WO2019114230A1 - 机车及动车组粘着控制仿真系统和仿真方法 - Google Patents

机车及动车组粘着控制仿真系统和仿真方法 Download PDF

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Publication number
WO2019114230A1
WO2019114230A1 PCT/CN2018/092121 CN2018092121W WO2019114230A1 WO 2019114230 A1 WO2019114230 A1 WO 2019114230A1 CN 2018092121 W CN2018092121 W CN 2018092121W WO 2019114230 A1 WO2019114230 A1 WO 2019114230A1
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Prior art keywords
simulation
locomotive
parameter
model
adhesion
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PCT/CN2018/092121
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English (en)
French (fr)
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王乃福
徐从谦
刁一晋
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中车大连电力牵引研发中心有限公司
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Publication of WO2019114230A1 publication Critical patent/WO2019114230A1/zh

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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B17/00—Systems involving the use of models or simulators of said systems
    • G05B17/02—Systems involving the use of models or simulators of said systems electric
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B23/00—Testing or monitoring of control systems or parts thereof
    • G05B23/02—Electric testing or monitoring

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  • the invention relates to the field of simulation technology, in particular to a simulation system and a simulation method for a locomotive and an EMU adhesion control.
  • the locomotive adhesion control simulation system is mainly implemented by the internationally accepted SIMPACK-MATLAB simulation tool. Specifically, use SIMPACK to construct locomotive bogies, car bodies and rails, specify the degrees of freedom and articulation of each component, analyze the force situation, establish a complete locomotive model, use MATLAB to establish locomotive traction drive and motor control model, and will tow The transmission and motor control model was introduced into the locomotive model to construct a locomotive adhesion control simulation system to simulate the locomotive adhesion control.
  • the locomotive adhesion control simulation system established by the above method cannot simulate the actual control effect of the locomotive, and the simulation effect is difficult to be consistent with the actual effect on the scene, and the simulation effect is not good.
  • the invention provides a simulation system and a simulation method for the locomotive and the EMU adhesion control, which are used to solve the simulation effect in the prior art, which is difficult to be consistent with the actual effect on the field, and the simulation real-time and low-speed simulation effects are not good. problem.
  • the locomotive and EMU adhesion control simulation system comprises: a real vehicle controller, a first simulation machine, and a signal conversion unit, wherein the signal conversion unit and the real vehicle controller and the first a simulated electromechanical connection;
  • the real vehicle controller is a unit for implementing adhesion control of the locomotive, configured to run a sticking control program, send a sticking control command to the first simulator, and receive a simulated running signal sent by the first simulator;
  • the first simulation machine is configured to run the simulation model according to the adhesion control instruction to obtain the simulation operation signal, and send the simulation operation signal to the real vehicle controller;
  • the signal conversion unit is configured to convert a transmission signal between the real vehicle controller and the first simulation machine.
  • the locomotive and EMU adhesion control simulation system further comprises a flywheel test rig for simulating the locomotive adhesion state under different working conditions, obtaining an adhesion state parameter, and to the first simulation machine Transmitting the sticking state parameter, so that the first simulator runs the simulation model according to the sticking state parameter and the sticking control instruction;
  • the adhesion state parameter includes a wheel rail state parameter and a traction load parameter.
  • the flywheel test rig includes an adhesion test rig for simulating a state of a machine wheel rail under different working conditions, and the wheel rail state parameter is obtained, and the wheel rail state parameter includes a rail surface medium. Parameters, axle weight parameters and wheel and rail angle parameters.
  • the flywheel test rig further includes a flywheel load test rig for simulating a locomotive load state under different working conditions, and the traction load parameter is obtained, where the traction load parameter includes a traction quality parameter. , running resistance parameters and ramp resistance parameters.
  • the simulation model includes at least one of a main circuit model, a motor model, a vehicle model, and a model: a traction model, a bow network model, a line model, a wheel rail model, and a vehicle dynamic model.
  • the locomotive and EMU adhesion control simulation system further includes a second emulator, the first emulator includes a first communication module, and the second emulator includes a second communication module, the first communication The module and the second communication module are in communication connection.
  • the adhesion test bench comprises a wheel, an axle, a track, a axle reloading device, a spraying device and an angle adjusting device;
  • the axle reloading device is configured to adjust an axle load of the axle according to a vehicle type, and obtain the axle weight parameter;
  • the spraying device is configured to spray a medium into the track and obtain the rail surface medium parameter
  • the angle of attack adjusting device is configured to adjust an angle between a shaft head of the axle and a track, and obtain the wheel rail angle of attack parameter.
  • the flywheel load test bench comprises a combined flywheel, a traction motor and a resistance motor;
  • the combined flywheel is used to simulate the traction quality of the locomotive and obtain the traction quality parameter
  • the traction motor is used to simulate the running resistance of the locomotive and obtain the running resistance parameter
  • the resistance motor is used to simulate the ramp resistance of the locomotive and obtain the ramp resistance parameter.
  • the locomotive and EMU adhesion control simulation method provided by the present invention comprises:
  • the method before the running the simulation model according to the adhesion control instruction, the method further includes:
  • the sticking state parameter including a wheel rail state parameter and a traction load parameter
  • the running the simulation model according to the adhesion control instruction comprises:
  • a simulation model is run in accordance with the stick state parameter and the stick control command.
  • the locomotive and EMU adhesion control simulation system comprises a real vehicle controller, a first simulation machine and a signal conversion unit, and the adhesion control program is sent to the first simulation machine by the actual vehicle controller running the locomotive adhesion control program,
  • the first simulation machine runs the simulation model according to the adhesion control instruction to obtain a simulation operation signal, and sends the simulation operation signal to the real vehicle controller to implement simulation of the locomotive adhesion control. Since the real vehicle controller adopts the unit that realizes the adhesion control of the locomotive, the technical problem that the simulation effect caused by using the MATLAB to establish the traction drive and the motor control model of the locomotive is difficult to be consistent with the actual effect on the field is solved, and the simulation is improved.
  • the effect is achieved by running the simulation model in the first simulation machine, and the first simulation machine receives the adhesion control command of the real vehicle controller and feeds the simulation operation signal to the real vehicle controller in real time, which is improved compared with the prior art. Real-time performance of the simulation model.
  • Embodiment 1 is a schematic structural view of Embodiment 1 of a simulation system for locomotive and EMU adhesion control provided by the present invention
  • Embodiment 2 is a schematic structural diagram of Embodiment 2 of a simulation system for locomotive and EMU adhesion control provided by the present invention
  • Embodiment 3 is a schematic structural diagram of Embodiment 3 of a simulation system for locomotive and EMU adhesion control provided by the present invention
  • Embodiment 3 of a locomotive and EMU adhesion control simulation system according to the present invention
  • FIG. 5 is a schematic structural diagram of Embodiment 4 of a simulation system for locomotive and EMU adhesion control provided by the present invention
  • FIG. 6 is a flowchart of Embodiment 1 of a simulation method for adhesion control of a locomotive and an EMU provided by the present invention.
  • the locomotive adhesion control simulation system is mainly implemented by the internationally accepted SIMPACK-MATLAB simulation tool.
  • SIMPACK is used to build a complete locomotive model.
  • the locomotive model includes three parts: bogie, car body and rail. It defines the degrees of freedom and articulation of each part, and defines the input and output of the locomotive model.
  • five input variables include Output torque of 4 motors and 1 driving resistance, 5 output variables are 4 wheelset speeds and 1 body speed respectively; use MATLAB to establish locomotive traction drive and motor control model, and traction drive and motor control model It is introduced into the locomotive model to construct the locomotive adhesion control simulation system and simulate the locomotive adhesion control.
  • the locomotive adhesion control simulation system established by the above method cannot simulate the actual control effect of the locomotive, and can not guarantee the real-time performance of the simulation model, which makes the simulation effect difficult to be consistent with the actual effect on the scene, and the simulation effect is not good.
  • the locomotive and EMU adhesion control simulation system comprises a real vehicle controller, a first simulation machine and a signal conversion unit, and the adhesion control program is sent to the first simulation machine by the actual vehicle controller running the locomotive adhesion control program,
  • the first simulation machine runs the simulation model according to the adhesion control instruction to obtain a simulation operation signal, and sends the simulation operation signal to the real vehicle controller to implement simulation of the locomotive adhesion control. Since the real vehicle controller adopts the unit that realizes the adhesion control of the locomotive, the technical problem that the simulation effect caused by using the MATLAB to establish the traction drive and the motor control model of the locomotive is difficult to be consistent with the actual effect on the field is solved, and the simulation is improved.
  • the effect is achieved by running the simulation model in the first simulation machine, and the first simulation machine receives the adhesion control command of the real vehicle controller and feeds the simulation operation signal to the real vehicle controller in real time, which is improved compared with the prior art. Real-time performance of the simulation model.
  • the locomotive and EMU adhesion control simulation system and the simulation method provided by the invention can be used for simulating the adhesion control of all locomotives in the wheel and rail transportation field, for example, can be used for adhesion control of the EMU, the subway, the light rail and the electric locomotive.
  • FIG. 1 is a schematic structural diagram of Embodiment 1 of a locomotive and an EMU adhesion control simulation system according to the present invention.
  • the locomotive and EMU adhesion control simulation system provided by the embodiment includes a real vehicle controller 110 and a A simulator 120 and a signal conversion unit 130 are electrically connected to the real vehicle controller 110 and the first simulator 120, respectively.
  • the real vehicle controller 110 is a unit for the locomotive to implement the sticking control, and is configured to run the sticking control program, send the sticking control command to the first emulator 120, and receive the simulated running signal sent by the first emulator 120.
  • the actual vehicle controller 110 implements the adhesion control unit for the locomotive. It should be understood that the physical unit that specifically implements the adhesion control function on the locomotive is used as the real vehicle controller 110, for example, if the adhesion control on the locomotive is realized by the traction control unit.
  • the real vehicle controller 110 is a traction control unit of the locomotive.
  • the first simulation machine 120 is configured to run the simulation model according to the adhesion control instruction to obtain the simulation operation signal, and send the simulation operation signal to the real vehicle controller 110.
  • the simulation model is built based on the MATLAB simulation software, and is downloaded to the first simulation machine 120 by using the corresponding download software of the first simulation machine 120.
  • the number of the simulation models may be multiple, which is not specifically limited herein.
  • the type of the simulation model is not specifically limited, and may be determined according to the actual test situation of the adhesion control simulation.
  • the signal conversion unit 130 is configured to convert a transmission signal between the real vehicle controller 110 and the first simulation machine 120 to make the transmission signal satisfy electrical consistency.
  • the signal conversion unit 130 is used to convert the transmission signal between the real vehicle controller 110 and the first simulation machine 120 so that the transmission signal satisfies the electrical consistency, that is, the signal output by the real vehicle controller 110 is performed. After the conversion, the signal is transmitted to the first simulation machine 120, and the signal output by the first simulation machine 120 is converted and transmitted to the real vehicle controller 110.
  • the working process of the locomotive and EMU adhesion control simulation system is: the real vehicle controller 110 is controlled by the operation console, and after the real vehicle controller 110 receives the operation instruction of the operation console, the real vehicle controller 110 passes through the real vehicle controller 110.
  • the adhesion control command is issued, and the adhesion control command is converted by the signal conversion unit 130 and transmitted to the first simulation machine 120, so that the first simulation machine 120 executes the simulation model to obtain an analog operation signal, and the analog operation signal passes through the signal conversion unit.
  • the 130 conversion it is sent to the real vehicle controller 110, and the real vehicle controller 110 performs the next control according to the simulated operation signal.
  • the locomotive and EMU adhesion control simulation system comprises a real vehicle controller 110, a first simulation machine 120 and a signal conversion unit 130, and the locomotive adhesion control program is executed by the real vehicle controller 110 to the first simulation machine 120.
  • the adhesion control command is sent, and the first simulation machine 120 runs the simulation model according to the adhesion control instruction to obtain a simulation operation signal, and sends the simulation operation signal to the real vehicle controller 110 to implement simulation of the locomotive adhesion control. Since the real vehicle controller 110 adopts the physical unit for the locomotive to achieve the adhesion control, the technical problem that the simulation effect caused by using the MATLAB to establish the locomotive traction drive and the motor control model in the prior art is difficult to be consistent with the actual effect on the site is improved.
  • the simulation effect is performed by running the simulation model in the first simulation machine 120, and the first simulation machine 120 receives the adhesion control command of the real vehicle controller 110 and feeds the simulation operation signal to the real vehicle controller 110 in real time, with the existing Compared with technology, the real-time performance of the simulation model is improved.
  • Embodiment 2 is a schematic structural diagram of Embodiment 2 of a locomotive and EMU adhesion control simulation system according to the present invention.
  • the locomotive and EMU adhesion control provided in this embodiment
  • the simulation system integrates the first simulator 120 and the signal conversion unit 130 into the simulation cabinet 200.
  • the first emulator 120 includes a plurality of processor boards 121
  • the signal converting unit 130 includes a plurality of I/O boards 131.
  • the processor board 121 corresponding to the first emulator 120 accesses the I/O board 131 corresponding to the signal conversion unit 130 through the 32-bit PHS bus, and the transmission rate is greater than or equal to 20 Mb/s.
  • the processor board 121 corresponding to the first emulator 120 has a fiber optic module, supports multi-processor board expansion applications, and implements distributed simulation.
  • the I/O board 131 corresponding to the signal conversion unit 130 adopts a modular manner, and each type of signal is separately conditioned by a separate I/O board 131, thereby improving the operation effect of the first simulator and improving the real-time performance of the simulation. .
  • Embodiment 3 is a schematic structural diagram of Embodiment 3 of a locomotive and EMU adhesion control simulation system according to the present invention.
  • the locomotive and EMU adhesion control simulation system provided in this embodiment is
  • the simulation model includes at least one of a main circuit model, a motor model, a vehicle model, and a model: a traction model, a net model, a line model, a wheel-rail model, and a vehicle dynamics model.
  • the main circuit model, the motor model and the vehicle model are the most basic models for the adhesion control simulation.
  • the main circuit model is used to simulate the main circuit of the locomotive transmission system
  • the whole vehicle model is used to simulate the locomotive structure
  • the traction model is used to simulate the locomotive traction control system
  • the bow net model is used to simulate the pylon's pantograph and the grid contact to take power.
  • the line model is used to simulate the running condition of the locomotive, including line camber and ramp.
  • the wheel-rail model is used to simulate the relationship between the locomotive wheel and the track, including the track medium and the wheel-rail angle.
  • the vehicle dynamics model is used. Simulate factors related to dynamics during locomotive operation.
  • simulation model is a common simulation model related to the locomotive adhesion control, and not all of them.
  • other simulation models may be included to make the simulation result more accurate.
  • FIG. 4 is another schematic structural diagram of Embodiment 3 of the locomotive and EMU adhesion control simulation system provided by the present invention.
  • the locomotive and EMU adhesion control simulation system provided in this embodiment further includes a second simulation machine 140.
  • the first emulator 120 includes a first communication module
  • the second emulator 140 includes a second communication module, the first communication module and the second communication module are communicatively coupled.
  • first simulation machine 120 and the second simulation machine 140 are respectively used to run different simulation models.
  • the first communication module and the second The communication module performs data transfer, that is, the first communication module is configured to send data to the second emulator 140 and receive data sent by the second emulator 140, and the second communication module is configured to send data to the first emulator 120.
  • the data transmitted by the first simulator 120 is received.
  • the interaction with the real vehicle controller 110 may be the first simulation machine 120 or the second simulation machine 140, or may be the first simulation machine 120 and the second simulation machine 140, which are not specifically limited in the present invention.
  • Figure 4 shows only an example.
  • the first simulation machine 120 and the second simulation machine 140 are included in the locomotive and the EMU adhesion control simulation system, and different simulation models are respectively run in each simulation machine, and the first communication is passed between the two simulation machines.
  • the module and the second communication module are communicatively connected, thereby realizing the simulation of the locomotive adhesion control by using two simulation machines at the same time, improving the operation efficiency of the simulation model, and further improving the real-time performance of the simulation.
  • FIG. 5 is a schematic structural diagram of Embodiment 4 of a locomotive and EMU adhesion control simulation system according to the present invention.
  • the locomotive and EMU adhesion control simulation system provided by the embodiment further includes a flywheel test bench 150.
  • the flywheel test stand 150 is used to simulate the locomotive sticking state under different working conditions, obtain the sticking state parameter, and send the sticking state parameter to the first simulator 120, so that the first simulator 120 according to the sticking state parameter and the The sticking control command runs the simulation model.
  • the adhesion state parameter includes a wheel rail state parameter and a traction load parameter.
  • the influencing factors affecting the adhesion control of the locomotive mainly include the rail surface condition, the wheel and rail material, the locomotive axle weight, the wheelset speed and the track shape, etc.
  • the locomotive is simulated in different working conditions by means of the flywheel test bench 150.
  • the adhesion state is obtained, and the adhesion state parameter is obtained, and the adhesion state parameter is applied to the simulation model of the first simulation machine 120, so that the simulation of the adhesion control under different working conditions of the locomotive can be realized, and the simulation result can be continuously Correct the adhesion control algorithm and/or simulation model to finally obtain a high performance adhesion control algorithm.
  • the flywheel test stand 150 includes an adhesion test stand 151, and the adhesion test stand 151 is used to simulate the state of the wheel track of the machine under different working conditions, and the wheel track state parameter is obtained, and the wheel track state parameter includes the track surface medium parameter. , axle weight parameters and wheel and rail angle parameters.
  • the adhesion test stand 151 includes a wheel, an axle, a rail, a axle loader, a spray device, and an angle adjustment device.
  • the axle reloading device is configured to adjust the axle weight of the axle according to the vehicle type, and obtain the axle weight parameter, so that the adhesion control simulation of the locomotive under different axle weight parameters can be realized.
  • the spraying device is used for spraying a medium, such as oil or water, into the rail, and obtaining the rail surface medium parameters, so that the adhesion control simulation of the locomotive in different rail surface media or different weather conditions can be realized.
  • a medium such as oil or water
  • the angle of attack adjusting device is used for adjusting the angle between the axle head of the axle and the track, and obtaining the wheel angle angle parameter, so that the adhesion control simulation of the locomotive when running on different curve lines can be realized.
  • the flywheel test bench 150 further includes a flywheel load test stand 152, which is used to simulate a locomotive load state under different working conditions, and obtains the traction load parameter, where the traction load parameter includes a traction quality parameter and Run resistance parameters.
  • a flywheel load test stand 152 which is used to simulate a locomotive load state under different working conditions, and obtains the traction load parameter, where the traction load parameter includes a traction quality parameter and Run resistance parameters.
  • the flywheel load test stand 152 includes a combined flywheel, a resistance motor, and a traction motor.
  • the combined flywheel is used to simulate the traction quality of the locomotive according to the inertia of the combined flywheel, and obtain the traction quality parameter, so that the adhesion control simulation of the locomotive at different traction qualities can be realized.
  • the traction motor is used to simulate the running resistance of the locomotive, and the running resistance parameter is obtained, so that the adhesion control simulation of the locomotive at different running resistances can be realized.
  • the resistance motor is used to simulate the ramp resistance of the locomotive, and the ramp resistance parameter is obtained, so that the adhesion control simulation of the locomotive on the slope of different slopes can be realized.
  • the adhesion state of the locomotive under different working conditions can be simulated by the adhesion test bench and the flywheel load test rig, and the adhesion parameters in different adhesion states are obtained, so that the first simulation machine 120 runs the simulation according to the adhesion parameter.
  • the model can realize the simulation of the adhesion control of the locomotive under different working conditions, and according to the test situation of the adhesion control of the locomotive under different working conditions, the adhesion control algorithm and/or the simulation model can be continuously corrected, and finally the high performance is obtained.
  • the adhesion control algorithm realizes the closed-loop correction of the adhesion control simulation, and further improves the simulation effect.
  • FIG. 6 is a flowchart of Embodiment 1 of a simulation method for locomotive and EMU adhesion control according to the present invention. As shown in FIG. 6 , the simulation method for locomotive and EMU adhesion control provided by this embodiment includes:
  • S202 Receive a sticking state parameter sent by the flywheel test station, where the sticking state parameter includes a wheel rail state parameter and a traction load parameter.
  • S203 Run a simulation model according to the adhesion state parameter and the adhesion control instruction to obtain a simulation operation signal, and send the analog operation signal to the real vehicle controller after being converted by the signal conversion unit.
  • the locomotive and EMU adhesion control simulation method provided in this embodiment can be used for any locomotive and EMU adhesion control simulation system shown in FIG. 1 to FIG. 5, and the technical principle and technical effect are similar, and details are not described herein again.
  • the aforementioned program can be stored in a computer readable storage medium.
  • the program when executed, performs the steps including the foregoing method embodiments; and the foregoing storage medium includes various media that can store program codes, such as a ROM, a RAM, a magnetic disk, or an optical disk.

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Abstract

一种机车及动车组粘着控制仿真系统和仿真方法，包括实车控制器(110)、第一仿真机(120)和信号转换单元(130)，信号转换单元(130)分别与实车控制器(110)和第一仿真机(120)电性连接；实车控制器(110)为机车及动车组的牵引驱动控制单元，用于向第一仿真机(120)发送粘着控制指令，并接收第一仿真机(120)发送的模拟运行信号；第一仿真机(120)用于根据粘着控制指令运行仿真模型得到模拟运行信号，向实车控制器(120)发送模拟运行信号；信号转换单元(130)，用于转换实车控制器(110)和第一仿真机(120)之间的传输信号。该机车及动车组粘着控制仿真系统和仿真方法，解决了现有技术中的仿真效果很难与现场的实际效果一致的问题和仿真实时性和快速性问题，提高了仿真效果。

Description

机车及动车组粘着控制仿真系统和仿真方法 技术领域
本发明涉及仿真技术领域，尤其涉及一种机车及动车组粘着控制仿真系统和仿真方法。
背景技术
目前，高速铁路、城市轨道和重载铁路等轮轨交通进入了飞速发展时期。在轮轨交通中，机车动轮和钢轨之间的粘着力是驱动机车运行的最终动力，高性能机车需要配置高性能的粘着控制技术，因此机车粘着控制技术的研究对于提高机车性能至关重要。然而，轮轨之间的粘着力对环境状况比较敏感，通常会受到多方面因素的影响，并且试验场地有限，机车粘着控制试验不便于在真实环境下进行，通常借助仿真手段来实现。
现有技术中，机车粘着控制仿真系统主要采用国际通用的SIMPACK-MATLAB仿真工具来实现。具体的，使用SIMPACK构建机车转向架、车体及钢轨，规定各部件的自由度及铰接方式，分析受力情况，建立完整的机车模型，使用MATLAB建立机车牵引传动及电机控制模型，并将牵引传动及电机控制模型引入到机车模型中，从而构建出机车粘着控制仿真系统，对机车粘着控制进行仿真试验。
然而，采用上述方法建立的机车粘着控制仿真系统，无法模拟机车实际控制效果，导致仿真效果很难与现场的实际效果一致，仿真效果不佳。
发明内容
本发明提供一种机车及动车组粘着控制仿真系统和仿真方法，用于解决现有技术中的仿真效果很难与现场的实际效果一致，和仿真实时性和快速性低等仿真效果不佳的问题。
第一方面，本发明提供的机车及动车组粘着控制仿真系统，包括：实车控制器、第一仿真机和信号转换单元，所述信号转换单元分别与所述实车控制器和所述第一仿真机电性连接；
所述实车控制器为机车实现粘着控制的单元，用于运行粘着控制程序，向所述第一仿真机发送粘着控制指令，并接收所述第一仿真机发送的模拟运行信号；
所述第一仿真机，用于根据所述粘着控制指令运行仿真模型得到所述模拟运行信号，并向所述实车控制器发送所述模拟运行信号；
所述信号转换单元，用于转换所述实车控制器和所述第一仿真机之间的传输信号。
可选的，所述机车及动车组粘着控制仿真系统还包括飞轮试验台，所述飞轮试验台 用于模拟不同工况下的机车粘着状态，得到粘着状态参数，并向所述第一仿真机发送所述粘着状态参数，以使所述第一仿真机根据所述粘着状态参数和所述粘着控制指令运行所述仿真模型；
其中，所述粘着状态参数包括轮轨状态参数和牵引负载参数。
可选的，所述飞轮试验台包括粘着试验台，所述粘着试验台用于模拟不同工况下的机车轮轨状态，得到所述轮轨状态参数，所述轮轨状态参数包括轨面介质参数、轴重参数和轮轨冲角参数。
可选的，所述飞轮试验台还包括飞轮负载试验台，所述飞轮负载试验台用于模拟不同工况下的机车负载状态，得到所述牵引负载参数，所述牵引负载参数包括牵引质量参数、运行阻力参数和坡道阻力参数。
可选的，所述仿真模型包括主电路模型、电机模型、整车模型以及下述模型中的至少一种：牵引模型、弓网模型、线路模型、轮轨模型和车辆动力学模型。
可选的，所述机车及动车组粘着控制仿真系统还包括第二仿真机，所述第一仿真机包括第一通信模块，所述第二仿真机包括第二通信模块，所述第一通信模块和所述第二通信模块通信连接。
可选的，所述粘着试验台包括车轮、车轴、轨道、轴重加载装置、喷洒装置和冲角调整装置；
所述轴重加载装置用于根据车型调节所述车轴的轴重，并得到所述轴重参数；
所述喷洒装置用于向所述轨道中喷洒介质，并得到所述轨面介质参数；
所述冲角调整装置用于调整所述车轴的轴头与轨道之间的夹角，并得到所述轮轨冲角参数。
可选的，所述飞轮负载试验台包括组合飞轮、牵引电机和阻力电机；
所述组合飞轮用于模拟机车的牵引质量，并得到所述牵引质量参数；
所述牵引电机用于模拟机车的运行阻力，并得到所述运行阻力参数；
所述阻力电机用于模拟机车的坡道阻力，并得到所述坡道阻力参数。
第二方面，本发明提供的机车及动车组粘着控制仿真方法，包括：
接收实车控制器发送的粘着控制指令；
根据所述粘着控制指令运行仿真模型，得到模拟运行信号，并将所述模拟运行信号经过信号转换单元的转换后发送给所述实车控制器。
可选的，所述根据所述粘着控制指令运行仿真模型之前，还包括：
接收飞轮试验台发送的粘着状态参数，所述粘着状态参数包括轮轨状态参数和牵引负载参数；
相应的，所述根据所述粘着控制指令运行仿真模型，包括：
根据所述粘着状态参数和所述粘着控制指令运行仿真模型。
本发明提供的机车及动车组粘着控制仿真系统，包括实车控制器、第一仿真机和信号转换单元，通过实车控制器运行机车的粘着控制程序，向第一仿真机发送粘着控制指令，第一仿真机根据粘着控制指令运行仿真模型得到模拟运行信号，向实车控制器发送所述模拟运行信号，实现对机车粘着控制的仿真。由于实车控制器采用的是机车实现粘着控制的单元，解决了现有技术中采用MATLAB建立机车牵引传动 及电机控制模型导致的仿真效果很难与现场的实际效果一致的技术问题，提高了仿真效果；通过将仿真模型运行于第一仿真机中，并且，第一仿真机接收实车控制器的粘着控制指令并向实车控制器实时反馈模拟运行信号，与现有技术相比，提高了仿真模型运行的实时性。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动性的前提下，还可以根据这些附图获得其他的附图。
图1为本发明提供的机车及动车组粘着控制仿真系统实施例一的结构示意图；
图2为本发明提供的机车及动车组粘着控制仿真系统实施例二的结构示意图；
图3为本发明提供的机车及动车组粘着控制仿真系统实施例三的结构示意图；
图4为本发明提供的机车及动车组粘着控制仿真系统实施例三的另一结构示意图；
图5为本发明提供的机车及动车组粘着控制仿真系统实施例四的结构示意图；
图6为本发明提供的机车及动车组粘着控制仿真方法实施例一的流程图。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部的实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
本发明的说明书和权利要求书及上述附图中的术语“第一”、“第二”、“第三”“第四”等(如果存在)是用于区别类似的对象，而不必用于描述特定的顺序或先后次序。应该理解这样使用的数据在适当情况下可以互换，以便这里描述的本发明的实施例例如能够以除了在这里图示或描述的那些以外的顺序实施。此外，术语“包括”和“具有”以及他们的任何变形，意图在于覆盖不排他的包含，例如，包含了一系列步骤或单元的过程、方法、系统、产品或设备不必限于清楚地列出的那些步骤或单元，而是可包括没有清楚地列出的或对于这些过程、方法、产品或设备固有的其它步骤或单元。
目前，高速铁路、城市轨道和重载铁路等轮轨交通进入了飞速发展时期。在轮轨交通中，机车动轮和钢轨之间的粘着力是驱动机车运行的最终动力，高性能机车需要配置高性能的粘着控制技术，因此机车粘着控制技术的研究对于提高机车性能至关重要。然而，轮轨之间的粘着力对环境状况比较敏感，通常会受到多方面因素的影响，并且试验场地有限，机车粘着控制试验不便于在真实环境下进行，通常借助仿真手段来实现。
现有技术中，机车粘着控制仿真系统主要采用国际通用的SIMPACK-MATLAB仿真 工具来实现。具体的，使用SIMPACK建立完整的机车模型，机车模型包括转向架、车体和钢轨三大部分，规定各部分的自由度及铰接方式，定义机车模型的输入和输出，例如：五个输入变量包括4个电机的输出转矩和1个行车阻力，五个输出变量分别为4个轮对速度和1个车体速度；使用MATLAB建立机车牵引传动及电机控制模型，并将牵引传动及电机控制模型引入到机车模型中，从而构建出机车粘着控制仿真系统，对机车粘着控制进行仿真试验。然而，上述方法建立的机车粘着控制仿真系统，无法模拟机车实际控制效果，并且无法保证仿真模型运行的实时性，导致仿真效果很难与现场的实际效果一致，仿真效果不佳。
本发明提供的机车及动车组粘着控制仿真系统，包括实车控制器、第一仿真机和信号转换单元，通过实车控制器运行机车的粘着控制程序，向第一仿真机发送粘着控制指令，第一仿真机根据粘着控制指令运行仿真模型得到模拟运行信号，向实车控制器发送所述模拟运行信号，实现对机车粘着控制的仿真。由于实车控制器采用的是机车实现粘着控制的单元，解决了现有技术中采用MATLAB建立机车牵引传动及电机控制模型导致的仿真效果很难与现场的实际效果一致的技术问题，提高了仿真效果；通过将仿真模型运行于第一仿真机中，并且，第一仿真机接收实车控制器的粘着控制指令并向实车控制器实时反馈模拟运行信号，与现有技术相比，提高了仿真模型运行的实时性。
下面以具体地实施例对本发明的技术方案进行详细说明。下面这几个具体的实施例可以相互结合，对于相同或相似的概念或过程可能在某些实施例不再赘述。
本发明提供的机车及动车组粘着控制仿真系统和仿真方法可用于对轮轨交通领域所有机车的粘着控制进行仿真，例如：可用于对动车组、地铁、轻轨、电力机车的粘着控制。
图1为本发明提供的机车及动车组粘着控制仿真系统实施例一的结构示意图，如图1所示，本实施例提供的机车及动车组粘着控制仿真系统，包括实车控制器110、第一仿真机120和信号转换单元130，信号转换单元130分别与实车控制器110和第一仿真机120电性连接。
实车控制器110为机车实现粘着控制的单元，用于运行粘着控制程序，向第一仿真机120发送粘着控制指令，并接收第一仿真机120发送的模拟运行信号。
可以理解的，实车控制器110为机车实现粘着控制单元应当理解为将机车上具体实现粘着控制功能的实物单元作为实车控制器110，例如：如果机车上的粘着控制是由牵引控制单元实现的，则实车控制器110为机车的牵引控制单元。
第一仿真机120，用于根据所述粘着控制指令运行仿真模型得到所述模拟运行信号，向实车控制器110发送所述模拟运行信号。
可选的，所述仿真模型基于MATLAB仿真软件搭建，并通过第一仿真机120相应的下载软件下载至第一仿真机120中。
需要说明的是，所述仿真模型的数量可以为多个，此处不作具体限定，所述仿真模型的种类也不作具体限定，可以根据实际的粘着控制仿真的试验情况进行确定。
信号转换单元130，用于转换实车控制器110和第一仿真机120之间的传输信号，以使所述传输信号满足电气一致性。
具体的，由于实车控制器110中各输入输出模块的工作电压和工作电流较高，而第一仿真机120中的各电路板的工作电压和工作电流较低，二者不能直接进行信号传输，因此采用信号转换单元130转换实车控制器110和第一仿真机120之间的传输信号，以使所述传输信号满足电气一致性，也就是说，将实车控制器110输出的信号进行转换后传送给第一仿真机120，将第一仿真机120输出的信号进行转换后传送给实车控制器110。
本实施例提供的机车及动车组粘着控制仿真系统的工作过程为：实车控制器110受控于操作台，实车控制器110接收到操作台的操作指令后，经过实车控制器110的判断后发出粘着控制指令，所述粘着控制指令经过信号转换单元130转换后传送给第一仿真机120，使得第一仿真机120执行仿真模型得到模拟运行信号，所述模拟运行信号经过信号转换单元130转换后，发送给实车控制器110，实车控制器110根据所述模拟运行信号执行下一步的控制。
本发明提供的机车及动车组粘着控制仿真系统，包括实车控制器110、第一仿真机120和信号转换单元130，通过实车控制器110运行机车的粘着控制程序，向第一仿真机120发送粘着控制指令，第一仿真机120根据粘着控制指令运行仿真模型得到模拟运行信号，向实车控制器110发送所述模拟运行信号，实现对机车粘着控制的仿真。由于实车控制器110采用的是机车实现粘着控制的实物单元，解决了现有技术中采用MATLAB建立机车牵引传动及电机控制模型导致的仿真效果很难与现场的实际效果一致的技术问题，提高了仿真效果；通过将仿真模型运行于第一仿真机120中，并且，第一仿真机120接收实车控制器110的粘着控制指令并向实车控制器110实时反馈模拟运行信号，与现有技术相比，提高了仿真模型运行的实时性。
图2为本发明提供的机车及动车组粘着控制仿真系统实施例二的结构示意图，在图1所示实施例的基础上，如图2所示，本实施例提供的机车及动车组粘着控制仿真系统，将第一仿真机120和信号转换单元130集成到仿真机柜200中。
具体的，第一仿真机120包括若干处理器板卡121，信号转换单元130包括若干I/O板卡131。第一仿真机120对应的处理器板卡121通过32位PHS总线访问信号转换单元130对应的I/O板卡131，传输速率大于等于20Mb/s。第一仿真机120对应的处理器板卡121具有光纤模块，支持多处理器板卡扩展应用，实现分布式仿真。信号转换单元130对应的I/O板卡131采用模块化方式，对每一类信号采用单独的I/O板卡131进行调理，从而提高了第一仿真机的运算效果，提高仿真的实时性。
图3为本发明提供的机车及动车组粘着控制仿真系统实施例三的结构示意图，在上述实施例的基础上，如图3所示，本实施例提供的机车及动车组粘着控制仿真系统中，所述仿真模型包括主电路模型、电机模型、整车模型以及下述模型中的至少一种：牵引模型、弓网模型、线路模型、轮轨模型和车辆动力学模型。
其中，主电路模型、电机模型和整车模型是进行粘着控制仿真最基础的模型。主电路模型用于模拟机车传动系统的主电路，整车模型用于模拟机车结构，牵引模型用于模拟机车牵引控制系统，弓网模型用于模拟机车的受电弓与电网接触进行取电，线路模型用于模拟机车的运行线路情况，包括线路弯度和坡道等，轮轨模型用于模拟机车动轮与轨道之间的关系，包括轨道介质和轮轨冲角等，车辆动力学模型用于模拟机车运行过程中与动力学 相关的因素。
需要说明的是，上述列举的仿真模型是与机车粘着控制相关的常用的仿真模型，并不是全部，在上述列举的基础上，还可以包括其他仿真模型，以使仿真结果更加精确。
图4为本发明提供的机车及动车组粘着控制仿真系统实施例三的另一结构示意图，如图4所示，本实施例提供的机车及动车组粘着控制仿真系统还包括第二仿真机140，第一仿真机120包括第一通信模块，第二仿真机140包括第二通信模块，所述第一通信模块和所述第二通信模块通信连接。
可以理解的，第一仿真机120和第二仿真机中140分别用于运行不同的仿真模型，当第一仿真机120和第二仿真机140需要数据共享时，通过第一通信模块和第二通信模块进行数据传递，也就是说，第一通信模块用于向第二仿真机140发送数据并接收第二仿真机140发送的数据，第二通信模块用于向第一仿真机120发送数据并接收第一仿真机120发送的数据。需要说明的是，与实车控制器110进行交互的可以是第一仿真机120或者第二仿真机140，也可以是第一仿真机120和第二仿真机140，本发明并不做具体限定，图4所示仅为示例。
本实施例中，在机车及动车组粘着控制仿真系统中包括第一仿真机120和第二仿真机140，每个仿真机中分别运行不同的仿真模型，两个仿真机之间通过第一通信模块和第二通信模块通信连接，从而实现同时使用两个仿真机进行机车粘着控制的仿真，提高仿真模型的运行效率，进一步提高仿真的实时性。
图5为本发明提供的机车及动车组粘着控制仿真系统实施例四的结构示意图，在上述实施例的基础上，本实施例提供的机车及动车组粘着控制仿真系统还包括飞轮试验台150，飞轮试验台150用于模拟不同工况下的机车粘着状态，得到粘着状态参数，并向第一仿真机120发送所述粘着状态参数，以使第一仿真机120根据所述粘着状态参数和所述粘着控制指令运行所述仿真模型。
其中，所述粘着状态参数包括轮轨状态参数和牵引负载参数。
可以理解的，影响机车粘着控制的影响因素主要包括轨面状况、轮轨材质、机车轴重、轮对速度和轨道形状等，本实施例中，通过借助飞轮试验台150模拟机车在不同工况下的粘着状态，并得到粘着状态参数，将所述粘着状态参数运用到第一仿真机120的仿真模型中，便可以实现对机车不同工况下的粘着控制的仿真，并根据仿真结果可以不断修正粘着控制算法和/或仿真模型，以使最终得到高性能的粘着控制算法。
可选的，飞轮试验台150包括粘着试验台151，粘着试验台151用于模拟不同工况下的机车轮轨状态，得到所述轮轨状态参数，所述轮轨状态参数包括轨面介质参数、轴重参数和轮轨冲角参数。
具体的，粘着试验台151包括车轮、车轴、轨道、轴重加载装置、喷洒装置和冲角调整装置。
所述轴重加载装置用于根据车型调节所述车轴的轴重，并得到所述轴重参数，从而可实现机车在不同轴重参数下的粘着控制仿真。
所述喷洒装置用于向所述轨道中喷洒介质，例如：油或水等，并得到所述轨面介质参数，从而可实现机车在不同轨面介质或者不同天气情况下的粘着控制仿真。
所述冲角调整装置用于调整所述车轴的轴头与轨道之间的夹角，并得到所述轮 轨冲角参数，从而可实现机车在不同弯道线路运行时的粘着控制仿真。
可选的，飞轮试验台150还包括飞轮负载试验台152，飞轮负载试验台152用于模拟不同工况下的机车负载状态，得到所述牵引负载参数，所述牵引负载参数包括牵引质量参数和运行阻力参数。
具体的，所述飞轮负载试验台152包括组合飞轮、阻力电机和牵引电机。
所述组合飞轮用于根据组合飞轮的惯性模拟机车的牵引质量，并得到所述牵引质量参数，从而可实现机车在不同牵引质量时的粘着控制仿真。
所述牵引电机用于模拟机车的运行阻力，并得到所述运行阻力参数，从而可实现机车在不同运行阻力时的粘着控制仿真。
所述阻力电机用于模拟机车的坡道阻力，并得到所述坡道阻力参数，从而可实现机车在不同坡度的坡道时的粘着控制仿真。
本实施例中，通过粘着试验台和飞轮负载试验台，可模拟机车不同工况时的粘着状态，并得到不同粘着状态下的粘着参数，以使第一仿真机120根据所述粘着参数运行仿真模型，从而可实现对机车在不同工况下的粘着控制的仿真，并且，根据机车在不同工况下的粘着控制的试验情况，可以不断修正粘着控制算法和/或仿真模型，最终得到高性能的粘着控制算法，与现有技术相比，实现了粘着控制仿真的闭环修正，进一步提高了仿真效果。
图6为本发明提供的机车及动车组粘着控制仿真方法实施例一的流程图，如图6所示，本实施例提供的机车及动车组粘着控制仿真方法包括：
S201：接收实车控制器发送的粘着控制指令。
S202：接收飞轮试验台发送的粘着状态参数，所述粘着状态参数包括轮轨状态参数和牵引负载参数。
S203：根据所述粘着状态参数和所述粘着控制指令运行仿真模型，得到模拟运行信号，并将所述模拟运行信号经过信号转换单元的转换后发送给所述实车控制器。
本实施例提供的机车及动车组粘着控制仿真方法可用于图1-图5所示的任一机车及动车组粘着控制仿真系统，其技术原理和技术效果类似，此处不再赘述。
本领域普通技术人员可以理解：实现上述各方法实施例的全部或部分步骤可以通过程序指令相关的硬件来完成。前述的程序可以存储于一计算机可读取存储介质中。该程序在执行时，执行包括上述各方法实施例的步骤；而前述的存储介质包括：ROM、RAM、磁碟或者光盘等各种可以存储程序代码的介质。
最后应说明的是：以上各实施例仅用以说明本发明的技术方案，而非对其限制；尽管参照前述各实施例对本发明进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分或者全部技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本发明各实施例技术方案的范围。

Claims (10)

  1. 一种机车及动车组粘着控制仿真系统，其特征在于，包括：实车控制器、第一仿真机和信号转换单元，所述信号转换单元分别与所述实车控制器和所述第一仿真机电性连接；
    所述实车控制器为机车及动车组实现粘着控制的单元，用于运行粘着控制程序，向所述第一仿真机发送粘着控制指令，并接收所述第一仿真机发送的模拟运行信号；
    所述第一仿真机，用于根据所述粘着控制指令运行仿真模型得到所述模拟运行信号，并向所述实车控制器发送所述模拟运行信号；
    所述信号转换单元，用于转换所述实车控制器和所述第一仿真机之间的传输信号。
  2. 根据权利要求1所述的仿真系统，其特征在于，还包括飞轮试验台，所述飞轮试验台用于模拟不同工况下的机车粘着状态，得到粘着状态参数，并向所述第一仿真机发送所述粘着状态参数，以使所述第一仿真机根据所述粘着状态参数和所述粘着控制指令运行所述仿真模型；
    其中，所述粘着状态参数包括轮轨状态参数和牵引负载参数。
  3. 根据权利要求2所述的仿真系统，其特征在于，所述飞轮试验台包括粘着试验台，所述粘着试验台用于模拟不同工况下的机车轮轨状态，得到所述轮轨状态参数，所述轮轨状态参数包括轨面介质参数、轴重参数和轮轨冲角参数。
  4. 根据权利要求3所述的仿真系统，其特征在于，所述飞轮试验台还包括飞轮负载试验台，所述飞轮负载试验台用于模拟不同工况下的机车负载状态，得到所述牵引负载参数，所述牵引负载参数包括牵引质量参数、运行阻力参数和坡道阻力参数。
  5. 根据权利要求1-4任一项所述的仿真系统，其特征在于，所述仿真模型包括主电路模型、电机模型、整车模型以及下述模型中的至少一种：牵引模型、弓网模型、线路模型、轮轨模型和车辆动力学模型。
  6. 根据权利要求5所述的仿真系统，其特征在于，还包括第二仿真机，所述第一仿真机包括第一通信模块，所述第二仿真机包括第二通信模块，所述第一通信模块和所述第二通信模块通信连接。
  7. 根据权利要求3所述的仿真系统，其特征在于，所述粘着试验台包括车轮、车轴、轨道、轴重加载装置、喷洒装置和冲角调整装置；
    所述轴重加载装置用于根据车型调节所述车轴的轴重，并得到所述轴重参数；
    所述喷洒装置用于向所述轨道中喷洒介质，并得到所述轨面介质参数；
    所述冲角调整装置用于调整所述车轴的轴头与轨道之间的夹角，并得到所述轮轨冲角参数。
  8. 根据权利要求4所述的仿真系统，其特征在于，所述飞轮负载试验台包括组合飞轮、牵引电机和阻力电机；
    所述组合飞轮用于模拟机车的牵引质量，并得到所述牵引质量参数；
    所述牵引电机用于模拟机车的运行阻力，并得到所述运行阻力参数；
    所述阻力电机用于模拟机车的坡道阻力，并得到所述坡道阻力参数。
  9. 一种机车及动车组粘着控制仿真方法，其特征在于，包括：
    接收实车控制器发送的粘着控制指令；
    根据所述粘着控制指令运行仿真模型，得到模拟运行信号，并将所述模拟运行信号经过信号转换单元的转换后发送给所述实车控制器。
  10. 根据权利要求9所述的仿真方法，其特征在于，所述根据所述粘着控制指令运行仿真模型之前，还包括：
    接收飞轮试验台发送的粘着状态参数，所述粘着状态参数包括轮轨状态参数和牵引负载参数；
    相应的，所述根据所述粘着控制指令运行仿真模型，包括：
    根据所述粘着状态参数和所述粘着控制指令运行仿真模型。
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