A control method and system for multi-axle coordinated distribution of traction force in electric locomotives

Abstract

This application discloses a control method and system for multi-axle coordinated distribution of traction force in an electric locomotive, used to rationally distribute the traction force of each wheelset in a target electric locomotive. The method calculates the creep rate of each wheelset in the target electric locomotive in real time, determines whether the target electric locomotive is in a high-viscosity or low-viscosity operating state based on the creep rate, and dynamically adjusts the electrical compensation coefficient of each wheelset accordingly. The traction force of each wheelset is then distributed in real time based on the electrical compensation coefficient. Since the creep rate is the result of the combined effects of axle load transfer, rail adhesion, and track excitation, the traction force control method disclosed in this application distributes traction force based on rail creep, abandoning the previous traction force distribution scheme that only calculated electrical compensation based on axle load transfer. This fully taps the adhesion potential of each wheelset and more effectively reduces the frequency of slippage or idling of specific wheelsets in the same locomotive.

Description

Technical Field

[0001] This application relates to the field of rail transit train technology, and in particular to a control method and system for multi-axle coordinated distribution of traction force in electric locomotives. Background Technology

[0002] High-power AC drive electric locomotives possess a series of advantages, including large carrying capacity, high speed, low maintenance, and energy efficiency, making them the mainstay of passenger and freight transport on major railway lines in my country and playing an irreplaceable role in national economic development. However, railway lines in complex terrain and climate zones, especially in mountainous areas, inevitably feature many small-radius curves, long gradients, and overlapping curves and gradients. Furthermore, on some lines, the rail surface inevitably contains various contaminants such as oil, rainwater, leaves, and mud. These contaminants significantly reduce the adhesion coefficient between the wheel and rail, leading to frequent wheel slippage or spinning. In particular, the significant differences in adhesion coefficients between different wheelsets on the same locomotive can cause individual wheelsets to slip or spin easily.

[0003] In existing technologies, the axle load transfer of each axle of the locomotive is typically calculated, and the torque is appropriately compensated based on the normal load of each axle. For example, when a wheelset acts as a guide wheelset, its normal load is minimal under traction conditions, so the set torque for that wheelset is appropriately reduced; conversely, its normal load is maximum under electric braking, so the set torque is appropriately increased. However, this technical solution does not consider the influence of rail surface condition on wheel-rail adhesion, which has significant limitations and cannot effectively reduce the frequency of slippage or idling of specific wheelsets on the locomotive. Summary of the Invention

[0004] The purpose of this application is to provide a control method and system for multi-axle coordinated distribution of traction force in electric locomotives, which 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 control method for multi-axle coordinated distribution of traction force in an electric locomotive, used to rationally distribute the traction force of each wheelset in a target electric locomotive. The traction force control method includes:

[0007] The creep rate of each wheelset in the target electric locomotive is calculated based on the sensor data fed back by the speed measuring radar and sensors.

[0008] If none of the creep rates trigger the adhesion control system to reduce load, the target electric locomotive is determined to be in a high-adhesion operating state; if any of the creep rates triggers the adhesion control system to reduce load, the target electric locomotive is determined to be in a low-adhesion operating state.

[0009] When the target electric locomotive is in a high-adhesion operating state, the high-adhesion electrical compensation coefficient of each wheelset is calculated based on the creep rate of each wheelset, and the traction force is distributed to each wheelset based on the high-adhesion electrical compensation coefficient.

[0010] When the target electric locomotive is in a low-adhesion operating state, the wheelsets that trigger the adhesion control system to reduce load have their traction force provided by the adhesion control system. The creep rate of the wheelsets that do not trigger the adhesion control system to reduce load is calculated, thereby calculating the corresponding low-adhesion electrical compensation coefficient. Based on the low-adhesion electrical compensation coefficient, traction force is distributed to the corresponding wheelsets.

[0011] It is understood that this application discloses a control method for multi-axle coordinated distribution of traction force in electric locomotives, used to rationally distribute the traction force of each wheelset in a target electric locomotive. This method calculates the creep rate of each wheelset in the target electric locomotive in real time, determines whether the target electric locomotive is in a high-viscosity or low-viscosity operating state based on the creep rate, and dynamically adjusts the electrical compensation coefficient of each wheelset, thereby rationally distributing the traction force of each wheelset. Since the creep rate is the result of the combined effects of axle load transfer, rail adhesion, and track excitation, the traction force control method disclosed in this application distributes traction force based on this creep rate, abandoning the previous traction force distribution scheme that only calculated electrical compensation based on axle load transfer, and more effectively reducing the frequency of slippage or idling of specific wheelsets in the same locomotive.

[0012] In an optional embodiment of this application, the high-viscosity electrical compensation coefficient of each wheelset is calculated based on the creep rate of each wheelset, and traction is distributed to each wheelset based on the high-viscosity electrical compensation coefficient, including:

[0013] The creep rate η of all wheelsets in the target electric locomotive i The average value is used as the first reference creep rate η ref1 ;

[0014] The first high-viscosity electrical compensation coefficient 'a' for each wheelset in the target electric locomotive is calculated using the following formula. i1 :

[0015] Among them, a i1 The first high-viscosity electrical compensation coefficient represents the i-th wheelset group;

[0016] The traction force is distributed to each wheelset in the target electric locomotive according to the following formula:

[0017]

[0018] Among them, F sum F' represents the total traction force of the target electric locomotive. i1The traction force allocated to the i-th wheelset group, where n is the number of wheelsets in the target electric locomotive.

[0019] It is understandable that for a target electric locomotive operating in a high-viscosity state, the traction force of each wheelset is calculated according to the first high-viscosity electrical compensation coefficient a. i1 The allocated traction force. The larger the creep rate, the smaller the electrical compensation coefficient, and the smaller the allocated traction force. Conversely, the smaller the creep rate, the larger the corresponding electrical compensation coefficient, and the larger the allocated traction force. It can be seen that the calculation of the electrical compensation coefficient based on the creep rate fully takes into account other factors such as rail surface adhesion, axle load transfer, rail surface roughness, and wheel-rail profile, realizing true multi-axis cooperative control. Compared with the limitations of calculating electrical compensation only through axle load transfer, the superiority of this invention is very obvious.

[0020] In an optional embodiment of this application, the step of calculating the low-viscosity electrical compensation coefficient of each wheelset based on the creep rate of each wheelset, and distributing traction force to each wheelset through the adhesion control system based on the low-viscosity electrical compensation coefficient, includes:

[0021] The wheelset that triggers the adhesion control system to reduce load is taken as the low-viscosity target wheelset;

[0022] Based on the creep rate, calculate the low-viscosity electrical compensation coefficient a' for all wheelsets in the target locomotive other than the low-viscosity target wheelset. i ;

[0023] According to the low viscosity electrical compensation coefficient a' i Distribute traction force F″ to wheelsets other than the low-viscosity target wheelset. i ;

[0024] The lowest traction value among all wheelsets other than the low-viscosity target wheelset is assigned to the low-viscosity target wheelset.

[0025] It is understandable that for a target electric locomotive operating in a low-viscosity state, the longitudinal creep rate of the target wheelset is too high, requiring the locomotive's adhesion control system to reduce the traction force of that axle. In this case, the actual traction force of the slipping or spinning wheelset is output by the adhesion control system. For example, when the locomotive is traction-operating, the guide wheelset is the first to contact the low-viscosity rail surface, and its probability of spinning is the highest. When the guide wheelset spins, the locomotive's adhesion control system intervenes, and the actual traction force of the guide wheelset is adjusted by the adhesion control system. After adopting the multi-axle cooperative control proposed in this invention, the assigned traction force of the guide wheelset is minimized after it spins, which helps the adhesion control system to restore the traction force of the wheelset earlier and reduce its spinning time.

[0026] Secondly, this application discloses a multi-axle coordinated distribution control system for traction force of electric locomotives, used to rationally distribute the traction force of each wheelset in the target electric locomotive. The traction force control system includes: a speed sensor, an adhesion control system, and a traction force distribution device.

[0027] 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 of the first aspects.

[0028] The speed sensor can be a rotation speed sensor or multiple speed radars.

[0029] Beneficial effects:

[0030] This application discloses a control method and system for multi-axle coordinated distribution of traction force in electric locomotives, used to rationally distribute the traction force of each wheelset in a target electric locomotive operating in multi-axle coordinated mode. The method calculates the creep rate of each wheelset in the target electric locomotive in real time, determines whether the target electric locomotive is in a high-viscosity or low-viscosity operating state based on the creep rate, and dynamically adjusts the electrical compensation coefficient of each wheelset, thereby rationally distributing the traction force of each wheelset. Since the creep rate is the result of the combined effects of axle load transfer, rail adhesion, and track excitation, the traction force control method disclosed in this application distributes traction force based on this creep rate, abandoning the previous traction force distribution scheme that only calculated electrical compensation based on axle load transfer, and more effectively reducing the frequency of slippage or idling of specific wheelsets in the same locomotive.

[0031] For a target electric locomotive operating in a high-viscosity state, the traction force of each wheelset is calculated according to the first high-viscosity electrical compensation coefficient a. i1 The allocated traction force. The larger the creep rate, the smaller the electrical compensation coefficient, and the smaller the allocated traction force. Conversely, the smaller the creep rate, the larger the corresponding electrical compensation coefficient, and the larger the allocated traction force. It can be seen that the calculation of the electrical compensation coefficient based on the creep rate fully takes into account other factors such as rail surface adhesion, axle load transfer, rail surface roughness, and wheel-rail profile, realizing true multi-axis cooperative control. Compared with the limitations of calculating electrical compensation only through axle load transfer, the superiority of this invention is very obvious.

[0032] For a target electric locomotive operating in a low-viscosity state, the longitudinal creep rate of the target wheelset is too high, requiring the locomotive's adhesion control system to dynamically adjust its traction force. At this time, the actual force of the slipping or spinning wheelset is output by the adhesion control system, which is less than its given force. The electrical compensation coefficient of the wheelset that has not triggered the adhesion control system to reduce load is calculated, and then the traction force is allocated, with the minimum traction force being used as the given traction force for the slipping / spinning wheelset.

[0033] 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

[0034] 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.

[0035] Figure 1 This is a schematic diagram of the force analysis of a target electric locomotive provided in this application;

[0036] Figure 2 This is a flowchart illustrating a control method for multi-axle coordinated distribution of traction force in an electric locomotive provided in this application;

[0037] Figure 3 This is a schematic diagram of the traction force distribution scheme for each wheelset of the target electric locomotive under high adhesion operating conditions.

[0038] Figure 4 This is a schematic diagram of the traction force distribution scheme for each wheelset of the target electric locomotive under low adhesion operating conditions.

[0039] Figure 5 This is a schematic diagram of a traction control system for a multi-axle cooperative electric locomotive provided in this application. Detailed Implementation

[0040] 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.

[0041] A diagram illustrating the longitudinal forces acting on a six-axle electric locomotive as it travels along a straight track is shown below. Figure 1 As shown in the figure, F cThe coupler force is represented by ν0, which represents the translational velocity of the locomotive body. This velocity can be directly measured by a speed radar or calculated by weighted sum of the rolling velocities of each axle. The longitudinal creep force of each wheelset is represented by F. i The subscript i indicates the wheel set number, such as F1 indicating the longitudinal creep force of the first wheel set.

[0042] The forces acting on the locomotive in the longitudinal or track direction satisfy the following equation:

[0043]

[0044] In the formula, G represents the weight of the locomotive, and g is the acceleration due to gravity. As can be seen from the above formula, the locomotive's operation depends entirely on the magnitude of the coupler force and the longitudinal creep force. For a single wheelset, R... i R represents the wheel radius. Typically, the radii of the wheels on both sides of a given axle are roughly the same. If there is a significant difference, R is used. i The average radius of the left and right wheels can be taken as ν. i This represents the rolling speed of the wheelset, expressed as the wheelset angular velocity ω. i With wheel radius R i The calculation is as follows: ν i =R i ·ω i .

[0045] For the i-th wheel pair, its angular momentum is conserved when it moves along the track, as shown in the following equation:

[0046]

[0047] In the formula, M i J represents the output torque of the motor. i Representing the moment of inertia, it can be seen that when the output torque of the motor increases, the longitudinal creep force must also increase accordingly; otherwise, the angular acceleration of the wheelset will change significantly, leading to wheelset slippage or freewheeling.

[0048] Firstly, such as Figure 2 As shown, this application provides a control method for multi-axle coordinated distribution of traction force in an electric locomotive, used to rationally distribute the traction force of each wheelset in a target electric locomotive operating in multi-axle coordinated mode. The traction force control method includes:

[0049] 100. Calculate the creep rate of each wheelset in the target electric locomotive based on the sensor data fed back by the speed sensor.

[0050] 200. If the creep rate does not exceed the load reduction threshold of the adhesion control system, the target electric locomotive is judged to be in a high adhesion operating state; if any creep rate exceeds the load reduction threshold of the adhesion control system, the target electric locomotive is judged to be in a low adhesion operating state.

[0051] The low adhesion creep threshold can be set by those skilled in the art according to the specific circumstances and vehicle condition, with the purpose of distinguishing whether the target electric locomotive is currently operating in a low adhesion or high adhesion state.

[0052] 300. When the target electric locomotive is in a high-adhesion operating state, calculate the high-adhesion electrical compensation coefficient of each wheelset based on the creep rate of each wheelset, and distribute the traction force to each wheelset based on the high-adhesion electrical compensation coefficient.

[0053] For a target electric locomotive operating in a high-viscosity state, the actual traction force of each wheelset is the given traction force allocated according to the high-viscosity electrical compensation coefficient, and its actual torque is the given torque.

[0054] High adhesion refers to a condition where the friction coefficient between the wheel and rail meets the locomotive's adhesion requirements, eliminating the need for the locomotive's adhesion control system to reduce the applied torque; that is, the applied torque for each wheelset is the actual torque. Taking a six-axle high-power electric locomotive as an example, this illustrates the multi-axle cooperative control strategy under normal rail adhesion conditions. Figure 3 As shown, the rolling speed of each axle is calculated by measuring the motor speed of each axle of the electric locomotive, and the real-time creep rate of each axle is calculated based on the obtained locomotive translation speed. From this, the electrical compensation coefficient of each axle is calculated, and the given torque of each axle is then reasonably allocated and output to the locomotive wheelset via the motor.

[0055] 400. When the target electric locomotive is in a low-adhesion operating state, calculate the low-adhesion electrical compensation coefficient of each wheelset based on the creep rate of each wheelset, and distribute traction force to each wheelset through the adhesion control system based on the low-adhesion electrical compensation coefficient.

[0056] When the longitudinal creep rate of a wheelset is too high, the locomotive's adhesion control system needs to reduce the given torque of that axle. At this time, the actual torque of the slipping or spinning wheelset is output by the adhesion control system. The coordinated control strategy for the torque of each axle is as follows: Figure 4 As shown, the real-time creep rate of the locomotive's wheelsets that are not slipping or spinning is calculated by using the rolling speed of each axle and the translation speed of the locomotive. The electrical compensation coefficient is then calculated, and a given torque is output. For slipping or spinning axles, the given torque can be the minimum torque of each axle after electrical compensation. The actual output torque is determined by the adhesion control system.

[0057] This application discloses a control method for multi-axle coordinated distribution of traction force in electric locomotives, used to rationally distribute the traction force of each wheelset in a target electric locomotive operating in multi-axle coordinated mode. This method calculates the creep rate of each wheelset in the target electric locomotive in real time, determines whether the target electric locomotive is in a high-viscosity or low-viscosity operating state based on the creep rate, and dynamically adjusts the electrical compensation coefficient of each wheelset, thereby rationally distributing the traction force of each wheelset. Since the creep rate is the result of the combined effects of axle load transfer, rail adhesion, and track excitation, the traction force control method disclosed in this application distributes traction force based on this creep rate, abandoning the previous traction force distribution scheme that only calculated electrical compensation based on axle load transfer, and more effectively reducing the frequency of slippage or idling of specific wheelsets in the same locomotive.

[0058] Step 100 includes:

[0059] 110. Obtain the rotational speed data ω of each wheelset in the target electric locomotive. i and wheel diameter R i .

[0060] 120. Based on the average speed ν0 of the target electric locomotive, the creep rate η of each wheelset in the target electric locomotive is calculated according to the following formula. i :

[0061]

[0062] Where ν0 represents the average speed of the target electric locomotive; η i This represents the creep rate of the i-th wheelset.

[0063] Among them, the speed sensor can be the rotational speed sensor of each wheelset of the target electric locomotive. Based on the rotational speed data and wheel diameter of each wheelset, the current speed of the wheelset is calculated, and then the average current speed of each wheelset in the target electric locomotive is calculated, which is the average speed ν0 of the target electric locomotive.

[0064] The speed sensor can also be multiple speed radars. The average of the current speeds of the target electric locomotive fed back by multiple speed radars is the average speed ν0 of the target electric locomotive.

[0065] The creep rate is the result of the combined effects of locomotive axle load transfer, rail adhesion, and track excitation. Therefore, the traction control method disclosed in this application is more reasonable for traction force distribution based on the creep rate.

[0066] Step 300 includes:

[0067] 310. The creep rate η of all wheelsets in the target electric locomotive. i The average value is used as the first reference creep rate ηref1 .

[0068] 320. Calculate the first high-viscosity electrical compensation coefficient 'a' for each wheelset in the target electric locomotive according to the following formula. i1 :

[0069] Among them, a i1 The first high-viscosity electrical compensation coefficient represents the i-th wheelset group.

[0070] 330. Distribute traction force to each wheelset in the target electric locomotive according to the following formula:

[0071]

[0072] Among them, F sum F represents the total traction force of the target electric locomotive. i '1' represents the traction force allocated to the i-th wheelset group, and n represents the number of wheelsets in the target electric locomotive.

[0073] It is understandable that for a target electric locomotive operating in a high-viscosity state, the traction force of each wheelset is calculated according to the first high-viscosity electrical compensation coefficient a. i1 The allocated traction force. The larger the creep rate, the smaller the electrical compensation coefficient, and the smaller the output torque. Conversely, the smaller the creep rate, the larger the corresponding electrical compensation coefficient, and the larger the output torque. It can be seen that the calculation of the electrical compensation coefficient based on the creep rate fully takes into account other factors such as rail adhesion, axle load transfer, rail surface roughness, and wheel-rail profile, realizing true multi-axis cooperative control. Compared with the limitations of calculating electrical compensation only through axle load transfer, the superiority of this invention is very obvious.

[0074] In an optional embodiment of this application, step 300 further includes:

[0075] 340. Obtain the maximum traction force of the target electric locomotive at its translational speed.

[0076] 350. Wheelsets with traction forces less than the maximum traction force are designated as high-viscosity target wheelsets.

[0077] 360. Distribute the maximum traction force of the target electric locomotive motor to the high-viscosity target wheelset.

[0078] 370. Recalculate the high-viscosity electrical compensation coefficient for all wheelsets in the target electric locomotive except for the high-viscosity target wheelset, and use it as the second high-viscosity electrical compensation coefficient a. i2 .

[0079] Step 370 specifically includes:

[0080] 371. The creep rate η of the other wheelsets in the target locomotive, excluding the high-viscosity target wheel. i The average value is used as the second reference creep rate η ref2 .

[0081] 372. Calculate the second high-viscosity electrical compensation coefficient 'a' for all wheelsets in the target locomotive, excluding the high-viscosity target wheel, according to the following formula. i2 :

[0082]

[0083] Among them, a i2 The second high-viscosity electrical compensation coefficient represents the i-th wheelset group.

[0084] 380. According to the second high-viscosity electrical compensation coefficient a i2 Traction is redistributed to all wheelsets except the high-viscosity target wheelset.

[0085] Step 380 specifically includes:

[0086] The traction or braking force F' is redistributed to all wheelsets except the high-viscosity target wheelset according to the following formula. i2 :

[0087]

[0088] F' x F represents the traction force distributed to the high-viscosity target wheelset. sum Let n be the total traction force of the target electric locomotive, and n be the number of wheelsets in the target electric locomotive.

[0089] It is understandable that, considering the maximum power limit of the target electric locomotive motor, if the given torque of a certain wheelset exceeds the maximum torque that the motor can output, the output torque of that wheelset should be directly adjusted to the maximum output torque of the motor, and the electrical compensation coefficient of the remaining wheelsets should be recalculated.

[0090] In an optional embodiment of this application, step 400 specifically includes:

[0091] 410. Wheelsets with a creep rate greater than the low adhesion creep threshold are designated as low adhesion target wheelsets.

[0092] 420. Calculate the low-viscosity electrical compensation coefficient a' for all wheelsets in the target locomotive except for the low-viscosity target wheelset, based on the creep rate. i .

[0093] Step 420 specifically includes:

[0094] 421. The creep rate η of the other wheelsets in the target locomotive, excluding the low-viscosity target wheels, is...i The average value is used as the third reference creep rate η ref3 ;

[0095] 422. Calculate the low-viscosity electrical compensation coefficient a' for the wheelsets other than the low-viscosity target wheelset in the target locomotive according to the following formula. i :

[0096] Among them, a' i represents the low-viscosity electrical compensation coefficient of the i-th wheelset.

[0097] 430. Based on the low viscosity electrical compensation coefficient a' i Distribute traction force F to wheelsets other than the low-viscosity target wheelset. i .

[0098] Step 430 specifically includes:

[0099] The traction force F is redistributed to all wheelsets except the low-viscosity target wheelset according to the following formula. i ":

[0100]

[0101] Among them, F” i F” represents the traction force distributed to the low-viscosity target wheelset. x This represents the traction force that the low-viscosity target wheelset can be allocated according to the high-viscosity electrical compensation coefficient.

[0102] 440. Assign the lowest traction value among all wheelsets except the low-viscosity target wheelset to the low-viscosity target wheelset.

[0103] It is understandable that for a target electric locomotive operating in a low-viscosity state, the longitudinal creep rate of the low-viscosity target wheelset is too high, requiring the locomotive's adhesion control system to reduce the given torque of that axle. In this case, the actual torque of the slipping or spinning wheelset is output by the adhesion control system. For example, the low-viscosity target wheelset acting as a guide traction contactes the low-viscosity rail surface first, and its probability of spinning is highest. When the low-viscosity target wheelset spins, the locomotive's adhesion control intervenes, allocating the minimum traction force to the low-viscosity target wheelset, which helps to promptly prevent slippage. Once rail adhesion is restored, the creep rate of the low-viscosity target wheelset will decrease, and the actual traction force will increase accordingly. When the creep rate continues to decrease until the actual traction force is completely consistent with the given traction force, the locomotive's traction force distribution will be readjusted according to the distribution method used in the high-viscosity operating state.

[0104] Secondly, such as Figure 5As shown, this application discloses a traction control system for a multi-axle cooperative electric locomotive, used to rationally distribute the traction force of each wheelset in the target electric locomotive operating in a multi-axle cooperative manner. The traction control system includes: a speed sensor 10, an adhesion control system 20, and a traction distribution device 30. The speed sensor 10 can be a rotational speed sensor or multiple speed radars.

[0105] The traction distribution device 30 includes one or more processors 301, one or more input devices 302, one or more output devices 303, and a memory 304. The processors 301, input devices 302, output devices 303, and memory 304 are connected via a bus 305. The memory 304 stores a computer program, which includes program instructions. The processors 301 execute the program instructions stored in the memory 304. Specifically, the processors 301 are configured to invoke the program instructions to perform the operation of any of the methods in the first aspect.

[0106] It should be understood that, in this embodiment of the invention, the processor 301 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.

[0107] The memory 304 may include read-only memory and random access memory, and provides instructions and data to the processor 301. A portion of the memory 304 may also include non-volatile random access memory. For example, the memory 304 may also store device type information.

[0108] In specific implementations, the processor 301, input device 302, and output device 303 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.

[0109] 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.

[0110] 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.

[0111] 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.

[0112] 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.

[0113] 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.

[0114] 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.

[0115] 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.

[0116] 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 control method for multi-axle coordinated distribution of traction force in an electric locomotive, used to rationally distribute the traction force of each wheelset in a target electric locomotive, characterized in that, include: The creep rate of each wheelset in the target electric locomotive is calculated based on the sensor data fed back by the speed measuring radar and sensors. If the creep rate does not exceed the creep threshold value for load reduction of the adhesion control system, the target electric locomotive is determined to be in a high-adhesion operating state. If any of the aforementioned creep rates exceeds the creep threshold value for load reduction by the adhesion control system, the target electric locomotive is determined to be in a low-adhesion operating state. When the target electric locomotive is in a high-adhesion operating state, the high-adhesion electrical compensation coefficient of each wheelset is calculated based on the creep rate of each wheelset, and the traction force is distributed to each wheelset based on the high-adhesion electrical compensation coefficient. When the target electric locomotive is in a low-adhesion operating state, the low-adhesion electrical compensation coefficient of the wheelset that has not triggered the adhesion control system to reduce load is calculated, and traction force is distributed to the corresponding wheelset according to the low-adhesion electrical compensation coefficient.

2. The control method for multi-axle coordinated distribution of traction force in electric locomotives according to claim 1, characterized in that, The calculation of the creep rate of each wheelset in the target electric locomotive based on sensor data fed back from speed measuring radar and sensors includes: Obtain the rotational speed data of each wheelset in the target electric locomotive. and wheel diameter ; Combined with the translational speed of the target electric locomotive The creep rate of each wheelset in the target electric locomotive is calculated according to the following formula. : ； in, This represents the translational speed of the target electric locomotive; This represents the creep rate of the i-th wheelset.

3. The control method for multi-axle coordinated distribution of traction force in electric locomotives according to claim 1, characterized in that, Based on the creep rate of each wheelset, a high-viscosity electrical compensation coefficient is calculated for each wheelset. Traction force is then distributed to each wheelset based on the high-viscosity electrical compensation coefficient, including: The creep rate of all wheelsets in the target electric locomotive The average value is used as the first reference creep rate. ; The first high-viscosity electrical compensation coefficient of each wheelset in the target electric locomotive is calculated according to the following formula. : ,in, The first high-viscosity electrical compensation coefficient represents the i-th wheelset group; The traction force is distributed to each wheelset in the target electric locomotive according to the following formula: ， in, The total traction force of the target electric locomotive; The traction force allocated to the i-th wheelset group, where n is the number of wheelsets in the target electric locomotive.

4. The control method for multi-axle coordinated distribution of traction force in electric locomotives according to claim 3, characterized in that, The method further includes: Obtain the maximum traction force of the target electric locomotive at its translational speed; The wheelset with the lowest creep rate is selected as the high-viscosity target wheelset. The maximum traction force of the target electric locomotive motor is allocated to the high-viscosity target wheelset; The high-viscosity electrical compensation coefficients are recalculated for all wheelsets in the target electric locomotive except for the high-viscosity target wheelset, and used as the second high-viscosity electrical compensation coefficients. ; According to the second high viscosity electrical compensation coefficient Traction is redistributed to all wheelsets except the high-viscosity target wheelset.

5. The control method for multi-axle coordinated distribution of traction force in electric locomotives according to claim 4, characterized in that, The high-viscosity electrical compensation coefficients are recalculated for all wheelsets in the target electric locomotive except for the high-viscosity target wheelset, and used as the second high-viscosity electrical compensation coefficients. ,include: The creep rate of the other wheelsets in the target electric locomotive, excluding the high-viscosity target wheels. The average value is used as the second reference creep rate. ; The second high-viscosity electrical compensation coefficient for all wheelsets in the target electric locomotive, excluding the high-viscosity target wheels, is calculated using the following formula. : ， in, The second high-viscosity electrical compensation coefficient represents the i-th wheelset group.

6. The control method for multi-axle coordinated distribution of traction force in electric locomotives according to claim 5, characterized in that, According to the second high viscosity electrical compensation coefficient Redistributing traction to wheelsets other than the high-viscosity target wheelset includes: The following formula is used to redistribute traction or braking force to wheelsets other than the high-viscosity target wheelset. : This represents the traction force distributed to the high-viscosity target wheelset. Let n be the total traction force of the target electric locomotive, and n be the number of wheelsets in the target electric locomotive.

7. The control method for multi-axle coordinated distribution of traction force in electric locomotives according to claim 1, characterized in that, Based on the creep rate, a low-viscosity electrical compensation coefficient is calculated for the wheelsets that do not trigger the adhesion control system to reduce load. Based on this low-viscosity electrical compensation coefficient, traction force is distributed to the corresponding wheelsets through the adhesion control system, including: The wheelset that triggers the adhesion control system to reduce load is taken as the low-viscosity target wheelset; Based on the creep rate, calculate the low-viscosity electrical compensation coefficient for all wheelsets in the target electric locomotive other than the low-viscosity target wheelset. ; According to the low viscosity electrical compensation coefficient Distribute traction to wheelsets other than the low-viscosity target wheelset. ; The lowest traction value among all wheelsets other than the low-viscosity target wheelset is assigned to the low-viscosity target wheelset.

8. The control method for multi-axle coordinated distribution of traction force in electric locomotives according to claim 7, characterized in that, Based on the creep rate, calculate the low-viscosity electrical compensation coefficient for all wheelsets in the target electric locomotive other than the low-viscosity target wheelset. ,include: The creep rate of the other wheelsets in the target electric locomotive, excluding the low-viscosity target wheels. The average value is used as the third reference creep rate. ; The low-viscosity electrical compensation coefficients for all wheelsets in the target electric locomotive, excluding the low-viscosity target wheels, are calculated using the following formula. : ,in, represents the low-viscosity electrical compensation coefficient of the i-th wheelset.

9. The control method for multi-axle coordinated distribution of traction force in electric locomotives according to claim 8, characterized in that, The low viscosity electrical compensation coefficient Distribute traction to wheelsets other than the low-viscosity target wheelset. ,include: The traction force is redistributed to all wheelsets except the low-viscosity target wheelset according to the following formula. : ， in, This represents the traction force distributed to the low-viscosity target wheelset. This represents the traction force that the low-viscosity target wheelset can be allocated according to the high-viscosity electrical compensation coefficient. Let n be the total traction force of the target electric locomotive, and n be the number of wheelsets in the target electric locomotive.

10. A control system for multi-axle coordinated distribution of traction force in an electric locomotive, used to rationally distribute the traction force of each wheelset in a target electric locomotive, characterized in that, include: Speed ​​sensor, adhesion control system and traction distribution device; 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 9.

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