Intelligent anti-skid decision method and device for rail locomotive control

Abstract

The application relates to an intelligent anti-skid decision method and device for track locomotive control, which comprises the following steps: collecting wheel displacement distance, track horizontal offset angle, track vertical offset angle and wheel rotation angular velocity; calculating the ideal displacement length of the wheel in the non-idling state according to the wheel displacement distance, the track horizontal offset angle, the track vertical offset angle and the wheel rotation angular velocity; calculating the wheel rotation arc length and the offset percentage of the wheel linear speed compared with the average value according to the wheel rotation angular velocity; judging the fitting degree of the wheel to the track according to the wheel displacement distance, the ideal displacement length of the wheel in the non-idling state, the wheel rotation arc length, the offset percentage of the wheel linear speed compared with the average value and the track on which the wheel travels; and adjusting the sanding opening of the sanding part according to the fitting degree of the wheel to the track. The application can realize automatic sanding according to the current locomotive state, and accidents caused by the idling of the locomotive wheel can be avoided.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of track locomotive control, in particular to an intelligent anti-skid decision method and device for track locomotive control. BACKGROUND

[0002] New energy track locomotives based on track travel are important carriers for cargo transportation within industrial and mining enterprises. After the traditional locomotives are electrically transformed, the whole process of locomotive operation in industrial and mining enterprises can achieve 'zero pollution', and the new energy track locomotives have been systematically upgraded and optimized in terms of battery system, whole vehicle control and motor drive system. In railway track transportation, when the locomotive starts, or runs in a section with large slope change and large bending radius, or encounters extreme weather such as rain and snow, the maximum value of the locomotive traction force may exceed the adhesion force, at which time the locomotive wheels will slip and spin. When the electric locomotive spins, it will affect the normal travel of the locomotive, which may not only cause the locomotive to lose control at a constant speed, and cause serious damage to the rails, but also cause serious accidents, so the spin must be protected.

[0003] At present, in order to improve the adhesion of the locomotive to the track and avoid or reduce wheel-rail spin and slip accidents, a sanding system is usually used to assist driving, and the sanding function is started in the scene where sanding is needed. However, the sanding system at this stage uses manual control, and the driver needs to determine whether sanding is needed according to driving experience. Manual determination may have uncontrollable factors such as insufficient experience or misjudgment, and the method of system determination of sanding necessity is not mature, so it is urgent to develop an intelligent recognition method for track locomotive spin characteristics and an automatic sanding method. SUMMARY

[0004] The technical problem to be solved by the present application is to provide an intelligent anti-skid decision method and device for track locomotive control, which can automatically sand according to the current locomotive state to avoid accidents caused by wheel spin.

[0005] The technical solution adopted by the present application to solve the technical problem is to provide an intelligent anti-skid decision method for track locomotive control, comprising the following steps:

[0006] Collecting wheel displacement distance, track horizontal offset angle, track vertical offset angle and wheel angular velocity; the wheel displacement distance includes wheel inner side displacement distance and wheel outer side displacement distance;

[0007] Calculating the ideal displacement length of the wheel in the non-spin state according to the wheel displacement distance, the track horizontal offset angle, the track vertical offset angle and the wheel angular velocity;

[0008] According to the wheel rotation angular velocity, the wheel rotation arc length and the wheel linear speed offset percentage compared with the average value are calculated;

[0009] According to the wheel displacement distance, the ideal displacement length of the wheel in the non-idling state, the wheel rotation arc length, the wheel linear speed offset percentage compared with the average value, and in combination with the track on which the wheel travels, the fitting degree of the wheel to the track is judged;

[0010] According to the fitting degree of the wheel to the track, the sanding opening degree of the sanding component is adjusted.

[0011] The ideal displacement length of the wheel in the non-idling state is calculated according to the wheel displacement distance, the track horizontal offset angle, the track vertical offset angle, and the wheel rotation angular velocity, and specifically includes:

[0012] The offset angle of the wheel traveling close to the track is calculated according to the track horizontal offset angle and the track vertical offset angle;

[0013] The inside track offset turning radius is calculated according to the offset angle of the wheel traveling close to the track and the wheel displacement distance;

[0014] The outside track offset turning radius is calculated according to the inside track offset turning radius;

[0015] The inside wheel radius and the outside wheel radius are calculated according to the number of rotations of the wheel per unit time determined by the wheel rotation angular velocity, and in combination with the inside track offset turning radius, the outside track offset turning radius, and the offset angle of the wheel traveling close to the track;

[0016] The ideal displacement length of the wheel in the non-idling state is calculated according to the inside wheel radius and the outside wheel radius.

[0017] The offset angle of the wheel traveling close to the track is calculated by , wherein β is the offset angle of the wheel traveling close to the track, x is the track horizontal offset angle, and y is the track vertical offset angle.

[0018] The inside track offset turning radius is calculated by , wherein R 内 is the inside track offset turning radius, β is the offset angle of the wheel traveling close to the track, and w L_DISTENCEOFFSET is the displacement distance of the inside of the wheel.

[0019] The outside track offset turning radius is calculated by R 外 = R 内 + L 轨道 , wherein R 外 is the outside track offset turning radius, R 内 is the inside track offset turning radius, and L轨道 This refers to the track width.

[0020] The inner wheel radius is through The calculated radius of the outer wheel is obtained through The calculation yields, where r 内 and r 外 These are the inner wheel radius and the outer wheel radius, R. 内 R is the turning radius of the inner track offset. 外 β is the turning radius of the outer track offset, β is the offset angle when the wheel is close to the track, and N is the number of rotations of the wheel per unit time.

[0021] The ideal displacement length of the wheel in a non-idling state is obtained through The calculation yields, where w L_DISTENCEIDEAL and w R_DISTENCEIDEAL These are the ideal displacement lengths on the inner and outer sides of the wheel, respectively, r. 内 and r 外 These represent the inner and outer wheel radii, respectively, and N is the number of rotations of the wheel per unit time.

[0022] The wheel's rotation arc length is expressed by ΔS = w ANGLSPEED The value is calculated as ×Δt×R×α, where ΔS is the arc length of the wheel rotation, and w ANGLSPEED Let ω be the angular velocity of the wheel, Δt be the unit time, R be the radius of rotation of the wheel on the straight track, and α be the radius coefficient of the wheel rotation.

[0023] The percentage deviation of the wheel linear velocity from the average value is obtained through... The calculation yields, where V 线偏差 V represents the percentage deviation of the wheel linear velocity from the average value, where n represents the number of wheels on the locomotive. 线 Let V represent the linear velocity of the wheel. 线 It represents the sum of the linear velocities of all the locomotive's wheels.

[0024] The percentage deviation of the wheel's ideal displacement length, wheel rotation arc length, and wheel linear velocity compared to the average value under non-idling conditions, combined with the wheel's travel path, determines the wheel's fit to the track. Specifically:

[0025] When the wheel travels on a straight track:

[0026] For the inside of the wheel:

[0027] When the percentage deviation of the wheel linear velocity from the average value is less than or equal to the first deviation threshold, and When the first flatness threshold is less than or equal to the first flatness threshold, the fit between the inner side of the wheel and the track is 100%.

[0028] When the percentage deviation of the wheel linear velocity from the average value is greater than the first deviation threshold and less than or equal to the second deviation threshold, or When the deviation is greater than the first flatness threshold and less than or equal to the second flatness threshold, the degree of fit between the inner side of the wheel and the track is 60.

[0029] When the percentage deviation of the wheel linear velocity from the average value is greater than the second deviation threshold and less than or equal to the third deviation threshold, or When the degree of fit between the inner side of the wheel and the track is greater than the second flatness threshold and less than or equal to the third flatness threshold, the degree of fit is 40.

[0030] When the percentage deviation of the wheel linear velocity from the average value is greater than the third deviation threshold, or When the deviation exceeds the third flatness threshold, the fit between the inner side of the wheel and the track is 0.

[0031] For the outer side of the wheel:

[0032] When the percentage deviation of the wheel linear velocity from the average value is less than or equal to the first deviation threshold, and When the deviation is less than or equal to the first flatness threshold, the fit between the outer edge of the wheel and the track is 100%.

[0033] When the percentage deviation of the wheel linear velocity from the average value is greater than the first deviation threshold and less than or equal to the second deviation threshold, or When the deviation is greater than the first flatness threshold and less than or equal to the second flatness threshold, the degree of fit between the outer side of the wheel and the track is 60.

[0034] When the percentage deviation of the wheel linear velocity from the average value is greater than the second deviation threshold and less than or equal to the third deviation threshold, or When the deviation is greater than the second flatness threshold and less than or equal to the third flatness threshold, the degree of fit between the outer edge of the wheel and the track is 40.

[0035] When the percentage deviation of the wheel linear velocity from the average value is greater than the third deviation threshold, or When the deviation exceeds the third flatness threshold, the fit between the outer edge of the wheel and the track is 0.

[0036] When the wheel travels on a curved track:

[0037] For the inside of the wheel:

[0038] When the percentage deviation of the wheel linear velocity from the average value is less than or equal to the first deviation threshold, and When the first bending threshold is less than or equal to the first bending threshold, the fit between the inner side of the wheel and the track is 100%.

[0039] When the percentage deviation of the wheel linear velocity from the average value is greater than the first deviation threshold and less than or equal to the second deviation threshold, or When the bending threshold is greater than the first bending threshold and less than or equal to the second bending threshold, the fit of the inner side of the wheel to the track is 60.

[0040] When the percentage deviation of the wheel linear velocity from the average value is greater than the second deviation threshold and less than or equal to the third deviation threshold, or When the bending threshold is greater than the second bending threshold and less than or equal to the third bending threshold, the fit of the inner side of the wheel to the track is 40.

[0041] When the percentage deviation of the wheel linear velocity from the average value is greater than the third deviation threshold, or When the bending threshold is greater than the third bending threshold, the fit between the inner side of the wheel and the track is 0.

[0042] For the outer side of the wheel:

[0043] When the percentage deviation of the wheel linear velocity from the average value is less than or equal to the first deviation threshold, and When the first bending threshold is less than or equal to the first bending threshold, the fit of the outer side of the wheel to the track is 100.

[0044] When the percentage deviation of the wheel linear velocity from the average value is greater than the first deviation threshold and less than or equal to the second deviation threshold, or When the bending threshold is greater than the first bending threshold and less than or equal to the second bending threshold, the fit of the outer side of the wheel to the track is 60.

[0045] When the percentage deviation of the wheel linear velocity from the average value is greater than the second deviation threshold and less than or equal to the third deviation threshold, or When the bending threshold is greater than the second bending threshold and less than or equal to the third bending threshold, the fit of the outer wheel to the track is 40.

[0046] When the percentage deviation of the wheel linear velocity from the average value is greater than the third deviation threshold, or When the bending threshold is greater than the third bending threshold, the fit between the outer edge of the wheel and the track is 0.

[0047] Where ΔS is the arc length of the wheel rotation, w L_DISTENCEOFFSET w is the distance the wheel has traveled. R_DISTENCEOFFSET w is the displacement distance on the outer side of the wheel. L_DISTENCEIDEAL and w R_DISTENCEIDEAL These are the ideal displacement lengths on the inner side and the outer side of the wheel, respectively.

[0048] The sand-spreading opening of the sand-spreading component is adjusted by ω = (100 - FD) × 100%, where ω is the sand-spreading opening of the sand-spreading component and FD is the degree of fit between the wheel and the track.

[0049] After adjusting the sand-spreading opening of the sand-spreading component according to the degree of fit between the wheel and the track, it also includes:

[0050] Determine whether the wheel's fit with the track reaches 100% within a preset time.

[0051] If the wheel's fit with the track does not reach 100% within a preset time, the motor output torque corresponding to the wheel whose fit has not reached 100% will be dynamically adjusted according to a preset rate of change, while keeping the motor controller torque deviation from the maximum deviation.

[0052] The method for calculating the degree of torque offset is as follows: Where ΔT represents the degree of torque offset, M n_TORQUE This represents the response torque of the motor driver corresponding to the nth wheel in the locomotive.

[0053] The technical solution adopted by this invention to solve its technical problem is: to provide an intelligent anti-slip decision-making device for rail locomotive control, comprising:

[0054] The data acquisition module is used to collect wheel displacement distance, track horizontal offset angle, track vertical offset angle, and wheel rotation angular velocity.

[0055] The first calculation module is used to calculate the ideal displacement length of the wheel in a non-idling state based on the wheel displacement distance, the horizontal offset angle of the track, the vertical offset angle of the track, and the wheel rotation angular velocity.

[0056] The second calculation module is used to calculate the wheel rotation arc length and the percentage offset of the wheel linear velocity from the average value based on the wheel rotation angular velocity.

[0057] The fit judgment module is used to determine the degree of fit between the wheel and the track based on the wheel displacement distance, the ideal displacement length of the wheel in a non-idling state, the wheel rotation arc length, the percentage of deviation of the average value of the wheel linear velocity, and the track on which the wheel travels.

[0058] The adjustment module is used to adjust the sand-spreading opening of the sand-spreading component according to the degree of fit between the wheel and the track.

[0059] The technical solution adopted by the present invention to solve its technical problem is: to provide an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the above-mentioned intelligent anti-skid decision method for rail locomotive control.

[0060] The technical solution adopted by the present invention to solve its technical problem is: to provide a computer-readable storage medium on which a computer program is stored, wherein when the computer program is executed by a processor, the steps of the above-mentioned intelligent anti-slip decision method for rail locomotive control are implemented.

[0061] Beneficial effects

[0062] Due to the adoption of the above-mentioned technical solutions, this invention has the following advantages and positive effects compared with the prior art: This invention can comprehensively determine the dynamic fit between each wheel and the track, and accurately determine the wheel idling state based on the dynamic fit. This invention also realizes timely, effective and accurate analysis of the wheel idling state under special conditions. Through the comprehensive anti-skid method of sand spreading effect feedback and power control decision execution, the system realizes the intelligent anti-skid decision function, which helps to improve the safety and reliability of new energy rail locomotive operation and avoid track wear leading to more serious consequences. Attached Figure Description

[0063] Figure 1 This is a flowchart of the intelligent anti-skid decision-making method for rail locomotive control according to the first embodiment of the present invention. Detailed Implementation

[0064] The present invention will be further illustrated below with reference to specific embodiments. It should be understood that these embodiments are for illustrative purposes only and are not intended to limit the scope of the invention. Furthermore, it should be understood that after reading the teachings of this invention, those skilled in the art can make various alterations or modifications to the invention, and these equivalent forms also fall within the scope defined by the appended claims.

[0065] The first embodiment of the present invention relates to an intelligent anti-skid decision-making method for rail locomotive control, which can be implemented based on the following hardware components.

[0066] The hardware component includes a power supply, a control unit, a storage unit, a system input unit, a system output unit, and a communication unit.

[0067] The power supply includes DC24V, which is used for system power supply.

[0068] The control unit includes an ARM processor, a DSP, and an FPGA. The ARM and FPGA interact via a GPMC bus, and the FPGA and DSP interact via an EMIF bus. Simultaneously, the ARM and DSP can interact via a dual-port RAM cache, the ARM and the dual-port RAM exchange data via the GPMC bus, and the dual-port RAM exchanges data with the DSP via the EMIF bus.

[0069] The storage unit includes: eMMC storage, DDR3L storage, FLASH storage, SRAM storage, and dual-port RAM storage. The eMMC and DDR3L storage are used for the ARM processing system, the FLASH and SRAM storage are used for the DSP processing system, and the dual-port RAM storage is used for data exchange between the ARM and DSP.

[0070] Among them, ARM is a high-level reduced instruction set microprocessor, DSP is a digital signal processor, FPGA is a field-programmable gate array, EMIF is an external memory interface, RAM is random access memory, GPMC is a general purpose memory controller interface, EMMC is an embedded multimedia card, DDR3L is double data rate synchronous dynamic random access memory, FLASH is flash memory, and SRAM is static random access memory.

[0071] The system input units include: a displacement sensor acquisition unit, a track condition acquisition unit, and a locomotive operation data acquisition unit.

[0072] The system output units include: a sand-spreading opening control unit, a power control unit, and an audible and visual warning unit.

[0073] Among them, the sand spreading opening control unit can control the start and stop of the sand spreading system and the sand flow rate at the sand spreading port; the power control unit corresponds to the motor drive controller of the rail locomotive and can adjust the motor torque and output as needed; the audible and visual warning unit can activate audible and visual warnings when the locomotive is idling or in other scenarios, so as to alert the driver and other personnel.

[0074] The communication unit includes multiple CAN communication channels, multiple 485 communication channels, and network port communication.

[0075] The intelligent anti-skid decision-making method for rail locomotive control in this embodiment, such as Figure 1 As shown, it includes the following steps:

[0076] Step 1: Collect wheel displacement distance, track horizontal offset angle, track vertical offset angle, and wheel rotational angular velocity. Wheel displacement distance can be collected using displacement sensors. Track horizontal and vertical offset angles can be collected using track horizontal and vertical offset angle sensors in the track condition acquisition unit. Wheel rotational angular velocity can be collected using the angular velocity collector in the locomotive operation data acquisition unit. The locomotive operation data acquisition unit can also collect motor driver torque information, power enable opening information, motor power, and locomotive gear status.

[0077] In this embodiment, the displacement sensor can employ a Bluetooth AOA centimeter-level high-precision positioning system or UWB centimeter-level positioning technology configured in the track area. The "moving point" is installed on the wheel, and the distance the wheel has moved is calculated using the pre-set coordinates of the "stationary point." Taking UWB centimeter-level positioning as an example, only several wireless positioning base stations need to be deployed in this area. Using the principle of trilateration, the real-time position of the terminal to be positioned is obtained, where the "stationary point" is the wireless UWB base station, and the "moving point" is the terminal to be positioned. The terminal's position is obtained by the intersection of the distances measured by the terminal and the three base stations. The signal transmitter (moving point, terminal to be positioned) emits signal pulses, and the signal receivers (stationary point, wireless UWB base station) need to be pre-installed in the space where positioning is required. A custom Cartesian coordinate system needs to be defined to plot the coordinates of each receiver. The pulse emitted by the signal transmitter travels at the speed of light C. The pulse arrives at the three signal receivers at times T1, T2, and T3, respectively. By multiplying the speed of light C by the time T, the three distances L1, L2, and L3 can be calculated. The intersection of three circles drawn with the three distances as radii is the location of the signal transmitter.

[0078] The horizontal and vertical track offset angle sensors can be gyroscope sensors. The square root of the sum of their squares gives the offset angle at which the wheel is close to the track. The angular velocity acquisition unit can be implemented using a photoelectric sensor. By calculating the number of wheel rotations and using a timer module, the number of wheel rotations per unit time (N) can be obtained, thus yielding the wheel's angular velocity.

[0079] The following example uses four motors driving four wheels. The data collected in this implementation method includes the following parts:

[0080] (1) Displacement distance between the two sides of the rail locomotive wheel: the distance traveled by the left side of wheel No. 1 w 1L DISTENCEOFFSET The distance traveled to the right of wheel #1 is w 1R_DISTENCEOFFSET The distance traveled to the left of wheel #2 is w 2L_DISTENCEOFFSET The distance traveled to the right of wheel #2 is w 2R_DISTENCEOFFSET The distance traveled to the left of wheel #3 is w 3L_DISTENCEOFFSET The distance traveled to the right of wheel #3 is w 3R_DISTENCEOFFSET The distance traveled to the left of wheel #4 is w 3L_DISTENCEOFFSET The distance traveled to the right of wheel #4 is w 4R_DISTENCEOFFSET ;

[0081] (2) Collect the horizontal and vertical offset angles of the track on both sides of the wheel to obtain the offset angle for close-to-the-track travel: the track offset angle w of the left side of wheel 1 1L_ANGLEOFFSET The track offset angle w on the right side of wheel No. 1 1R_ANGLEOFFSET The track offset angle w on the left side of wheel number 2 2L_ANGLEOFFSETThe track offset angle w on the right side of wheel number 2 2R_ANGLEOFFSET The track offset angle w on the left side of wheel number 3 3L_ANGLEOFFSET The track offset angle w on the right side of wheel number 3 3R_ANGLEOFFSET The track offset angle w on the left side of wheel number 4 4L_ANGLEOFFSET The track offset angle w on the right side of wheel number 4 4R_ANGLEOFFSET ;

[0082] (3) Collect the angular velocity of wheel rotation: angular velocity of wheel 1 w 1ANGLSPEED The rotational angular velocity w of wheel number 2 2ANGLSPEED The rotational angular velocity w of wheel number 3 3ANGLSPEED The rotational angular velocity of wheel number 4, w 4ANGLSPEED ;

[0083] (4) Collect gear status, including neutral. _N Forward gear GEAR _P Reverse gear GEAR _R ;

[0084] (5) Acquire motor response torque: Motor No. 1 driver response torque M 1_TORQUE Response torque M of motor driver No. 2 2_TORQUE Response torque M of motor driver No. 3 3_TORQUE Response torque M of motor driver No. 4 4_TORQUE ;

[0085] (6) Acquire power enable opening THROTTLE_ PERCENT ;

[0086] (7) Collect motor power: Power of motor No. 1 (M) 1_POWER Motor No. 2 power M 2_POWER Motor No. 3 power M 3_POWER Motor No. 4 power M 4_POWER .

[0087] Step 2: Calculate the ideal displacement length of the wheel in a non-idling state based on the wheel displacement distance, the horizontal offset angle of the track, the vertical offset angle of the track, and the wheel rotation angular velocity.

[0088] Calculation of ideal distance thresholds between the inner and outer sides when the wheel turns (for consistency, the inner side is defined as the left side and the outer side as the right side): Based on the horizontal and vertical offset angles of the track on both sides of the wheel, the offset angle for close-to-the-track travel is obtained. The wheel difference between the inner and outer sides of the track is calculated. Based on the offset angle, the wheel radii of the inner and outer sides of the locomotive at this time are calculated. The ideal displacement length under non-idling conditions is calculated and denoted as the ideal travel distance w on the left side of wheel 1. 1L_DISTENCEIDEAL Ideal driving distance w on the right side of wheel #1 1R_DISTENCEIDEALIdeal driving distance w for the left side of wheel #2 2L_DISTENCEIDEAL Ideal driving distance w for the right side of wheel #2 2R_DISTENCEIDEAL Ideal driving distance w for the left side of wheel #3 3L_DISTENCEIDEAL Ideal driving distance w for the right side of wheel #3 3R_DISTENCEIDEAL Ideal driving distance w for the left side of wheel #4 4L_DISTENCEIDEAL Ideal driving distance w for the right side of wheel #4 4R_DISTENCEIDEAL ;

[0089] First, calculate the offset angle β (in radians) of the wheel as it travels close to the track. The calculation method is as follows:

[0090] Where β is the offset angle of the wheel when it is close to the track, x is the horizontal offset angle of the track, and y is the vertical offset angle of the track.

[0091] Next, calculate the turning radius R of the inner track offset. 内 The calculation method is as follows:

[0092] Among them, R 内 β is the turning radius of the inner track offset, β is the offset angle of the wheel when it is close to the track, and w L_DISTENCEOFFSET This represents the displacement distance inside the wheel.

[0093] Next, calculate the turning radius R of the outer track offset. 外 The calculation method is: R 外 =R 内 +L 轨道 .

[0094] Among them, R 外 R is the turning radius of the outer track offset. 内 L is the turning radius of the inner track offset. 轨道 This refers to the track width.

[0095] Next, calculate the rotation radius r of the inner wheel. 内 The outer wheel's rotation radius r 外 If the inner and outer wheels have the same angular velocity during a unit time interval Δt, and they rotate N times, then:

[0096]

[0097]

[0098]

[0099] Where: N is the number of revolutions of the wheel per unit time, Δt is the unit time, and w ANGLSPEED It is the angular velocity of the wheel's rotation, r 内It is the inner wheel radius, r 外 It is the radius of the outer wheel;

[0100] Next, calculate the ratio of the inner radius of rotation of the wheel to the radius of rotation of the wheel when traveling on a straight track. Calculate the ratio of the outer radius of rotation of the wheel to the radius of rotation of the wheel when traveling on a straight track. The calculation method is as follows:

[0101] in: It is the deflection factor of the left side rotation radius of the wheel, r 内 R is the radius of the inner wheel, and R is the radius of rotation of the wheel when it travels on a straight track. 外 It is the deflection factor of the right-side rotation radius of the wheel, r 外 It is the radius of the outer wheel;

[0102] Next, calculate the ideal displacement length per unit time under the condition of no idling. The calculation method is as follows:

[0103] w 1L _ DISTENCEIDEAL =2×π×r 1内 ×N

[0104] w 1R _ DISTENCEIDEAL =2×π×r 1外 ×N

[0105] Where: w 1L _ DISTENCEIDEAL This is the ideal driving distance on the left side of wheel #1, w 1R _ DISTENCEIDEAL This is the ideal driving distance on the right side of wheel #1, r 1内 It is the radius of rotation of the left side of wheel number 1, r 1外 It is the radius of rotation of the right side of wheel number 1, and N is the number of revolutions the wheel makes per unit time;

[0106] w 2L _ DISTENCEIDEAL =2×π×r 2内 ×N

[0107] w 2R _ DISTENCEIDEAL =2×π×r 2外 ×N

[0108] Where: w 2L _ DISTENCEIDEAL This is the ideal driving distance on the left side of wheel #2, w 2R _ DISTENCEIDEAL This is the ideal driving distance on the right side of wheel #2, r 2内 It is the left-side rotation radius of wheel number 2, r 2外It is the radius of rotation of the right side of wheel number 2;

[0109] w 3L _ DISTENCEIDEAL =2×π×r 3内 ×N

[0110] w 3R _ DISTENCEIDEAL =2×π×r 3外 ×N

[0111] Where: w 3L _ DISTENCEIDEAL This is the ideal driving distance on the left side of wheel #3, w 3R _ DISTENCEIDEAL This is the ideal driving distance on the right side of wheel #3, r 3内 It is the radius of rotation of the left side of wheel number 3, r 3外 It is the radius of rotation of the right side of wheel number 3;

[0112] w 4L _ DISTENCEIDEAL =2×π×r 4内 ×N

[0113] w 4R _ DISTENCEIDEAL =2×π×r 4外 ×N

[0114] Where: w 4L _ DISTENCEIDEAL This is the ideal driving distance on the left side of wheel #4, w 4R _ DISTENCEIDEAL This is the ideal driving distance on the right side of wheel #4, r 4内 It is the left-side rotation radius of wheel number 4, r 4外 It is the radius of rotation of the right side of wheel number 4.

[0115] Step 3: Calculate the wheel rotation arc length and the percentage offset of the wheel linear velocity from the average value based on the wheel rotation angular velocity.

[0116] Based on the collected angular velocity of the wheel rotation, the arc length of the wheel rotation can be calculated, and denoted as the arc length ΔS1 of wheel 1, ΔS2 of wheel 2, ΔS3 of wheel 3, and ΔS4 of wheel 4, respectively. The calculation method is as follows:

[0117] ΔS1=w 1ANGLSPEED ×Δt×R×α1

[0118] ΔS2=w 2ANGLSPEED ×Δt×R×α2

[0119] ΔS3=w 3ANGLSPEED ×Δt×R×α3

[0120] ΔS4=w 4ANGLSPEED ×Δt×R×α4

[0121] ΔS1=W1 ANGLSPEED ×Δt×R×α1

[0122] Where: ΔS1, ΔS2, ΔS3, and ΔS4 are the rotational arc lengths of wheels 1, 2, 3, and 4, respectively, w 1ANGLSPEED w 2ANGLSPEED w 3ANGLSPEED w 4ANGLSPEED These are the rotational angular velocities of wheels 1, 2, 3, and 4, respectively. Δt is the unit time, R is the rotational radius of the wheels traveling on a straight track, and α1, α2, α3, and α4 are the rotational radius coefficients of wheels 1, 2, 3, and 4, respectively (1 when traveling on a straight track).

[0123] The collected linear velocities of each wheel are summed and averaged. Using this average as a reference, the percentage deviation of each wheel's linear velocity from the average is calculated as follows:

[0124]

[0125]

[0126]

[0127]

[0128] Among them, V 线1 V 线2 V 线3 V 线4 These are the linear velocities of wheels 1, 2, 3, and 4, respectively, which can be calculated from their rotational speeds, V. 线1偏差 V 线2偏差 V 线3偏差 V 线4偏差 These are the percentage deviations in rotational speed of wheels 1, 2, 3, and 4, respectively.

[0129] Step 4: Based on the wheel displacement distance, the ideal displacement length of the wheel in a non-idling state, the wheel rotation arc length, and the percentage deviation of the average wheel linear velocity, combined with the track the wheel travels on, determine the degree of fit between the wheel and the track.

[0130] First, determine whether the locomotive is running on a curved track. When the locomotive is running on a straight track, the wheel rotation radius deflection factor is 100%. By determining the percentage deviation of the linear velocity of each wheel from the average value, the wheel rotation length, and the displacement distance on both sides of the wheel, the degree of fit between the left and right sides of each wheel and the track can be obtained, denoted as FD. _1L FD _1R FD _2L FD _2R FD _3L FD _3R FD _4L FD _4R .

[0131] Taking the determination of the fit between wheel 1 and the straight track as an example, the determination method is as follows:

[0132]

[0133]

[0134] When the locomotive is running on a curved main track, the wheel rotation radius deflection factor is not 100%. By determining the ideal distance threshold between the inner and outer sides of each wheel during the turn, the wheel rotation length, and the displacement distance on both sides of the wheel, the degree of fit of each wheel to the track is obtained, denoted as FD. _1L FD _1R FD _2L FD _2R FD _3L FD _3R FD _4L FD _4R .

[0135] Taking the assessment of the fit of wheel #1 on a curved main road as an example, the assessment method is as follows:

[0136]

[0137]

[0138] Where: FD_ 1L It refers to the fit of the left side of wheel #1 to the track, FD_ 1R It refers to the degree of fit between the right side of wheel number 1 and the track.

[0139] Step 5: Adjust the sand spreading opening of the sand spreading component according to the degree of fit between the wheel and the track.

[0140] After determining the track fit, the sand-spreading component on the corresponding side is activated based on the degree of wheel fit with the track. The lower the fit, the more severe the wheel spin on that side. The sand-spreading opening is adjusted according to the severity of spin. In this embodiment, the sand-spreading component on the corresponding side is activated based on the wheel-track fit FD calculated in step 4. The sand flow rate ω at the sand-spreading nozzle is calculated based on the fit FD as follows: ω = (100 - FD) × 100%.

[0141] Following this step, this embodiment further determines the effectiveness of the sand-spreading system. If the sand-spreading system cannot improve the wheel's fit with the track within a given time, the response torque of each motor is used as a benchmark, and the driving force is dynamically adjusted within a given vehicle speed limit and a given torque deviation range limit. Specifically, after starting the sand-spreading system, this embodiment determines whether the fit tends to 100% within 5 seconds. If it does not tend to 100% within 5 seconds, the output torque of the motor corresponding to the misfit wheel is dynamically adjusted at a rate of 50 torques per 200 milliseconds, while keeping the motor controller torque deviation ΔT% within 15%. The formula for calculating ΔT% is as follows:

[0142]

[0143] During this period, if the difference in fit between the two sides of the same motor exceeds 10%, it is determined that the track is not suitable for passage or the locomotive counterweight is seriously unbalanced. At this time, the torque output of the motor driver is adjusted to 0 to protect the safe operation of the equipment.

[0144] When the fit is less than 80%, this implementation will activate the sound and light warning system to intelligently provide feedback on the driving status.

[0145] It is not difficult to see that the present invention can comprehensively determine the dynamic fit between each wheel and the track, and accurately determine the wheel idling state based on the dynamic fit. Thus, it automatically starts the sand spreading component according to the vehicle idling state, dynamically controls the sand flow opening of the sand spreading nozzle according to the fit, and dynamically adjusts the driving force under given speed limits and torque deviation range limits, forming a comprehensive and effective intelligent anti-skid decision-making method. This helps to improve the safety and reliability of new energy rail locomotive operation and avoid track wear that could lead to more serious consequences.

[0146] A second embodiment of the present invention relates to an intelligent anti-skid decision-making device for rail locomotive control, comprising:

[0147] The data acquisition module is used to collect wheel displacement distance, track horizontal offset angle, track vertical offset angle, and wheel rotation angular velocity.

[0148] The first calculation module is used to calculate the ideal displacement length of the wheel in a non-idling state based on the wheel displacement distance, the horizontal offset angle of the track, the vertical offset angle of the track, and the wheel rotation angular velocity.

[0149] The second calculation module is used to calculate the wheel rotation arc length and the percentage offset of the wheel linear velocity from the average value based on the wheel rotation angular velocity.

[0150] The fit judgment module is used to determine the degree of fit between the wheel and the track based on the wheel displacement distance, the ideal displacement length of the wheel in a non-idling state, the wheel rotation arc length, the percentage of deviation of the average value of the wheel linear velocity, and the track on which the wheel travels.

[0151] The adjustment module is used to adjust the sand-spreading opening of the sand-spreading component according to the degree of fit between the wheel and the track.

[0152] The first computing module includes:

[0153] The first calculation unit is used to calculate the offset angle of the wheel when it is close to the track based on the horizontal offset angle and the vertical offset angle of the track.

[0154] The second calculation unit is used to calculate the turning radius of the inner track offset based on the offset angle of the wheel when it is close to the track and the displacement distance of the wheel.

[0155] The third calculation unit is used to calculate the turning radius of the outer track offset based on the turning radius of the inner track offset.

[0156] The fourth calculation unit is used to determine the number of rotations of the wheel per unit time based on the wheel's rotational angular velocity, and to calculate the inner wheel radius and outer wheel radius by combining the turning radius of the inner track offset, the turning radius of the outer track offset, and the offset angle of the wheel when it is close to the track.

[0157] The fifth calculation unit is used to calculate the ideal displacement length of the wheel when it is not spinning, based on the inner wheel radius and the outer wheel radius.

[0158] The first computing unit through Calculate the offset angle of the wheel as it travels close to the track, where β is the offset angle of the wheel as it travels close to the track, x is the horizontal offset angle of the track, and y is the vertical offset angle of the track.

[0159] The second computing unit through Calculate the turning radius of the inner track offset, where R 内 β is the turning radius of the inner track offset, β is the offset angle of the wheel when it is close to the track, and w L_DISTENCEOFFSET This represents the displacement distance inside the wheel.

[0160] The third computing unit uses R 外 =R 内 +L 轨道 Calculate the turning radius of the outer track offset, where R 外 R is the turning radius of the outer track offset. 内 L is the turning radius of the inner track offset. 轨道 This refers to the track width.

[0161] The fourth computing unit passes through Calculate the radius of the inner wheel by... Calculate the radius of the outer wheel, where r 内 and r 外 These are the inner wheel radius and the outer wheel radius, R. 内 R is the turning radius of the inner track offset. 外 β is the turning radius of the outer track offset, β is the offset angle when the wheel is close to the track, and N is the number of rotations of the wheel per unit time.

[0162] The fifth computing unit through Calculate the ideal displacement length of the wheel in a non-idling state, where w L_DISTENCEIDEAL and w R_DISTENCEIDEAL These are the ideal displacement lengths on the inner and outer sides of the wheel, respectively, r. 内 and r 外 These represent the inner and outer wheel radii, respectively, and N is the number of rotations of the wheel per unit time.

[0163] The second calculation module uses ΔS = w ANGLSPEED The arc length of wheel rotation is calculated using the formula ×Δt×R×α, where ΔS is the arc length of wheel rotation, and w... ANGLSPEED Let ω be the angular velocity of the wheel, Δt be the unit time, R be the radius of rotation of the wheel on the straight track, and α be the radius coefficient of the wheel rotation.

[0164] The second calculation module through Calculate the percentage deviation of the wheel linear velocity from the average value, where V 线偏差 V represents the percentage deviation of the wheel linear velocity from the average value, where n represents the number of wheels on the locomotive. 线 Let V represent the linear velocity of the wheel. 线 It represents the sum of the linear velocities of all the locomotive's wheels.

[0165] The fit determination module uses the following method to determine the degree of fit between the wheel and the track:

[0166] When the wheel travels on a straight track:

[0167] For the inside of the wheel:

[0168] When the percentage deviation of the wheel linear velocity from the average value is less than or equal to the first deviation threshold, and When the first flatness threshold is less than or equal to the first flatness threshold, the fit between the inner side of the wheel and the track is 100%.

[0169] When the percentage deviation of the wheel linear velocity from the average value is greater than the first deviation threshold and less than or equal to the second deviation threshold, or When the deviation is greater than the first flatness threshold and less than or equal to the second flatness threshold, the degree of fit between the inner side of the wheel and the track is 60.

[0170] When the percentage deviation of the wheel linear velocity from the average value is greater than the second deviation threshold and less than or equal to the third deviation threshold, or When the degree of fit between the inner side of the wheel and the track is greater than the second flatness threshold and less than or equal to the third flatness threshold, the degree of fit is 40.

[0171] When the percentage deviation of the wheel linear velocity from the average value is greater than the third deviation threshold, or When the deviation exceeds the third flatness threshold, the fit between the inner side of the wheel and the track is 0.

[0172] For the outer side of the wheel:

[0173] When the percentage deviation of the wheel linear velocity from the average value is less than or equal to the first deviation threshold, and When the deviation is less than or equal to the first flatness threshold, the fit between the outer edge of the wheel and the track is 100%.

[0174] When the percentage deviation of the wheel linear velocity from the average value is greater than the first deviation threshold and less than or equal to the second deviation threshold, or When the deviation is greater than the first flatness threshold and less than or equal to the second flatness threshold, the degree of fit between the outer side of the wheel and the track is 60.

[0175] When the percentage deviation of the wheel linear velocity from the average value is greater than the second deviation threshold and less than or equal to the third deviation threshold, or When the deviation is greater than the second flatness threshold and less than or equal to the third flatness threshold, the degree of fit between the outer edge of the wheel and the track is 40.

[0176] When the percentage deviation of the wheel linear velocity from the average value is greater than the third deviation threshold, or When the deviation exceeds the third flatness threshold, the fit between the outer edge of the wheel and the track is 0.

[0177] When the wheel travels on a curved track:

[0178] For the inside of the wheel:

[0179] When the percentage deviation of the wheel linear velocity from the average value is less than or equal to the first deviation threshold, and When the first bending threshold is less than or equal to the first bending threshold, the fit between the inner side of the wheel and the track is 100%.

[0180] When the percentage deviation of the wheel linear velocity from the average value is greater than the first deviation threshold and less than or equal to the second deviation threshold, or When the bending threshold is greater than the first bending threshold and less than or equal to the second bending threshold, the fit of the inner side of the wheel to the track is 60.

[0181] When the percentage deviation of the wheel linear velocity from the average value is greater than the second deviation threshold and less than or equal to the third deviation threshold, or When the bending threshold is greater than the second bending threshold and less than or equal to the third bending threshold, the fit of the inner side of the wheel to the track is 40.

[0182] When the percentage deviation of the wheel linear velocity from the average value is greater than the third deviation threshold, or When the bending threshold is greater than the third bending threshold, the fit between the inner side of the wheel and the track is 0.

[0183] For the outer side of the wheel:

[0184] When the percentage deviation of the wheel linear velocity from the average value is less than or equal to the first deviation threshold, and When the first bending threshold is less than or equal to the first bending threshold, the fit of the outer side of the wheel to the track is 100.

[0185] When the percentage deviation of the wheel linear velocity from the average value is greater than the first deviation threshold and less than or equal to the second deviation threshold, or When the bending threshold is greater than the first bending threshold and less than or equal to the second bending threshold, the fit of the outer side of the wheel to the track is 60.

[0186] When the percentage deviation of the wheel linear velocity from the average value is greater than the second deviation threshold and less than or equal to the third deviation threshold, or When the bending threshold is greater than the second bending threshold and less than or equal to the third bending threshold, the fit of the outer wheel to the track is 40.

[0187] When the percentage deviation of the wheel linear velocity from the average value is greater than the third deviation threshold, or When the bending threshold is greater than the third bending threshold, the fit between the outer edge of the wheel and the track is 0.

[0188] Where ΔS is the arc length of the wheel rotation, w L_DISTENCEOFFSET w is the distance the wheel has traveled. L_DISTENCEIDEAL and w R_DISTENCEIDEAL These are the ideal displacement lengths on the inner side and the outer side of the wheel, respectively.

[0189] The adjustment module adjusts the sand-spreading opening of the sand-spreading component by adjusting ω = (100-FD) × 100%, where ω is the sand-spreading opening of the sand-spreading component and FD is the degree of fit between the wheel and the track.

[0190] The intelligent anti-slip decision-making device for rail locomotive control also includes:

[0191] The judgment module is used to determine whether the degree of fit between the wheel and the track reaches 100% within a preset time.

[0192] The torque adjustment module is used to dynamically adjust the motor output torque corresponding to the wheel whose fit with the track has not reached 100% within a preset time, while keeping the torque deviation of the motor controller from exceeding the maximum deviation, according to a preset rate of change.

[0193] The method for calculating the degree of torque offset is as follows: Where ΔT represents the degree of torque offset, M n_TORQUE This represents the response torque of the motor driver corresponding to the nth wheel in the locomotive.

[0194] The third embodiment of the present invention relates to an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the intelligent anti-skid decision method for rail locomotive control of the first embodiment.

[0195] The fourth embodiment of the present invention relates to a computer-readable storage medium having a computer program stored thereon, characterized in that, when the computer program is executed by a processor, it implements the steps of the intelligent anti-skid decision method for rail locomotive control of the first embodiment.

[0196] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product implemented on one or more computer-usable storage media (including, but not limited to, disk storage and optical storage) containing computer-usable program code.

[0197] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0198] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to operate in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction methods implemented in a process. Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0199] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0200] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. An intelligent anti-skid decision-making method for rail locomotive control, characterized in that, Includes the following steps: The system collects wheel displacement distance, track horizontal offset angle, track vertical offset angle, and wheel rotation angular velocity; the wheel displacement distance includes the inner wheel displacement distance and the outer wheel displacement distance. The ideal displacement length of the wheel in a non-idling state is calculated based on the wheel displacement distance, the horizontal offset angle of the track, the vertical offset angle of the track, and the wheel rotational angular velocity. Specifically, this includes: The offset angle of the wheel as it approaches the track is calculated based on the horizontal and vertical offset angles of the track. The turning radius of the inner track offset is calculated based on the offset angle of the wheel when it is close to the track and the displacement distance of the wheel. Calculate the turning radius of the outer track offset based on the turning radius of the inner track offset; The number of wheel rotations per unit time is determined based on the wheel's rotational angular velocity. The inner and outer wheel radii are then calculated by combining the turning radius of the inner track offset, the turning radius of the outer track offset, and the offset angle of the wheel when it is close to the track. Calculate the ideal displacement length of the wheel when it is not spinning freely, based on the inner wheel radius and the outer wheel radius. Calculate the wheel rotation arc length and the percentage deviation of the wheel linear velocity from the average value based on the wheel rotation angular velocity; The degree of fit between the wheel and the track is determined by the wheel displacement distance, the ideal displacement length of the wheel in a non-idling state, the wheel rotation arc length, the percentage of deviation of the wheel linear velocity from the average value, and the track on which the wheel travels. Adjust the sand-spreading opening of the sand-spreading component according to the degree of fit between the wheel and the track.

2. The intelligent anti-skid decision-making method for rail locomotive control according to claim 1, characterized in that, The offset angle of the wheel as it travels close to the track is... The calculation yielded that, The offset angle at which the wheels move closer to the track. The horizontal offset angle of the track. This represents the vertical offset angle of the track.

3. The intelligent anti-skid decision-making method for rail locomotive control according to claim 1, characterized in that, The turning radius of the inner track offset is through The calculation yielded that, The turning radius is the inner track offset. The offset angle at which the wheels move closer to the track. This represents the displacement distance inside the wheel.

4. The intelligent anti-skid decision-making method for rail locomotive control according to claim 1, characterized in that, The turning radius of the outer track offset is through The calculation yielded that, The turning radius is the offset of the outer track. The turning radius is the inner track offset. This refers to the track width.

5. The intelligent anti-skid decision-making method for rail locomotive control according to claim 1, characterized in that, The inner wheel radius is through The calculated radius of the outer wheel is obtained through The calculation yielded that, and These are the inner wheel radius and the outer wheel radius, respectively. The turning radius is the inner track offset. The turning radius is the offset of the outer track. The offset angle at which the wheels move closer to the track. This represents the number of revolutions the wheel makes per unit of time.

6. The intelligent anti-skid decision-making method for rail locomotive control according to claim 1, characterized in that, The ideal displacement length of the wheel in a non-idling state is obtained through The calculation yielded that, and These are the ideal displacement lengths on the inner and outer sides of the wheel, respectively. and These are the inner wheel radius and the outer wheel radius, respectively. This represents the number of revolutions the wheel makes per unit of time.

7. The intelligent anti-skid decision-making method for rail locomotive control according to claim 1, characterized in that, The wheel rotation arc length is passed through The calculation yielded that, Let the arc length of the wheel's rotation be _____. The angular velocity of the wheel. For a unit of time, Let be the radius of rotation of the wheel when it travels on a straight track. This is the coefficient for the wheel's rotation radius.

8. The intelligent anti-skid decision-making method for rail locomotive control according to claim 1, characterized in that, The percentage deviation of the wheel linear velocity from the average value is obtained through... The calculation yielded that, This indicates the percentage deviation of the wheel's linear velocity from its average value. Indicates the number of wheels on the locomotive. This represents the linear velocity of the wheel. It represents the sum of the linear velocities of all the locomotive's wheels.

9. The intelligent anti-skid decision-making method for rail locomotive control according to claim 1, characterized in that, The percentage deviation of the wheel's ideal displacement length, wheel rotation arc length, and wheel linear velocity compared to the average value under non-idling conditions, combined with the wheel's travel path, determines the wheel's fit to the track. Specifically: When the wheel travels on a straight track: For the inside of the wheel: When the percentage deviation of the wheel linear velocity from the average value is less than or equal to the first deviation threshold, and When the first flatness threshold is less than or equal to the first flatness threshold, the fit between the inner side of the wheel and the track is 100%. When the percentage deviation of the wheel linear velocity from the average value is greater than the first deviation threshold and less than or equal to the second deviation threshold, or When the degree of fit between the inner side of the wheel and the track is greater than the first flatness threshold and less than or equal to the second flatness threshold, the degree of fit is 60. When the percentage deviation of the wheel linear velocity from the average value is greater than the second deviation threshold and less than or equal to the third deviation threshold, or When the degree of fit between the inner side of the wheel and the track is greater than the second flatness threshold and less than or equal to the third flatness threshold, the degree of fit is 40. When the percentage deviation of the wheel linear velocity from the average value is greater than the third deviation threshold, or When the deviation exceeds the third flatness threshold, the fit between the inner side of the wheel and the track is 0. For the outer side of the wheel: When the percentage deviation of the wheel linear velocity from the average value is less than or equal to the first deviation threshold, and When the deviation is less than or equal to the first flatness threshold, the fit between the outer edge of the wheel and the track is 100%. When the percentage deviation of the wheel linear velocity from the average value is greater than the first deviation threshold and less than or equal to the second deviation threshold, or When the deviation is greater than the first flatness threshold and less than or equal to the second flatness threshold, the degree of fit between the outer side of the wheel and the track is 60. When the percentage deviation of the wheel linear velocity from the average value is greater than the second deviation threshold and less than or equal to the third deviation threshold, or When the deviation is greater than the second flatness threshold and less than or equal to the third flatness threshold, the degree of fit between the outer edge of the wheel and the track is 40. When the percentage deviation of the wheel linear velocity from the average value is greater than the third deviation threshold, or When the deviation exceeds the third flatness threshold, the fit between the outer edge of the wheel and the track is 0. When the wheel travels on a curved track: For the inside of the wheel: When the percentage deviation of the wheel linear velocity from the average value is less than or equal to the first deviation threshold, and When the first bending threshold is less than or equal to the first bending threshold, the fit of the inner side of the wheel to the track is 100%. When the percentage deviation of the wheel linear velocity from the average value is greater than the first deviation threshold and less than or equal to the second deviation threshold, or When the bending threshold is greater than the first bending threshold and less than or equal to the second bending threshold, the fit of the inner side of the wheel to the track is 60. When the percentage deviation of the wheel linear velocity from the average value is greater than the second deviation threshold and less than or equal to the third deviation threshold, or When the bending threshold is greater than the second bending threshold and less than or equal to the third bending threshold, the fit of the inner side of the wheel to the track is 40. When the percentage deviation of the wheel linear velocity from the average value is greater than the third deviation threshold, or When the bending threshold is greater than the third bending threshold, the fit between the inner side of the wheel and the track is 0. For the outer side of the wheel: When the percentage deviation of the wheel linear velocity from the average value is less than or equal to the first deviation threshold, and When the first bending threshold is less than or equal to the first bending threshold, the fit of the outer side of the wheel to the track is 100. When the percentage deviation of the wheel linear velocity from the average value is greater than the first deviation threshold and less than or equal to the second deviation threshold, or When the bending threshold is greater than the first bending threshold and less than or equal to the second bending threshold, the fit of the outer side of the wheel to the track is 60. When the percentage deviation of the wheel linear velocity from the average value is greater than the second deviation threshold and less than or equal to the third deviation threshold, or When the bending threshold is greater than the second bending threshold and less than or equal to the third bending threshold, the fit of the outer wheel to the track is 40. When the percentage deviation of the wheel linear velocity from the average value is greater than the third deviation threshold, or When the bending threshold is greater than the third bending threshold, the fit between the outer edge of the wheel and the track is 0. in, Let the arc length of the wheel's rotation be _____. This is the displacement distance inside the wheel. This represents the displacement distance on the outer side of the wheel. and These are the ideal displacement lengths on the inner side and the outer side of the wheel, respectively.

10. The intelligent anti-skid decision-making method for rail locomotive control according to claim 1, characterized in that, The sand-spraying opening of the sand-spraying component is determined by... Adjustments were made, including The sand-spreading opening of the sand-spreading component, This refers to the degree of fit between the wheels and the track.

11. The intelligent anti-skid decision-making method for rail locomotive control according to claim 1, characterized in that, After adjusting the sand-spreading opening of the sand-spreading component according to the degree of fit between the wheel and the track, it also includes: Determine whether the wheel's fit with the track reaches 100% within a preset time. If the wheel's fit with the track does not reach 100% within a preset time, the motor output torque corresponding to the wheel whose fit has not reached 100% will be dynamically adjusted according to a preset rate of change, while keeping the motor controller torque deviation from the maximum deviation.

12. The intelligent anti-skid decision-making method for rail locomotive control according to claim 11, characterized in that, The method for calculating the degree of torque offset is as follows: in, To indicate the degree of torque offset. This represents the response torque of the motor driver corresponding to the nth wheel in the locomotive.

13. An intelligent anti-skid decision-making device for rail locomotive control, characterized in that, include: The data acquisition module is used to collect wheel displacement distance, track horizontal offset angle, track vertical offset angle, and wheel rotation angular velocity. The first calculation module is used to calculate the ideal displacement length of the wheel in a non-idling state based on the wheel displacement distance, the horizontal offset angle of the track, the vertical offset angle of the track, and the wheel rotation angular velocity. The first computing module includes: The first calculation unit is used to calculate the offset angle of the wheel when it is close to the track based on the horizontal offset angle and the vertical offset angle of the track. The second calculation unit is used to calculate the turning radius of the inner track offset based on the offset angle of the wheel when it is close to the track and the displacement distance of the wheel. The third calculation unit is used to calculate the turning radius of the outer track offset based on the turning radius of the inner track offset. The fourth calculation unit is used to determine the number of rotations of the wheel per unit time based on the wheel's rotational angular velocity, and to calculate the inner wheel radius and outer wheel radius by combining the turning radius of the inner track offset, the turning radius of the outer track offset, and the offset angle of the wheel when it is close to the track. The fifth calculation unit is used to calculate the ideal displacement length of the wheel when it is not spinning, based on the inner wheel radius and the outer wheel radius. The second calculation module is used to calculate the wheel rotation arc length and the percentage offset of the wheel linear velocity from the average value based on the wheel rotation angular velocity. The fit judgment module is used to determine the degree of fit between the wheel and the track based on the wheel displacement distance, the ideal displacement length of the wheel in a non-idling state, the wheel rotation arc length, the percentage of deviation of the average value of the wheel linear velocity, and the track on which the wheel travels. The adjustment module is used to adjust the sand-spreading opening of the sand-spreading component according to the degree of fit between the wheel and the track.

14. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the intelligent anti-skid decision-making method for rail locomotive control as described in any one of claims 1-12.

15. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of the intelligent anti-skid decision-making method for rail locomotive control as described in any one of claims 1-12.

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