WO2024092907A1 - 一种动力控制方法及装置 - Google Patents

一种动力控制方法及装置 Download PDF

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WO2024092907A1
WO2024092907A1 PCT/CN2022/134234 CN2022134234W WO2024092907A1 WO 2024092907 A1 WO2024092907 A1 WO 2024092907A1 CN 2022134234 W CN2022134234 W CN 2022134234W WO 2024092907 A1 WO2024092907 A1 WO 2024092907A1
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power
unit
train
units
real
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French (fr)
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延娓娓
哈大雷
吴楠
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CRRC Changchun Railway Vehicles Co Ltd
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CRRC Changchun Railway Vehicles Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

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  • the present invention relates to the field of rail vehicles, and in particular to a power control method and device.
  • EMU energy consumption mainly includes traction system energy consumption, auxiliary system energy consumption, and comfort system energy consumption, among which traction energy consumption accounts for a huge proportion.
  • Traditional energy-saving practices are only based on line operation and train energy-saving operation and operation. They do not examine the train traction drive system itself, and regard the train traction drive system efficiency as a constant, which loses its characteristics of changing with working conditions and is not optimized. Therefore, the efficiency of the train traction drive system has not been effectively improved.
  • the embodiments of the present application provide a power control method and device to effectively improve the efficiency of the train traction drive system.
  • the present application provides a power control method, including:
  • the power unit is a driving axle unit, a bogie unit or a motor vehicle unit;
  • the operation of the train is controlled according to the shut-down quantity of the power units.
  • determining the number of power units of the train that can be shut down based on the required output power and the maximum output power of the train at the first moment includes:
  • the shut-down quantity of the power unit is determined according to the removable power and the rated power of the power unit.
  • the number of power units of the train that can be shut down is calculated using the following formula:
  • the N unit_cut is the number of power units that can be turned off
  • the P total is the maximum output power of the train at the first moment
  • the P need is the required output power
  • the N unit is the number of traction motors included in the power unit
  • the P IM is the rated power of the traction motor
  • [] is a rounding-down symbol.
  • each of the power units when the power unit is a driving axle unit, each of the power units includes a traction motor; when the power unit is a bogie unit, each of the power unit includes two traction motors; when the power unit is a motor vehicle unit, each of the power unit includes four traction motors.
  • controlling the operation of the train according to the shut-down quantity of the power units includes:
  • the shut-down quantity of the power units is sent to a central control unit of the train, so as to control the operation of the train by using the central control unit.
  • the present application also provides a power control device, including:
  • a working condition acquisition unit used to acquire the real-time speed and running resistance of the train at the first moment
  • a required power determination unit used for determining the required output power required for the train to maintain the real-time speed according to the real-time speed and the running resistance
  • shut-down quantity determination unit configured to determine the shut-down quantity of the power units of the train based on the required output power and the maximum output power of the train at the first moment;
  • the power unit is a driving axle unit, a bogie unit or a motor vehicle unit;
  • An operation control unit is used to control the operation of the train according to the number of power units that can be shut down.
  • the closable quantity determination unit includes:
  • a power removal determination unit configured to determine the removable power based on the required output power and the maximum output power of the train at the first moment
  • a rated power calculation unit configured to determine the rated power of the power unit according to the number of traction motors included in the power unit and the rated power of the traction motors;
  • the shut-down quantity determination subunit is used to determine the shut-down quantity of the power unit according to the removable power and the rated power of the power unit.
  • the number of power units of the train that can be shut down is calculated using the following formula:
  • the N unit_cut is the number of power units that can be turned off
  • the P total is the maximum output power of the train at the first moment
  • the P need is the required output power
  • the N unit is the number of traction motors included in the power unit
  • the P IM is the rated power of the traction motor
  • [] is a rounding-down symbol.
  • each of the power units when the power unit is a driving axle unit, each of the power units includes a traction motor; when the power unit is a bogie unit, each of the power unit includes two traction motors; when the power unit is a motor vehicle unit, each of the power unit includes four traction motors.
  • the operation control unit is specifically used to:
  • the shut-down quantity of the power units is sent to a central control unit of the train, so as to control the operation of the train by using the central control unit.
  • An embodiment of the present application provides a power control method and device, which obtains the real-time speed and running resistance of a train at a first moment, determines the required output power required for the train to maintain the real-time speed according to the real-time speed and the running resistance, and determines the number of power units of the train that can be turned off based on the required output power and the maximum output power of the train at the first moment.
  • the power unit can be a driving axle, a bogie or a motor vehicle. In this way, the operation of the train can be controlled according to the number of power units that can be turned off. Since the number of power units that can be turned off is determined according to the real-time operating conditions of the train, the number of power units that can be turned off is for the real-time operating conditions.
  • the remaining power units can perform with higher efficiency. In this way, the efficiency of the train power system is maximized by intelligently allocating the power of the traction transmission system, thereby achieving the effect of reducing energy consumption.
  • FIG1 is a flow chart of a power control method provided by an embodiment of the present application.
  • FIG2 is a schematic diagram of the structure of a power control system provided in an embodiment of the present application.
  • FIG3 is a structural block diagram of a power control device provided in an embodiment of the present application.
  • the inventors have found through research that the average efficiency of the train traction power system is about 85%. In addition to being affected by its own electrical properties and mechanical structure, it is also affected by the working conditions, such as the instantaneous load and instantaneous speed. It is not a constant value, but a series of curve clusters, which are presented as a three-dimensional distribution in the "load-speed" space. If the power control is carried out according to the real-time working conditions, it is an important issue to improve the efficiency of the train traction power system.
  • an embodiment of the present application provides a power control method and device, which obtains the real-time speed and running resistance of the train at a first moment, determines the required output power required for the train to maintain the real-time speed according to the real-time speed and the running resistance, and determines the number of power units of the train that can be turned off based on the required output power and the maximum output power of the train at the first moment.
  • the power unit can be a driving axle, a bogie or a motor vehicle. In this way, the operation of the train can be controlled according to the number of power units that can be turned off. Since the number of power units that can be turned off is determined according to the real-time operating conditions of the train, the number that can be turned off is for the real-time operating conditions.
  • the remaining power units can perform with higher efficiency. In this way, the efficiency of the train power system is maximized by intelligently allocating the power of the traction transmission system, thereby achieving the effect of reducing energy consumption.
  • FIG. 1 there is shown a flow chart of a power control method provided in an embodiment of the present application.
  • the method can be applied to a vehicle controller and may include the following steps.
  • the real-time working condition of the train can be obtained, and the power distribution of the train can be controlled according to the real-time working condition to maximize the efficiency of the train power system, thereby achieving the effect of reducing energy consumption.
  • the real-time working condition can include real-time speed and running resistance.
  • the running resistance is related to the road condition. For example, the running resistance is larger when going uphill and smaller when going downhill.
  • the real-time working condition can also include real-time load. Specifically, the real-time speed and running resistance of the train at the first moment can be obtained. In addition, the real-time load of the train at the first moment can also be obtained.
  • S102 Determine the required output power for the train to maintain the real-time speed according to the real-time speed and the running resistance.
  • the required output power required for the train to maintain the real-time speed can be determined based on the real-time speed and the running resistance.
  • the required output power is the minimum value of the power output by the train power system.
  • the train power system output power must be greater than the required output power to enable the train to operate normally.
  • the required output power of the train is positively correlated with both the real-time speed and the running resistance, that is, the greater the real-time speed, the greater the running resistance, and the greater the required output power.
  • the required output power of the train and the operating condition of the train can have a corresponding relationship, and the required output power of the train can be determined based on the corresponding relationship and the operating condition of the train at the first moment.
  • S103 Determine the number of power units of the train that can be shut down based on the required output power and the maximum output power of the train at the first moment.
  • the maximum output power of the train at the first moment can be determined.
  • the maximum output power of the train at the first moment is usually greater than or equal to the required output power of the train, so that the power unit is not running at full load and has more variability.
  • the maximum output power of the train at the first moment is the rated power of the whole vehicle of the train, which can be determined according to the working condition of the train at the first moment, wherein there can be a corresponding relationship between the maximum output power of the train and the working condition, and the maximum output power of the train at the first moment can be determined according to the corresponding relationship and the working condition at the first moment.
  • the power unit can be subdivided into axle unit, bogie unit and EMU unit, then the power unit is axle unit, bogie unit or EMU unit.
  • the power control mode is divided into three modes, namely axle control mode, frame control mode and vehicle control mode.
  • axle control mode the smallest power unit that can be controlled at a time is axle unit, including a traction motor.
  • frame control mode the smallest power unit that can be controlled at a time is a bogie unit, including two axle units, that is, two traction motors.
  • vehicle control mode the smallest power unit that can be controlled at a time is a EMU unit, including two bogies, that is, four axle units, that is, four traction motors.
  • the efficiency of the traction transformer, rectifier, and inverter is relatively high, and the model construction is relatively complex, the focus is on the efficiency of the traction motor under different conditions. It can be seen that when the train speed is low or the traction power of the train is low, the efficiency of the traction motor is low, and when the train speed is high and the traction power of the train is large, the efficiency of the traction motor is high, which indicates that the working efficiency of the traction motor with a larger load is greater than that of the traction motor with a smaller load.
  • the number of power units of the train that can be shut down can be determined based on the required output power and the maximum output power of the train at the first moment. Since the number of power units that can be shut down is determined according to the real-time operating conditions of the train, the number that can be shut down is for the real-time operating conditions. After shutting down the corresponding power units according to the number of power units that can be shut down, the remaining power units can perform with higher efficiency. In this way, the efficiency of the train power system can be maximized by intelligently allocating the power of the traction transmission system, thereby achieving the effect of reducing energy consumption.
  • the removable power can be determined based on the required output power and the maximum output power of the train at the first moment; the rated power of the power unit can be determined according to the number of traction motors included in the power unit and the rated power of the traction motors; and the number of power units that can be shut down can be determined based on the removable power and the rated power of the power unit.
  • the number of power units that can be turned off can be obtained by rounding down the quotient of the removable power and the rated power of the power unit. Then, the number of power units that can be turned off of the train can be calculated by the following formula:
  • N unit_cut is the number of power units that can be turned off
  • P total is the maximum output power of the train at the first moment
  • P need is the required output power
  • P total -P need is the removable power
  • N unit is the number of traction motors included in the power unit
  • P IM is the rated power of the traction motor
  • N unit ⁇ P IM is the rated power of the power unit
  • [] is the rounding down symbol.
  • S104 Controlling the operation of the train according to the number of the power units that can be shut down.
  • the operation of the train can be controlled according to the number of power units that can be turned off.
  • the number of EMU units that can be turned off can be sent to the central control unit (CCU) of the train to control the operation of the train using the central control unit.
  • the central control unit can switch the power units according to the number of EMU units that can be turned off to turn off the redundant power units.
  • a train control instruction may be sent to the central control unit of the train, and the train control instruction may include the number of motor vehicle units that can be turned off.
  • the train control instruction may also include the required traction force, so that the central control unit controls the power unit according to the required traction force. During the operation of the central control unit, it may also send the actual traction force to the vehicle controller.
  • FIG2 a schematic diagram of a power control system provided by an embodiment of the present application is shown, wherein the power distribution module is used to execute the aforementioned power control method, and can be a functional module in the vehicle controller, the CCU sends the actual traction force F k and the real-time speed v to the power distribution module, the power distribution module can send the closable number N unit_cut to the CCU, the CCU can determine the actual running number N motor_num or the closable number N unit_cut according to the closable number, and use the actual running number N motot_num or the closable number N unit_cut to control the motor vehicle unit in combination with the required traction force.
  • the motor vehicle unit can include four axle units, each of which includes a traction motor.
  • An embodiment of the present application provides a power control method, which obtains the real-time speed and running resistance of a train at a first moment, determines the required output power required for the train to maintain the real-time speed according to the real-time speed and the running resistance, and determines the number of power units of the train that can be turned off based on the required output power and the maximum output power of the train at the first moment.
  • the power unit can be a driving axle, a bogie or a motor vehicle. In this way, the operation of the train can be controlled according to the number of power units that can be turned off. Since the number of power units that can be turned off is determined according to the real-time operating conditions of the train, the number that can be turned off is for the real-time operating conditions.
  • the remaining power units can perform with higher efficiency.
  • the power of the traction transmission system is intelligently distributed to maximize the efficiency of the train power system, thereby achieving the effect of reducing energy consumption.
  • the embodiment of the present application further provides a power control device.
  • a power control device Referring to FIG3 , there is shown a structural block diagram of a power control device provided in the embodiment of the present application.
  • the device includes:
  • the working condition acquisition unit 110 is used to acquire the real-time speed and running resistance of the train at the first moment;
  • a required power determination unit 120 configured to determine the required output power required for the train to maintain the real-time speed according to the real-time speed and the running resistance;
  • a shut-down quantity determination unit 130 configured to determine the shut-down quantity of the power units of the train based on the required output power and the maximum output power of the train at the first moment;
  • the power unit is a driving axle unit, a bogie unit or a motor vehicle unit;
  • the operation control unit 140 is used to control the operation of the train according to the number of the power units that can be shut down.
  • the closable quantity determination unit includes:
  • a power removal determination unit configured to determine the removable power based on the required output power and the maximum output power of the train at the first moment
  • a rated power calculation unit configured to determine the rated power of the power unit according to the number of traction motors included in the power unit and the rated power of the traction motors;
  • the shut-down quantity determination subunit is used to determine the shut-down quantity of the power unit according to the removable power and the rated power of the power unit.
  • the number of power units of the train that can be shut down is calculated using the following formula:
  • the N unit_cut is the number of power units that can be turned off
  • the P total is the maximum output power of the train at the first moment
  • the P need is the required output power
  • the N unit is the number of traction motors included in the power unit
  • the P IM is the rated power of the traction motor
  • [] is a rounding-down symbol.
  • each of the power units when the power unit is a driving axle unit, each of the power units includes a traction motor; when the power unit is a bogie unit, each of the power unit includes two traction motors; when the power unit is a motor vehicle unit, each of the power unit includes four traction motors.
  • the operation control unit is specifically used to:
  • the shut-down quantity of the power units is sent to a central control unit of the train so as to control the operation of the train by using the central control unit.
  • An embodiment of the present application provides a power control device, which obtains the real-time speed and running resistance of a train at a first moment, determines the required output power required for the train to maintain the real-time speed according to the real-time speed and the running resistance, and determines the number of power units of the train that can be turned off based on the required output power and the maximum output power of the train at the first moment.
  • the power unit can be a driving axle, a bogie or a motor vehicle. In this way, the operation of the train can be controlled according to the number of power units that can be turned off. Since the number of power units that can be turned off is determined according to the real-time operating conditions of the train, the number that can be turned off is for the real-time operating conditions.
  • the remaining power units can perform with higher efficiency. In this way, the efficiency of the train power system is maximized by intelligently allocating the power of the traction transmission system, thereby achieving the effect of reducing energy consumption.
  • the technical solution of the present application can be embodied in the form of a software product, which can be stored in a storage medium, such as a read-only memory (ROM)/RAM, a magnetic disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network communication device such as a router) to execute the methods described in each embodiment of the present application or some parts of the embodiments.
  • ROM read-only memory
  • RAM magnetic disk
  • optical disk etc.
  • a computer device which can be a personal computer, a server, or a network communication device such as a router

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Abstract

本申请实施例公开了一种动力控制方法及装置, 获取列车在第一时刻的实时速度和运行阻力, 根据实时速度和运行阻力, 确定列车保持该实时速度所需的需求输出功率, 基于需求输出功率以及列车在第一时刻的最大可输出功率, 确定列车的动力单元的可关闭数量, 动力单元可以为动轴, 转向架或动车, 这样可以根据动力单元的可关闭数量, 控制列车的运行, 由于动力单元的可关闭数量是根据列车的实时工况确定出的, 因此该可关闭数量是针对实时工况的, 在根据动力单元的可关闭数量关闭相应的动力单元后, 剩余的动力单元可以发挥出更高的效率, 这样通过智能分配牵引传动系统的动力, 使得列车动力系统效率最大化, 从而达到降低能耗的效果.

Description

一种动力控制方法及装置
本申请要求于2022年10月31日提交中国专利局、申请号为202211349732.2、发明创造名称为“一种动力控制方法及装置”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及轨道列车领域，特别是涉及一种动力控制方法及装置。
背景技术
在碳中和的大背景下，动车组能耗的有效降低，需首先实现动车组能源精细化管理，进而研究动车组能量链管理技术。以CR450动车组为例，降低能耗成本的关键技术体现在：动车组能耗主要包括牵引系统能耗、辅助系统能耗、舒适性系统能耗，其中牵引能耗占巨大比例，传统的节能做法仅是从线路运营和列车节能运行操纵的角度出发，未审视从列车牵引传动系统本身，将列车牵引传动系统效率看成一个常数，损失了其随工况变化的特性，未将其利用优化，因此未能有效提高列车牵引传动系统效率。
发明内容
为解决上述技术问题，本申请实施例提供一种动力控制方法及装置，有效提高列车牵引传动系统效率。
本申请实施例提供了一种动力控制方法，包括：
获取列车在第一时刻的实时速度和运行阻力；
根据所述实时速度和所述运行阻力，确定所述列车保持所述实时速度所需的需求输出功率；
基于所述需求输出功率以及所述列车在所述第一时刻的最大可输出功率，确定所述列车的动力单元的可关闭数量；所述动力单元为动轴单元、转向架单元或动车单元；
根据所述动力单元的可关闭数量，控制所述列车的运行。
可选的，所述基于所述需求输出功率以及所述列车在所述第一时刻的最大 可输出功率，确定所述列车的动力单元的可关闭数量，包括：
基于所述需求输出功率和所述列车在所述第一时刻的最大可输出功率，确定可去除功率；
根据所述动力单元所包含的牵引电机的数量，以及所述牵引电机的额定功率确定所述动力单元的额定功率；
根据所述可去除功率和所述动力单元的额定功率，确定所述动力单元的可关闭数量。
可选的，所述列车的动力单元的可关闭数量通过以下公式计算得到：
Figure PCTCN2022134234-appb-000001
其中，所述N unit_cut为动力单元的可关闭数量，所述P total为所述列车在所述第一时刻的最大可输出功率，所述P need为所述需求输出功率，所述N unit为所述动力单元所包含的牵引电机的数量，所述P IM为所述牵引电机的额定功率，[]为向下取整符号。
可选的，所述动力单元为动轴单元时，每个所述动力单元包括一个牵引电机；所述动力单元为转向架单元时，每个所述动力单元包括两个牵引电机；所述动力单元为动车单元时，每个所述动力单元包括四个牵引电机。
可选的，所述根据所述动力单元的可关闭数量，控制所述列车的运行，包括：
向所述列车的中央控制单元发送所述动力单元的可关闭数量，以利用所述中央控制单元控制所述列车的运行。
本申请实施例还提供了一种动力控制装置，包括：
工况获取单元，用于获取列车在第一时刻的实时速度和运行阻力；
需求功率确定单元，用于根据所述实时速度和所述运行阻力，确定所述列车保持所述实时速度所需的需求输出功率；
可关闭数量确定单元，用于基于所述需求输出功率以及所述列车在所述第一时刻的最大可输出功率，确定所述列车的动力单元的可关闭数量；所述动力单元为动轴单元、转向架单元或动车单元；
运行控制单元，用于根据所述动力单元的可关闭数量，控制所述列车的运 行。
可选的，所述可关闭数量确定单元，包括：
去去除功率确定单元，用于基于所述需求输出功率和所述列车在所述第一时刻的最大可输出功率，确定可去除功率；
额定功率计算单元，用于根据所述动力单元所包含的牵引电机的数量，以及所述牵引电机的额定功率确定所述动力单元的额定功率；
可关闭数量确定子单元，用于根据所述可去除功率和所述动力单元的额定功率，确定所述动力单元的可关闭数量。
可选的，所述列车的动力单元的可关闭数量通过以下公式计算得到：
Figure PCTCN2022134234-appb-000002
其中，所述N unit_cut为动力单元的可关闭数量，所述P total为所述列车在所述第一时刻的最大可输出功率，所述P need为所述需求输出功率，所述N unit为所述动力单元所包含的牵引电机的数量，所述P IM为所述牵引电机的额定功率，[]为向下取整符号。
可选的，所述动力单元为动轴单元时，每个所述动力单元包括一个牵引电机；所述动力单元为转向架单元时，每个所述动力单元包括两个牵引电机；所述动力单元为动车单元时，每个所述动力单元包括四个牵引电机。
可选的，所述运行控制单元具体用于：
向所述列车的中央控制单元发送所述动力单元的可关闭数量，以利用所述中央控制单元控制所述列车的运行。
本申请实施例提供了一种动力控制方法及装置，获取列车在第一时刻的实时速度和运行阻力，根据实时速度和运行阻力，确定列车保持该实时速度所需的需求输出功率，基于需求输出功率以及列车在第一时刻的最大可输出功率，确定列车的动力单元的可关闭数量，动力单元可以为动轴、转向架或动车，这样可以根据动力单元的可关闭数量，控制列车的运行，由于动力单元的可关闭数量是根据列车的实时工况确定出的，因此该可关闭数量是针对实时工况的，在根据动力单元的可关闭数量关闭相应的动力单元后，剩余的动力单元可以发 挥出更高的效率，这样通过智能分配牵引传动系统的动力，使得列车动力系统效率最大化，从而达到降低能耗的效果。
附图说明
为了更清楚地说明本申请实施例中的技术方案，下面将对实施例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申请中记载的一些实施例，对于本领域普通技术人员来讲，还可以根据这些附图获得其他的附图。
图1为本申请实施例提供的一种动力控制方法的流程图；
图2为本申请实施例提供的一种动力控制系统的结构示意图；
图3为本申请实施例提供的一种动力控制装置的结构框图。
具体实施方式
为了使本技术领域的人员更好地理解本申请方案，下面将结合本申请实施例中的附图，对本申请实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅是本申请一部分实施例，而不是全部的实施例。基于本申请中的实施例，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，都属于本申请保护的范围。
正如背景技术中的描述，在动车能耗中牵引能耗占巨大比例，传统的节能做法中将列车改牵引传动系统效率看成一个常数，损失了其随工况变化的特性，未将其利用优化，因此未能有效提高列车牵引传动系统效率。
发明人经过研究发现，列车牵引动力系统的平均效率约为85％，除了受自身电气属性和机械结构影响，还受到工况影响，例如受到瞬时负载和瞬时速度的影响，不是一个常值，而是一系列曲线簇，在“负载-速度”空间中呈现为立体分布。如果根据实时工况进行动力控制提高列车牵引动力系统的效率，是一项重要的问题。
基于此，本申请实施例提供了一种动力控制方法及装置，获取列车在第一时刻的实时速度和运行阻力，根据实时速度和运行阻力，确定列车保持该实时速度所需的需求输出功率，基于需求输出功率以及列车在第一时刻的最大可输出功率，确定列车的动力单元的可关闭数量，动力单元可以为动轴、转向架或 动车，这样可以根据动力单元的可关闭数量，控制列车的运行，由于动力单元的可关闭数量是根据列车的实时工况确定出的，因此该可关闭数量是针对实时工况的，在根据动力单元的可关闭数量关闭相应的动力单元后，剩余的动力单元可以发挥出更高的效率，这样通过智能分配牵引传动系统的动力，使得列车动力系统效率最大化，从而达到降低能耗的效果。
下面结合附图，通过实施例来详细说明本申请实施例提供的一种动力方法及装置的具体实现方式。
参考图1所示，为本申请实施例提供的一种动力控制方法的流程图，该方法可以应用于整车控制器，可以包括以下步骤。
S101，获取列车在第一时刻的实时速度和运行阻力。
本申请实施例中，可以获取列车的实时工况，并根据实时工况控制列车的动力分配，以使得列车动力系统效率最大化，从而达到降低能耗的效果，实时工况可以包括实时速度和运行阻力，运行阻力和路况有关，例如在上坡时运行阻力较大，在下坡时运行阻力较小。当然，实时工况还可以包括实时负载。具体的，可以获取列车在第一时刻的实时速度和运行阻力。此外，还可以获取列车在第一时刻的实时负载。
S102，根据所述实时速度和所述运行阻力，确定所述列车保持所述实时速度所需的需求输出功率。
本申请实施例中，根据实时速度和运行阻力，可以确定列车保持该实时速度所需的需求输出功率，需求输出功率是列车动力系统所输出功率的最小值，列车动力系统所输出功率大于该需求输出功率，才能使列车正常运行。列车的需求输出功率与实时速度和运行阻力均呈正相关，即实时速度越大，运行阻力越大，需求输出功率越大。列车的需求输出功率和列车的工况可以具有对应关系，则可以根据该对应关系和列车在第一时刻的工况确定列车的需求输出功率。
S103，基于所述需求输出功率以及所述列车在所述第一时刻的最大可输出功率，确定所述列车的动力单元的可关闭数量。
本申请实施例中，可以确定列车在第一时刻的最大可输出功率，列车在第 一时刻的最大可输出功率通常大于或等于列车的需求输出功率，使动力单元并不是满负荷运行，具有更多的可变性。具体的，列车在第一时刻的最大可输出功率为列车的整车额定功率，可以根据列车在第一时刻的工况确定，其中列车的最大可输出功率和工况之间可以具有对应关系，则可以根据该对应关系以及第一时刻的工况，确定列车在第一时刻的最大可输出功率。
其中，动力单元可以细分为动轴单元、转向架单元和动车单元，则动力单元为动轴单元、转向架单元或动车单元。动力控制的模式分为三个模式，分别是轴控模式、架控模式和车控模式，在轴控模式下，每次可控制的最小动力单元为一个动轴单元，包括一个牵引电机，在架控模式下，每次可控制的最小动力单元为一个转向架单元，包括两个动轴单元，也就是两个牵引电机，在车控模式下，每次可控制的最小动力单元为一个动车单元，包括两个转向架，也就是四个动轴单元，也就是四个牵引电机。
列车动力系统中，由于牵引变压器、整流器、逆变器的效率相对较高，模型构建也相对复杂，因此重点关注牵引电机的效率在不同公开下的效率情况可知，列车运行速度较低或者列车的牵引功率较低时，牵引电机的效率较低，而当列车运行速度较高以及列车的牵引功率较大时，牵引电机的效率较高，这表明负荷较大的牵引电机的工作效率大于负荷较小的牵引电机的工作效率。因此可以通过将列车运行动力合理分配的方式，使部分电机处于大负荷工作状态，同时切除部分不需要工作的电机，使得全车牵引电机的整体效率变高，从而达到节能的目的。
因此，可以基于需求输出功率以及列车在第一时刻的最大可输出功率，确定列车的动力单元的可关闭数量，由于动力单元的可关闭数量是根据列车的实时工况确定出的，因此该可关闭数量是针对实时工况的，在根据动力单元的可关闭数量关闭相应的动力单元后，剩余的动力单元可以发挥出更高的效率，这样通过智能分配牵引传动系统的动力，使得列车动力系统效率最大化，从而达到降低能耗的效果。
具体的，可以基于需求输出功率和列车在所述第一时刻的最大可输出功率，确定可去除功率；根据动力单元所包含的牵引电机的数量，以及牵引电机的额定功率确定动力单元的额定功率；根据可去除功率和动力单元的额定功 率，确定动力单元的可关闭数量。
具体实施时，动力单元的可关闭数量可以为可去除功率和动力单元的额定功率的商值向下取整得到，则列车的动力单元的可关闭数量可以通过以下公式计算得到：
Figure PCTCN2022134234-appb-000003
其中，所述N unit_cut为动力单元的可关闭数量，所述P total为所述列车在所述第一时刻的最大可输出功率，所述P need为所述需求输出功率，P total-P need为可去除功率，所述N unit为所述动力单元所包含的牵引电机的数量，所述P IM为所述牵引电机的额定功率，N unit·P IM为动力单元的额定功率，[]为向下取整符号。动力单元为动轴单元时，每个动力单元包括一个牵引电机，N unit为1；动力单元为转向架单元时，每个动力单元包括两个牵引电机，N unit为2；动力单元为动车单元时，每个动力单元包括四个牵引电机，N unit为4。
S104，根据所述动力单元的可关闭数量，控制所述列车的运行。
本申请实施例中，根据动力单元的可关闭数量，可以控制列车的运行，具体的，可以向列车的中央控制单元(CCU)发送动车单元的可关闭数量，以利用中央控制单元控制列车的运行。中央控制单元可以根据动车单元的可关闭数量，进行动力单元的投切，以关闭多余的动力单元。
具体实施时，可以向列车的中央控制单元发送控车指令，控车指令可以包括动车单元的可关闭数量。控车指令中还可以包括所需牵引力，以使中央控制单元根据所需牵引力控制动力单元。在中央控制单元的工作过程中，其还可以向整车控制器发送实际牵引力。
参考图2所示，为本申请实施例提供的一种动力控制系统的结构示意图，其中动力分配模块用于执行前述的动力控制方法，可以为整车控制器中的功能模块，CCU向动力分配模块发送实际牵引力F k和实时速度v，动力分配模块可以向CCU发送可关闭数量N unit_cut，CCU可以根据可关闭数量确定实际运行数量N motor_num或可关闭数量N unit_cut，并利用实际运行数量N motot_num或可关闭数量N unit_cut，结合所需牵引力控制动车单元。动车单元可以包括四个动轴单元，每个动轴单元包括一个牵引电机。
本申请实施例提供了一种动力控制方法，获取列车在第一时刻的实时速度和运行阻力，根据实时速度和运行阻力，确定列车保持该实时速度所需的需求输出功率，基于需求输出功率以及列车在第一时刻的最大可输出功率，确定列车的动力单元的可关闭数量，动力单元可以为动轴、转向架或动车，这样可以根据动力单元的可关闭数量，控制列车的运行，由于动力单元的可关闭数量是根据列车的实时工况确定出的，因此该可关闭数量是针对实时工况的，在根据动力单元的可关闭数量关闭相应的动力单元后，剩余的动力单元可以发挥出更高的效率，这样通过智能分配牵引传动系统的动力，使得列车动力系统效率最大化，从而达到降低能耗的效果。
基于以上一种动力控制方法，本申请实施例还提供了一种动力控制装置，参考图3所示，为本申请实施例提供的一种动力控制装置的结构框图，所述装置包括：
工况获取单元110，用于获取列车在第一时刻的实时速度和运行阻力；
需求功率确定单元120，用于根据所述实时速度和所述运行阻力，确定所述列车保持所述实时速度所需的需求输出功率；
可关闭数量确定单元130，用于基于所述需求输出功率以及所述列车在所述第一时刻的最大可输出功率，确定所述列车的动力单元的可关闭数量；所述动力单元为动轴单元、转向架单元或动车单元；
运行控制单元140，用于根据所述动力单元的可关闭数量，控制所述列车的运行。
可选的，所述可关闭数量确定单元，包括：
去去除功率确定单元，用于基于所述需求输出功率和所述列车在所述第一时刻的最大可输出功率，确定可去除功率；
额定功率计算单元，用于根据所述动力单元所包含的牵引电机的数量，以及所述牵引电机的额定功率确定所述动力单元的额定功率；
可关闭数量确定子单元，用于根据所述可去除功率和所述动力单元的额定功率，确定所述动力单元的可关闭数量。
可选的，所述列车的动力单元的可关闭数量通过以下公式计算得到：
Figure PCTCN2022134234-appb-000004
其中，所述N unit_cut为动力单元的可关闭数量，所述P total为所述列车在所述第一时刻的最大可输出功率，所述P need为所述需求输出功率，所述N unit为所述动力单元所包含的牵引电机的数量，所述P IM为所述牵引电机的额定功率，[]为向下取整符号。
可选的，所述动力单元为动轴单元时，每个所述动力单元包括一个牵引电机；所述动力单元为转向架单元时，每个所述动力单元包括两个牵引电机；所述动力单元为动车单元时，每个所述动力单元包括四个牵引电机。
可选的，所述运行控制单元具体用于：
向所述列车的中央控制单元发送所述动力单元的可关闭数量，以利用所述中央控制单元控制所述列车的运行。
本申请实施例提供了一种动力控制装置，获取列车在第一时刻的实时速度和运行阻力，根据实时速度和运行阻力，确定列车保持该实时速度所需的需求输出功率，基于需求输出功率以及列车在第一时刻的最大可输出功率，确定列车的动力单元的可关闭数量，动力单元可以为动轴、转向架或动车，这样可以根据动力单元的可关闭数量，控制列车的运行，由于动力单元的可关闭数量是根据列车的实时工况确定出的，因此该可关闭数量是针对实时工况的，在根据动力单元的可关闭数量关闭相应的动力单元后，剩余的动力单元可以发挥出更高的效率，这样通过智能分配牵引传动系统的动力，使得列车动力系统效率最大化，从而达到降低能耗的效果。
通过以上的实施方式的描述可知，本领域的技术人员可以清楚地了解到上述实施例方法中的全部或部分步骤可借助软件加通用硬件平台的方式来实现。基于这样的理解，本申请的技术方案可以以软件产品的形式体现出来，该计算机软件产品可以存储在存储介质中，如只读存储器(英文：read-only memory，ROM)/RAM、磁碟、光盘等，包括若干指令用以使得一台计算机设备(可以是个人计算机，服务器，或者诸如路由器等网络通信设备)执行本申请各个实施例或者实施例的某些部分所述的方法。
本说明书中的各个实施例均采用递进的方式描述，各个实施例之间相同相似的部分互相参见即可，每个实施例重点说明的都是与其他实施例的不同之处。尤其，对于装置实施例而言，由于其基本相似于方法实施例，所以描述得比较简单，相关之处参见方法实施例的部分说明即可。以上所描述的设备及系统实施例仅仅是示意性的，其中作为分离部件说明的模块可以是或者也可以不是物理上分开的，作为模块显示的部件可以是或者也可以不是物理模块，即可以位于一个地方，或者也可以分布到多个网络单元上。可以根据实际的需要选择其中的部分或者全部模块来实现本实施例方案的目的。本领域普通技术人员在不付出创造性劳动的情况下，即可以理解并实施。
以上所述仅是本申请的优选实施方式，并非用于限定本申请的保护范围。应当指出，对于本技术领域的普通技术人员来说，在不脱离本申请的前提下，还可以作出若干改进和润饰，这些改进和润饰也应视为本申请的保护范围。

Claims (10)

  1. 一种动力控制方法，其特征在于，包括：
    获取列车在第一时刻的实时速度和运行阻力；
    根据所述实时速度和所述运行阻力，确定所述列车保持所述实时速度所需的需求输出功率；
    基于所述需求输出功率以及所述列车在所述第一时刻的最大可输出功率，确定所述列车的动力单元的可关闭数量；所述动力单元为动轴单元、转向架单元或动车单元；
    根据所述动力单元的可关闭数量，控制所述列车的运行。
  2. 根据权利要求1所述的方法，其特征在于，所述基于所述需求输出功率以及所述列车在所述第一时刻的最大可输出功率，确定所述列车的动力单元的可关闭数量，包括：
    基于所述需求输出功率和所述列车在所述第一时刻的最大可输出功率，确定可去除功率；
    根据所述动力单元所包含的牵引电机的数量，以及所述牵引电机的额定功率确定所述动力单元的额定功率；
    根据所述可去除功率和所述动力单元的额定功率，确定所述动力单元的可关闭数量。
  3. 根据权利要求2所述的方法，其特征在于，所述列车的动力单元的可关闭数量通过以下公式计算得到：
    Figure PCTCN2022134234-appb-100001
    其中，所述N unit_cut为动力单元的可关闭数量，所述P total为所述列车在所述第一时刻的最大可输出功率，所述P need为所述需求输出功率，所述N unit为所述动力单元所包含的牵引电机的数量，所述P IM为所述牵引电机的额定功率，[]为向下取整符号。
  4. 根据权利要求1-3任一项所述的方法，其特征在于，所述动力单元为动轴单元时，每个所述动力单元包括一个牵引电机；所述动力单元为转向架单元时，每个所述动力单元包括两个牵引电机；所述动力单元为动车单元时，每个 所述动力单元包括四个牵引电机。
  5. 根据权利要求1-3任一项所述的方法，其特征在于，所述根据所述动力单元的可关闭数量，控制所述列车的运行，包括：
    向所述列车的中央控制单元发送所述动力单元的可关闭数量，以利用所述中央控制单元控制所述列车的运行。
  6. 一种动力控制装置，其特征在于，包括：
    工况获取单元，用于获取列车在第一时刻的实时速度和运行阻力；
    需求功率确定单元，用于根据所述实时速度和所述运行阻力，确定所述列车保持所述实时速度所需的需求输出功率；
    可关闭数量确定单元，用于基于所述需求输出功率以及所述列车在所述第一时刻的最大可输出功率，确定所述列车的动力单元的可关闭数量；所述动力单元为动轴单元、转向架单元或动车单元；
    运行控制单元，用于根据所述动力单元的可关闭数量，控制所述列车的运行。
  7. 根据权利要求6所述的装置，其特征在于，所述可关闭数量确定单元，包括：
    去去除功率确定单元，用于基于所述需求输出功率和所述列车在所述第一时刻的最大可输出功率，确定可去除功率；
    额定功率计算单元，用于根据所述动力单元所包含的牵引电机的数量，以及所述牵引电机的额定功率确定所述动力单元的额定功率；
    可关闭数量确定子单元，用于根据所述可去除功率和所述动力单元的额定功率，确定所述动力单元的可关闭数量。
  8. 根据权利要求7所述的装置，其特征在于，所述列车的动力单元的可关闭数量通过以下公式计算得到：
    Figure PCTCN2022134234-appb-100002
    其中，所述N unit_cut为动力单元的可关闭数量，所述P total为所述列车在所述第一时刻的最大可输出功率，所述P need为所述需求输出功率，所述N unit为所述动力单元所包含的牵引电机的数量，所述P IM为所述牵引电机的额定功率， []为向下取整符号。
  9. 根据权利要求6-8任一项所述的装置，其特征在于，所述动力单元为动轴单元时，每个所述动力单元包括一个牵引电机；所述动力单元为转向架单元时，每个所述动力单元包括两个牵引电机；所述动力单元为动车单元时，每个所述动力单元包括四个牵引电机。
  10. 根据权利要求6-8任一项所述的装置，其特征在于，所述运行控制单元具体用于：
    向所述列车的中央控制单元发送所述动力单元的可关闭数量，以利用所述中央控制单元控制所述列车的运行。
PCT/CN2022/134234 2022-10-31 2022-11-25 一种动力控制方法及装置 Ceased WO2024092907A1 (zh)

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