A traction control method and system for rail transit trains

Abstract

This application discloses a traction control method and system for rail transit trains, relating to the field of rail transit train technology, for rationally distributing the traction force of a target rail transit train. This method not only rationally distributes the initial car-to-car traction force based on the creep rate of each wheelset, but also dynamically adjusts the traction distribution between axles by combining the creep rate and acceleration of each wheelset. The traction control method disclosed in this application fully utilizes the adhesion redundancy between cars and cars and between axles, making the traction force distribution more rational. It focuses on solving the problem of frequent slippage or idling of some wheelsets, significantly reducing the frequency of intervention by the train creep control system, and ensuring the traction performance and stable operation of the train during operation.

Description

Technical Field

[0001] This application relates to the field of rail transit train technology, and in particular to a traction control method and system for rail transit trains. Background Technology

[0002] Rail transit trains possess a series of advantages, including large carrying capacity, high speed, low maintenance, and energy efficiency, making them a mainstay of passenger and freight transportation in my country. In operation, wheel-rail rail transit trains rely on the adhesion between the wheels and rails to drive or brake the train; in other words, the power for acceleration and deceleration comes from sufficient adhesion between the wheels and rails. When the adhesion between the wheels and rails is insufficient, the wheelset will spin or slip, resulting not only in a loss of wheel-rail force but also damage to the surface materials of the wheels and rails.

[0003] Currently, in the initial distribution of train traction between cars and the second distribution of traction between axles within a car, only a single factor such as axle load transfer and rail surface adhesion is often considered, resulting in unreasonable traction distribution and the inability to effectively solve the problems of train wheelset slippage or coasting. Summary of the Invention

[0004] The purpose of this application is to provide a traction control method and system for rail transit trains that can improve the above-mentioned problems.

[0005] The embodiments of this application are implemented as follows:

[0006] In a first aspect, this application provides a traction control method for rail transit trains, used to rationally allocate the traction force of a target rail transit train, comprising:

[0007] The total traction force required by the target rail transit train is calculated based on the handle level.

[0008] The creep rate of each wheelset in each power car of the target rail transit train is calculated based on the sensor data fed back by the speed sensor.

[0009] The traction coefficient of each power vehicle is calculated based on the creep rate.

[0010] The traction force is distributed to each power vehicle based on the product of the traction coefficient and the total traction force.

[0011] It is understood that this application discloses a traction control method for rail transit trains, used to rationally allocate the traction force of a target rail transit train. This method calculates the traction coefficient of each power car based on the creep rate of each wheelset, thereby rationally allocating the traction force of each power car. Since the creep rate is the result of the combined effects of axle load transfer, rail adhesion, and track excitation of the rail transit train, the traction force control method disclosed in this application fully utilizes the adhesion redundancy between the cars, making the traction force allocation method more rational.

[0012] In an optional embodiment of this application, calculating the traction coefficient of each power vehicle based on the creep rate includes:

[0013] The traction coefficient of each power vehicle is calculated using the following formula:

[0014]

[0015] Where, δ refi It can be the reciprocal of the maximum creep rate of each wheelset in the i-th power vehicle, or the reciprocal of the average creep rate of each wheelset in the i-th power vehicle; n represents the number of power vehicles in the target rail transit train; ψ i This represents the traction coefficient of the power vehicle in section i.

[0016] It is understood that the traction control method disclosed in this application makes full use of the adhesion redundancy between each car. When the car-to-car traction force is initially distributed, the adhesion between each car is taken into account. For cars with poor adhesion conditions, the initial traction force is less, while for cars with good adhesion conditions, the initial traction force is greater. In this way, the initial distribution of traction force between cars is realized based on the adhesion of the rail surface.

[0017] Secondly, this application provides another traction control method for rail transit trains, which, based on the traction control method disclosed in the first aspect, further includes the following steps:

[0018] The acceleration of each wheelset in each power vehicle is calculated based on the sensor data fed back by the speed sensor, and the creep coefficient of each wheelset in the same power vehicle is calculated in combination with the creep rate.

[0019] According to the following formula, based on the creep coefficient φ i,j Distribute traction force F to each wheelset in each power car i,j :

[0020]

[0021] Among them, F i,j F represents the traction force of the j-th wheelset of the i-th powered vehicle. iφ represents the traction force allocated to the i-th powered vehicle. i,j represents the creep coefficient of the j-th wheelset of the i-th power vehicle, and m represents the number of wheelset groups in the i-th power vehicle.

[0022] It is understood that this application discloses another traction control method for rail transit trains, used to rationally distribute the traction force of a target rail transit train. This method not only rationally distributes the initial car-to-car traction force based on the creep rate of each wheelset, but also dynamically adjusts the traction distribution between axles by combining the creep rate and acceleration of each wheelset. The traction control method disclosed in this application fully utilizes the adhesion redundancy between cars and axles, making the traction force distribution more rational. It focuses on solving the problem of frequent slippage or idling of some wheelsets, significantly reducing the frequency of intervention by the train creep control system, and ensuring the traction performance and stable operation of the train during operation.

[0023] In an optional embodiment of this application, the step of calculating the acceleration of each wheelset in each power vehicle based on the sensing data fed back by the speed sensor, and calculating the creep coefficient of each wheelset in the same power vehicle in combination with the creep rate, includes:

[0024] The acceleration and creep rate of each wheelset in each power vehicle are calculated based on the sensor data fed back by the speed sensor.

[0025] The creep coefficient φ of each wheelset in the same power vehicle is calculated using the following formula. i,j

[0026]

[0027] In the formula, η i,j The creep rate, α, represents the creep rate of the j-th wheelset of the i-th powered vehicle. i,j The acceleration represents the j-th wheelset of the i-th powered vehicle, and β1 and β2 are the weighting coefficients of the creep rate and the acceleration, respectively.

[0028] Among them, β1 and β2 can be adjusted according to the specific vehicle model, or even a single variable, either creep rate or wheel set acceleration, can be used to measure the weighted creep coefficient.

[0029] In an optional embodiment of this application, the step of calculating the acceleration of each wheelset in each power vehicle based on the sensing data fed back by the speed sensor includes:

[0030] Under traction conditions, the acceleration α of each wheelset in each power vehicle is calculated using the following formula. i,j :

[0031]

[0032] Alternatively, under braking conditions, the acceleration α of each wheelset in each power vehicle section can be calculated using the following formula. i,j

[0033]

[0034] Where, ω i,j R represents the rotational speed data of the j-th wheelset of the i-th powered vehicle. i,j The wheel diameter represents the j-th wheelset of the i-th powered vehicle.

[0035] It is understandable that when the acceleration of the wheelset is negative under traction conditions or positive under braking conditions, the acceleration of the wheelset is taken as 0. This is because, under these two conditions, the adhesion of the rail surface can fully meet the adhesion requirements of the train, and the reference value of the creep rate is greater.

[0036] Thirdly, this application provides a traction control system for rail transit trains, used to rationally allocate the traction force of a target rail transit train, including: a speed sensor and a traction force distribution device;

[0037] The traction distribution device includes a processor, an input device, an output device, and a memory, which are interconnected. The memory stores a computer program, which includes program instructions. The processor is configured to invoke the program instructions to execute the method described in either the first or second aspect.

[0038] The speed sensor can be a rotation speed sensor or multiple speed radars.

[0039] Beneficial effects:

[0040] This application discloses another traction control method and system for rail transit trains, used to rationally distribute the traction force of a target rail transit train. This method not only rationally distributes the initial car-to-car traction force based on the creep rate of each wheelset, but also dynamically adjusts the traction distribution between axles by combining the creep rate and acceleration of each wheelset. The traction control method disclosed in this application fully utilizes the adhesion redundancy between cars and between axles, making the traction force distribution more rational. It focuses on solving the problem of frequent slippage or idling of some wheelsets, significantly reducing the frequency of intervention by the train creep control system, and ensuring the traction performance and stable operation of the train during operation.

[0041] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, optional embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0042] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0043] Figure 1 This is a schematic diagram of the force analysis of a target rail transit train;

[0044] Figure 2 This is a schematic diagram showing the relationship between wheel-rail creep force and creep rate of the target rail transit train;

[0045] Figure 3 This is a flowchart illustrating a traction control method for a rail transit train provided in this application;

[0046] Figure 4 This is a flowchart illustrating another traction control method for rail transit trains provided in this application;

[0047] Figure 5 This is a schematic diagram of a traction control system for a rail transit train provided in this application. Detailed Implementation

[0048] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0049] Rail transit trains possess a series of advantages, including large carrying capacity, high speed, low maintenance, and energy efficiency and environmental friendliness. They have become the mainstay of passenger and freight transportation in my country, playing an irreplaceable role in the national economy. In particular, wheel-rail rail transit trains have a significantly larger fleet than other types of rail transit trains worldwide. During operation, wheel-rail rail transit trains rely on the adhesion (friction) between the wheels and rails to drive or brake the train. In other words, the acceleration and deceleration of the train originate from sufficient adhesion between the wheels and rails. When the adhesion between the wheels and rails is insufficient (the adhesion requirement exceeds the friction at the wheel-rail interface), the wheelset will spin or slip, resulting not only in a loss of wheel-rail force but also damage to the surface materials of the wheels and rails.

[0050] In daily operation, many factors affect wheel-rail adhesion, such as: 1) Some mountainous railway lines inevitably have a large number of small-radius curves, long gradients, and overlapping curves and gradients. These lines often have a greater demand for train traction or braking force and are more prone to insufficient adhesion; 2) Some lines have been in service for a long time or have been subjected to excessive service intensity, resulting in geometric irregularities in the rail profile such as side wear, vertical wear, and rail surface corrugation, as well as track problems such as large deviations in rail base slope and gauge; at the same time, the train's profile may also have concave... Geometric irregularities such as abrasion, peeling, and non-circularity, coupled with other factors, can cause abnormal changes in wheel-rail contact geometry, resulting in insufficient wheel-rail adhesion. 3) Some tracks span thousands of kilometers, inevitably passing through multiple climate zones and various complex weather conditions, which can generate rain, snow, frost, and fallen leaves on the rail surface. Simultaneously, trains and tracks may generate pollutants during operation, such as silt, coal ash, lubricating oil, and sewage. When these third media exist on the wheel-rail surface, they directly reduce the friction coefficient between the wheel and rail, leading to low adhesion. In reality, many cases of low adhesion are due to the coupling effect of the above three points.

[0051] When there is low adhesion between the wheel and rail, the train's creep control system needs to regulate its power output. This is to maximize the use of the adhesion between the wheel and rail, and to prevent wheel slippage or wheel spin from causing damage. Existing traction control systems primarily address wheel slippage or wheel spin using three strategies: 1) Real-time adjustment of the train's traction motor torque output based on the creep control system, reducing only the torque output of the slipping or spinning axle; 2) Applying adhesion-enhancing sand or friction modifiers to the low-adhesion rail surface to change the friction coefficient at the wheel-rail interface; this is commonly used in locomotives; 3) Static or dynamic adjustment of the torque output of each power axle based on axle load transfer, reducing the torque of the lighter axle and increasing the torque of the heavier axle. However, these three strategies still have the following drawbacks: 1) They only reduce the traction torque of the idling or slipping axle without increasing the traction torque of the redundant axle that still has adhesion, resulting in a reduction in the traction / electric braking force of the whole vehicle during operation, which affects the operation of the train; 2) Frequent reliance on sanding to increase adhesion increases the damage to the wheel-rail surface, which not only pollutes the environment but also leads to significant economic costs; 3) Axle load is only one of the factors affecting wheel-rail adhesion, especially compared with the third medium at the wheel-rail interface, the impact of axle load transfer is even smaller.

[0052] The forces acting on a train along the track direction while it is running on the track are as follows: Figure 3 As shown in the figure, F c1 F c2 ... F cn+1 This represents the coupler force. For example, for the first motor car in a train formation, the coupler forces of its front and rear couplers are F and F, respectively. c1 and F c2In high-speed train sets and urban rail trains, there are usually powered cars and non-powered cars (i.e., trailers). Considering that trailers only increase the train's traction mass, this is reflected in changes to the coupler force and wheel-rail force of the powered cars. Therefore, Figure 1 The train numbering system ignores trailer cars and only numbers the motor cars driven by electric motors; the same applies to locomotives with multiple units coupled together. Figure 1 In the middle, v i Let F represent the translational velocity of the i-th car. i,j F represents the longitudinal creep force of the j-th moving axle of the i-th section of the vehicle. 1,2 This represents the longitudinal creep force on the second axle of the first car in the trainset. It should be noted that the resistance of a train during operation can be categorized into basic resistance, curve resistance, and gradient resistance, etc. Since these resistances are all fed back into the wheel-rail force, they are not included in... Figure 1 The bid is marked.

[0053] For the i-th wheel pair, its angular momentum is conserved when it moves along the track, as shown in the following equation:

[0054] In the formula, N i,j J represents the output torque of the motor. i,j This represents the moment of inertia of the wheelset. It can be seen that as the output torque of the motor increases, the longitudinal creep force F... i,j The torque of the motor must also be increased accordingly; otherwise, the angular acceleration of the wheelset will change significantly, leading to wheelset slippage or freewheeling. Similarly, if the longitudinal creep force between the wheel and rail changes, the motor torque must also be adjusted accordingly, which is the principle of creep control. At the same time, it can be seen that the angular velocity of the wheelset is completely affected by both the adhesion of the rail surface and the motor torque, which provides a theoretical basis for this invention to solve for the weighted creep coefficient.

[0055] The relationship between the creep rate and creep force between the wheel and rail is as follows: Figure 2 As shown, when the creep rate is low, the wheel-rail creep force and the creep rate are basically linearly related, meaning the creep force increases with the creep rate. When the creep force reaches its peak, it is called the optimal adhesion point. Further increases in the creep rate will cause the wheel and rail to enter a stick-slip vibration state, thus causing the creep force to decrease with increasing creep rate. The function of the train creep control system is to ensure that the wheel-rail adhesion point is at the optimal adhesion point when adhesion is low, preventing it from slipping into the stick-slip vibration zone. Therefore, in the daily operation of trains, the creep rate and creep force between the wheel and rail are basically linearly related, which provides a theoretical basis for the present invention to coordinately adjust the traction system based on changes in creep rate.

[0056] Firstly, such as Figure 3 As shown, this application provides a traction control method for rail transit trains, used to rationally distribute the traction force of a target rail transit train, comprising:

[0057] 110. Calculate the total traction force required by the target rail transit train based on the handle level.

[0058] 120. Calculate the creep rate of each wheelset in each power car of the target rail transit train based on the sensor data fed back by the speed sensor.

[0059] 130. Calculate the traction coefficient of each power vehicle based on the creep rate.

[0060] In an optional embodiment of this application, step 130 specifically includes:

[0061] The traction coefficient of each power vehicle is calculated using the following formula:

[0062]

[0063] Where, δ refi It can be the reciprocal of the maximum creep rate of each wheelset in the i-th power vehicle, or the reciprocal of the average creep rate of each wheelset in the i-th power vehicle; n represents the number of power vehicles in the target rail transit train; ψ i This represents the traction coefficient of the i-th powered vehicle.

[0064] It is understood that the traction control method disclosed in this application makes full use of the adhesion redundancy between each car. When the car-to-car traction force is initially distributed, the adhesion between each car is taken into account. For cars with poor adhesion conditions, the initial traction force is less, while for cars with good adhesion conditions, the initial traction force is greater. In this way, the initial distribution of traction force between cars is realized based on the adhesion of the rail surface.

[0065] 140. The traction force is distributed to each power vehicle based on the product of the traction coefficient and the total traction force.

[0066] It is understood that this application discloses a traction control method for rail transit trains, used to rationally allocate the traction force of a target rail transit train. This method calculates the traction coefficient of each power car based on the creep rate of each wheelset, thereby rationally allocating the traction force of each power car. Since the creep rate is the result of the combined effects of axle load transfer, rail adhesion, and track excitation of the rail transit train, the traction force control method disclosed in this application fully utilizes the adhesion redundancy between the cars, making the traction force allocation method more rational.

[0067] Secondly, such as Figure 4 As shown, this application provides another traction control method for rail transit trains, which, based on the traction control method disclosed in the first aspect, further includes the following steps:

[0068] 150. Calculate the acceleration of each wheelset in each power vehicle based on the sensor data fed back by the speed sensor, and calculate the creep coefficient of each wheelset in the same power vehicle based on the creep rate.

[0069] 160. According to the following formula, based on the creep coefficient φ i,j Distribute traction force F to each wheelset in each power car i,j :

[0070]

[0071] Among them, F i,j F represents the traction force of the j-th wheelset of the i-th powered vehicle. i φ represents the traction force allocated to the i-th powered vehicle. i,j represents the creep coefficient of the j-th wheelset of the i-th power vehicle, and m represents the number of wheelset groups in the i-th power vehicle.

[0072] It is understood that this application discloses another traction control method for rail transit trains, used to rationally distribute the traction force of a target rail transit train. This method not only rationally distributes the initial car-to-car traction force based on the creep rate of each wheelset, but also dynamically adjusts the traction distribution between axles by combining the creep rate and acceleration of each wheelset. The traction control method disclosed in this application fully utilizes the adhesion redundancy between cars and axles, making the traction force distribution more rational. It focuses on solving the problem of frequent slippage or idling of some wheelsets, significantly reducing the frequency of intervention by the train creep control system, and ensuring the traction performance and stable operation of the train during operation.

[0073] In an optional embodiment of this application, step 150 includes:

[0074] 151. Calculate the acceleration and creep rate of each wheelset in each power vehicle based on the sensor data fed back by the speed sensor.

[0075] Step 151 includes:

[0076] Under traction conditions, the acceleration α of each wheelset in each power vehicle is calculated using the following formula. i,j :

[0077]

[0078] Alternatively, under braking conditions, the acceleration α of each wheelset in each power vehicle section can be calculated using the following formula. i,j :

[0079]

[0080] Where, ω i,jR represents the rotational speed data of the j-th wheelset of the i-th powered vehicle. i,j The wheel diameter represents the j-th wheelset of the i-th powered vehicle.

[0081] It is understandable that when the acceleration of the wheelset is negative under traction conditions or positive under braking conditions, the acceleration of the wheelset is taken as 0. This is because, under these two conditions, the adhesion of the rail surface can fully meet the adhesion requirements of the train, and the reference value of the creep rate is greater.

[0082] 152. Calculate the creep coefficient φ of each wheelset in the same power vehicle according to the following formula. i,j

[0083]

[0084] In the formula, η i,j α represents the creep rate of the j-th wheelset of the i-th powered vehicle. i,j β1 represents the acceleration of the j-th wheelset of the i-th powered vehicle, and β2 are the weighting coefficients of creep rate and acceleration, respectively.

[0085] Among them, β1 and β2 can be adjusted according to the specific vehicle model, or even just one variable, either creep rate or wheel set acceleration, can be used to measure the weighted creep coefficient.

[0086] Step 120 in the first and second aspects specifically includes:

[0087] 121. Obtain the rotational speed and wheel diameter of each wheelset in each power vehicle.

[0088] 122. Calculate the average speed of the target rail transit train.

[0089] For high-speed train sets or trains such as urban rail and subway systems that have trailer cars involved in the formation, the speed sensor can be a rotational speed sensor. The average speed of the target train is calculated using the following formula, based on the rotational speed data and wheel diameter of each wheelset in each power car:

[0090]

[0091] Where n represents the number of power cars in the target rail transit train, and m represents the number of wheelset groups in the i-th power car.

[0092] For high-speed train sets or trains such as urban rail and subway systems that have trailer cars involved in the formation, the speed sensor can be a rotational speed sensor. Removing the maximum and minimum rotational speed data of each trailer wheel set, calculating the linear velocity of the remaining trailer wheelsets, and then averaging these values ​​will result in a more accurate average speed calculation. The average speed of the target train can be calculated using the following formula, based on the rotational speed data and wheel diameter of each wheelset in each power car:

[0093]

[0094] Where, ω min R is the lowest speed in each wheelset of each power vehicle. min ω is the wheel diameter of the wheelset corresponding to the lowest rotational speed; max R represents the highest rotational speed of each wheelset in each power vehicle. max The wheel diameter is the wheel diameter of the wheelset corresponding to the highest rotational speed; n represents the number of power cars in the target rail transit train, and m represents the number of wheelset groups in the i-th power car.

[0095] For coupled locomotives or single locomotives, the speed of the trailer is usually unavailable. Therefore, it can be obtained directly by speed-measuring radar or by weighted calculation using the linear velocities of each wheelset. The current speed of the target rail transit train is obtained from multiple speed-measuring radars, and the average of these current speeds is calculated as the average speed.

[0096] 123. Calculate the creep rate of each wheelset in each section of the power vehicle according to the following formula, combined with the average speed, rotational speed data, and wheel diameter:

[0097]

[0098] Where, η i,j ω represents the creep rate of the j-th wheelset of the i-th powered vehicle. i,j R represents the rotational speed data of the j-th wheelset of the i-th powered vehicle. i,j ν represents the wheel diameter of the j-th wheelset of the i-th powered vehicle. ref This represents the average speed of the target rail transit train.

[0099] It is understandable that, for obtaining the translational speed of the train body, since the speed difference between the various powered cars in the train formation is very small, a uniform train translational speed can be used to replace the translational speed of each powered car.

[0100] Thirdly, such as Figure 5As shown, this application provides a traction control system for a rail transit train, used to rationally distribute the traction force of a target rail transit train. The traction control system for the rail transit train includes a speed sensor 510 and a traction force distribution device 520.

[0101] Among them, the speed sensor 510 can be a rotation speed sensor or multiple speed radars.

[0102] The traction distribution device 520 includes one or more processors 521, one or more input devices 522, one or more output devices 523, and a memory 524. The processors 521, input devices 522, output devices 523, and memory 524 are connected via a bus 525. The memory 524 stores a computer program, which includes program instructions. The processors 521 execute the program instructions stored in the memory 524. The processors 521 are configured to invoke the program instructions to perform the operation of either the first or second aspect of the method.

[0103] It should be understood that, in this embodiment of the invention, the processor 521 may be a central processing unit (CPU), but it may also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or any conventional processor.

[0104] The memory 524 may include read-only memory and random access memory, and provides instructions and data to the processor 521. A portion of the memory 524 may also include non-volatile random access memory. For example, the memory 524 may also store device type information.

[0105] In specific implementations, the processor 521, input device 522, and output device 523 described in the embodiments of the present invention can execute the implementation methods described in any of the methods in the first aspect, or they can execute the implementation methods of the terminal devices described in the embodiments of the present invention, which will not be elaborated here.

[0106] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0107] In the several embodiments provided in this application, it should be understood that the disclosed terminal devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For instance, the division of the units described above is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. In addition, the mutual coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices or units, or it may be an electrical, mechanical or other form of connection.

[0108] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of the embodiments of the present invention, depending on actual needs.

[0109] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0110] If the aforementioned integrated units are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods in the various embodiments of this invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0111] The terms "first," "second," "first," or "second" as used in the various embodiments of this disclosure may modify various components regardless of their order and / or importance, but these terms do not limit the corresponding components. The above terms are configured only for the purpose of distinguishing an element from other elements. For example, "first user equipment" and "second user equipment" refer to different user equipments, although both are user equipment. For example, without departing from the scope of this disclosure, a first element may be referred to as a second element, and similarly, a second element may be referred to as a first element.

[0112] When a component (e.g., a first component) is referred to as being "(operably or communicatively) coupled" or "(operably or communicatively) coupled to" or "connected to" another component (e.g., a second component), it should be understood that the first component is directly connected to the second component or that the first component is indirectly connected to the second component via yet another component (e.g., a third component). Conversely, it can be understood that when a component (e.g., a first component) is referred to as being "directly connected" or "directly coupled" to another component (the second component), no component (e.g., a third component) is inserted between the two.

[0113] The above description is merely an optional embodiment of this application and an explanation of the technical principles employed. Those skilled in the art should understand that the scope of the invention involved in this application is not limited to technical solutions formed by specific combinations of the above-described technical features, but should also cover other technical solutions formed by arbitrary combinations of the above-described technical features or their equivalents without departing from the above-described inventive concept. For example, technical solutions formed by substituting the above-described features with (but not limited to) technical features with similar functions disclosed in this application.

[0114] The above description is merely an optional embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A traction control method for rail transit trains, used to rationally allocate the traction force of a target rail transit train, characterized in that, include: The total traction force required by the target rail transit train is calculated based on the handle level. The creep rate of each wheelset in each power car of the target rail transit train is calculated based on the sensor data fed back by the speed sensor; including: Obtain the rotational speed and wheel diameter of each wheelset in each power vehicle; Calculate the average speed of the target rail transit train; Calculate the creep rate of each wheelset in each section of the power vehicle according to the following formula, taking into account the average speed, rotational speed data, and wheel diameter: ； in, Let represent the creep rate of the j-th wheelset of the i-th powered vehicle. This represents the rotational speed data of the j-th wheelset of the i-th powered vehicle. Let represent the wheel diameter of the j-th wheelset of the i-th powered vehicle. This represents the average speed of the target rail transit train; Calculating the traction coefficient of each power vehicle based on the creep rate includes: calculating the traction coefficient of each power vehicle according to the following formula: ， in, It is the reciprocal of the maximum creep rate of each wheelset in the i-th power vehicle, or the reciprocal of the average creep rate of each wheelset in the i-th power vehicle; n represents the number of power vehicles in the target rail transit train. Represents the traction coefficient of the i-th powered vehicle; The traction force is distributed to each power vehicle based on the product of the traction coefficient and the total traction force.

2. The traction control method for rail transit trains according to claim 1, characterized in that, The method further includes: The acceleration of each wheelset in each power vehicle is calculated based on the sensor data fed back by the speed sensor, and the creep coefficient of each wheelset in the same power vehicle is calculated in combination with the creep rate. According to the following formula, based on the creep coefficient Distribute traction to each wheelset in each power car : ； in, This represents the traction force of the j-th wheelset of the i-th powered vehicle. This represents the traction force allocated to the vehicle in section i. represents the creep coefficient of the j-th wheelset of the i-th power vehicle, and m represents the number of wheelset groups in the i-th power vehicle.

3. The traction control method for rail transit trains according to claim 2, characterized in that, The step of calculating the acceleration of each wheelset in each power vehicle based on the sensor data fed back from the speed sensor, and combining this with the creep rate to calculate the creep coefficient of each wheelset in the same power vehicle, includes: The acceleration and creep rate of each wheelset in each power vehicle are calculated based on the sensor data fed back by the speed sensor. The creep coefficient of each wheelset in the same power vehicle is calculated using the following formula. : ， In the formula, The creep rate represents the j-th wheelset of the i-th powered vehicle. The acceleration represented by the j-th wheelset of the i-th powered vehicle. β 1 and β 2 are the weighting coefficients for the creep rate and the acceleration, respectively.

4. The traction control method for rail transit trains according to claim 3, characterized in that, The calculation of the acceleration of each wheelset in each power vehicle based on the sensor data fed back by the speed sensor includes: Under traction conditions, the acceleration of each wheelset in each power vehicle is calculated using the following formula. : ； Alternatively, under braking conditions, the acceleration of each wheelset in each power vehicle can be calculated using the following formula. ； in, This represents the rotational speed data of the j-th wheelset of the i-th powered vehicle. The wheel diameter represents the j-th wheelset of the i-th powered vehicle.

5. The traction control method for rail transit trains according to claim 1, characterized in that, The calculation of the average speed of the target rail transit train includes: The average speed of the target train is calculated using the following formula, based on the rotational speed and wheel diameter of each wheelset in each power car: ； Where n represents the number of power cars in the target rail transit train, and m represents the number of wheelset groups in the i-th power car.

6. The traction control method for rail transit trains according to claim 1, characterized in that, The calculation of the average speed of the target rail transit train includes: The average speed of the target train is calculated using the following formula, based on the rotational speed and wheel diameter of each wheelset in each power car: ， in, This represents the lowest rotational speed in each wheelset of each power vehicle. The wheel diameter of the wheelset corresponding to the lowest rotational speed; This refers to the highest rotational speed of each wheelset in each power vehicle. The wheel diameter is the wheel diameter of the wheelset corresponding to the highest rotational speed; n represents the number of power cars in the target rail transit train, and m represents the number of wheelset groups in the i-th power car.

7. The traction control method for rail transit trains according to claim 3, characterized in that, The calculation of the average speed of the target rail transit train includes: The current speed of the target rail transit train is obtained from multiple speed measuring radars, and the average value of the current speeds from each speed measuring radar is calculated as the average speed.

8. A traction control system for rail transit trains, used to rationally distribute the traction force of a target rail transit train, characterized in that, include: Speed ​​sensors and traction distribution devices; The traction distribution device includes a processor, an input device, an output device, and a memory, which are interconnected. The memory stores a computer program, which includes program instructions. The processor is configured to invoke the program instructions to execute the method as described in any one of claims 1 to 7.

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