
In one possible implementation, the processing module 62 is further configured to:
and according to the impact rate limiting curve, calculating and obtaining the idle running time according to the response time and the time for increasing the pre-applied torque to the maximum torque.
In one possible implementation, the acquisition module 61 is further configured to:
and acquiring a traction motor torque characteristic curve of the vehicle according to the equivalent acceleration.
The device for determining the equivalent acceleration of the rail transit vehicle provided by the embodiment comprises the following components: the acquisition module is used for acquiring the target speed, the target average acceleration, the response time from the acquisition of the handle traction instruction to the brake release and the idle running time generated by the impact rate limitation of the vehicle, and the processing module is used for calculating and acquiring the equivalent acceleration of the vehicle according to the target speed, the target average acceleration, the response time and the idle running time. In the method, the response time and the idle running time affecting the equivalent acceleration are taken into consideration according to the actual starting process of the vehicle, so that the accuracy of the equivalent acceleration is improved.
Fig. 8 is a schematic structural diagram of an electronic device provided in an embodiment of the present application, and as shown in fig. 8, the electronic device in this embodiment may include: a processor 71 and a memory 72.
A memory 72 for storing a computer program (e.g., application programs, functional modules, etc. that implement the methods described above), computer instructions, etc.;
the computer programs, computer instructions, etc. described above may be stored in one or more of the memories 42 in partitions. And the above-described computer programs, computer instructions, data, etc. may be called by the processor 51.
A processor 71 for executing a computer program stored in a memory 72 for carrying out the steps of the method according to the above-described embodiment.
Reference may be made in particular to the description of the embodiments of the method described above.
The processor 71 and the memory 72 may be separate structures or may be integrated structures integrated together. When the processor 71 and the memory 72 are separate structures, the memory 72 and the processor 71 may be coupled by a bus 73.
The electronic device of the present embodiment may execute the technical solution in the method shown in the foregoing embodiment, and specific implementation processes and technical principles of the technical solution are referred to the relevant descriptions in the method shown in the foregoing embodiment, which are not repeated herein.
In addition, the embodiment of the application further provides a computer-readable storage medium, in which computer-executable instructions are stored, when the at least one processor of the user equipment executes the computer-executable instructions, the user equipment performs the above possible methods.
Among them, computer-readable media include computer storage media and communication media including any medium that facilitates transfer of a computer program from one place to another. A storage media may be any available media that can be accessed by a general purpose or special purpose computer. An exemplary storage medium is coupled to the processor such the processor can read information from, and write information to, the storage medium. In the alternative, the storage medium may be integral to the processor. The processor and the storage medium may reside in an ASIC. In addition, the ASIC may reside in a user device. The processor and the storage medium may reside as discrete components in a communication device.
Those of ordinary skill in the art will appreciate that: all or part of the steps for implementing the method embodiments described above may be performed by hardware associated with program instructions. The foregoing program may be stored in a computer readable storage medium. The program, when executed, performs steps including the method embodiments described above; and the aforementioned storage medium includes: various media that can store program code, such as ROM, RAM, magnetic or optical disks.
The present application also provides a program product comprising a computer program stored in a readable storage medium, from which the computer program can be read by at least one processor of a server, the at least one processor executing the computer program causing the server to implement the method of any one of the embodiments of the present application described above.
Those of ordinary skill in the art will appreciate that: all or part of the steps for implementing the method embodiments described above may be performed by hardware associated with program instructions. The foregoing program may be stored in a computer readable storage medium. The program, when executed, performs steps including the method embodiments described above; and the aforementioned storage medium includes: various media that can store program code, such as ROM, RAM, magnetic or optical disks.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application.
Claims (6)
1. A method for determining an equivalent acceleration of a rail transit vehicle, comprising:
acquiring a target speed, a target average acceleration, response time from a handle traction instruction to brake release, and idle time generated by impact rate limitation of a vehicle;
calculating and acquiring equivalent acceleration of the vehicle according to the target speed, the target average acceleration, the response time and the idle time;
the response time from the acquisition of the traction command of the handle to the release of the brake is the time from the start of the establishment of the torque of the traction motor after the setting of the level handle of the driver controller;
the calculating to obtain the equivalent acceleration of the vehicle according to the target speed, the target average acceleration, the response time and the idle time includes:
according to the target speed V of the vehicle t Average acceleration of target a 1 Response time R t And empty spaceTravel time t x Using the formulaCalculating and obtaining the equivalent acceleration a of the vehicle x ；
The method further comprises the steps of:
and according to the impact rate limiting curve, calculating and obtaining the idle running time according to the response time and the time for increasing the pre-applied torque to the maximum torque.
2. The method according to claim 1, wherein the method further comprises:
and acquiring a traction motor torque characteristic curve of the vehicle according to the equivalent acceleration.
3. A determination device of equivalent acceleration of a rail transit vehicle, characterized by comprising:
the acquisition module is used for acquiring the target speed and the target average acceleration of the vehicle, the response time from the acquisition of the handle traction instruction to the brake release and the idle running time generated by the impact rate limitation; the response time from the acquisition of the traction command of the handle to the release of the brake is the time from the start of the establishment of the torque of the traction motor after the setting of the level handle of the driver controller;
the processing module is used for calculating and acquiring the equivalent acceleration of the vehicle according to the target speed, the target average acceleration, the response time and the idle time;
the processing module is specifically configured to:
according to the target speed V of the vehicle t Average acceleration of target a 1 Response time R t Time of idle running t x Using the formulaCalculating and obtaining the equivalent acceleration a of the vehicle x ；
The processing module is further configured to:
and according to the impact rate limiting curve, calculating and obtaining the idle running time according to the response time and the time for increasing the pre-applied torque to the maximum torque.
4. The apparatus of claim 3, wherein the acquisition module is further to:
and acquiring a traction motor torque characteristic curve of the vehicle according to the equivalent acceleration.
5. An electronic device, comprising: the device comprises a memory and a processor, wherein executable instructions of the processor are stored in the memory; wherein the processor is configured to perform the method of claim 1 or 2 via execution of the executable instructions.
6. A computer readable storage medium, on which a computer program is stored, characterized in that the program, when being executed by a processor, implements the method of claim 1 or 2.
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| CN201911263888.7A CN112937594B (en) | 2019-12-11 | 2019-12-11 | Method and device for determining equivalent acceleration of rail transit vehicle |
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| CN201911263888.7A CN112937594B (en) | 2019-12-11 | 2019-12-11 | Method and device for determining equivalent acceleration of rail transit vehicle |
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| US10773597B2 (en) * | 2017-10-06 | 2020-09-15 | Ford Global Technologies, Llc | Autonomous vehicle acceleration profile |
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