A multi-axle electric locomotive wheelset creep measurement adjustment method

Abstract

A kind of multi-axle electric locomotive wheel pair creep degree measurement adjustment method, when satellite positioning speed measurement is effective, satellite positioning speed measurement data is used to set the wheel / vehicle speed ratio adjustment model parameter, locomotive radar speed adjustment model parameter;When satellite positioning speed measurement is invalid, the locomotive radar speed adjustment model parameter obtained by being set previously is used to calculate new locomotive radar speed adjustment model parameter according to given expression, the wheel / vehicle speed ratio adjustment model parameter is set by adjusted radar speed adjustment model parameter, then the locomotive speed and the change rate of each axle creep, creep, locomotive wheel pair speed change rate, speed difference between axles are obtained according to wheel / vehicle speed ratio adjustment model.The method combines the advantages of high accuracy of satellite positioning speed measurement, good real-time performance of radar speed measurement and long period normal operation, improves the accuracy and reliability of measuring each locomotive speed related quantity.

Description

[0001] This invention patent application is a divisional application. The original application number is 202310472809.3, the application date is April 27, 2023, and the invention title is a traction balance control system for multi-axle electric locomotives. Technical Field

[0002] This invention belongs to the field of locomotive traction control technology, and in particular relates to a method for measuring and adjusting the creep of wheelsets of multi-axle electric locomotives. Background Technology

[0003] Due to creep, especially wheel slippage, the locomotive wheelset speed does not match the actual locomotive speed. Furthermore, when determining whether wheel slippage has occurred and calculating creep rate and creep degree, it is necessary to measure both the locomotive wheelset speed and the locomotive speed separately; the wheelset speed cannot be used to represent the locomotive speed. Locomotive speed is commonly measured using radar or satellite positioning. Satellite positioning speed measurement tracks the locomotive's speed and position in real time via satellite positioning, then transmits this information to the locomotive control unit for processing, ultimately obtaining the locomotive speed. Satellite positioning speed measurement can overcome the errors caused by wheel slippage and wheel slippage. However, satellite positioning capabilities are greatly affected by weather and terrain, and speed measurement cannot be achieved 100% of the time. There is also data transmission delay, which varies due to changes in distance and ionospheric conditions, affecting the real-time performance of speed measurements. Radar speed measuring devices are generally installed under the locomotive. The radar antenna emits radar waves in a direction controlled by the device at a certain angle φ with the ground. When the locomotive moves relative to the ground, the received radar waves will experience frequency shift. The locomotive speed can be obtained by calculating data such as radar wavelength, frequency shift, angle φ, and radar installation height. However, data such as angle φ and radar installation height may experience time shift fluctuations, and the locomotive and road conditions are not consistent. The radar installation height may also change with the road conditions, which will affect the accuracy of radar speed measurement.

[0004] Train operation relies on the interaction between wheels and rails. Only when effective adhesion between wheels and rails is ensured can the power of the traction motor be further utilized. Wheel-rail adhesion characteristics are related not only to the locomotive itself and the wheel and rail materials, but also to a series of uncertain factors that change with time and space, such as track conditions and rail surface cleanliness. If the traction force during locomotive operation exceeds the available adhesion between wheels and rails, the excess traction force will accelerate wheel spinning, rapidly increasing the relative sliding speed and quickly reducing the available adhesion. This will cause wear and even damage to the wheels and rails, increasing railway maintenance costs and threatening the safe operation of the locomotive. Because locomotive operating conditions are highly variable, changes in driver operation or deterioration of track conditions during traction can lead to slippage that cannot be completely avoided. Currently, domestic AC / DC locomotives mainly employ a combined correction method for slippage and anti-skid control. This method first assesses wheel acceleration; if acceleration exceeds a certain threshold, it indicates severe slippage, and the driving torque of the driving wheels is rapidly and deeply reduced, thus reducing the locomotive's traction. If wheel acceleration does not exceed the threshold, creep speed is assessed; if creep speed exceeds the threshold, the driving torque is adjusted significantly; otherwise, it is considered normal operation. The current combined correction method uses two or more individual threshold conditions to determine slippage. When slippage has not occurred, it cannot comprehensively assess the risk of slippage; when slippage has occurred, it cannot comprehensively assess the degree of slippage. When the locomotive is moving forward, axle load shifts due to the locomotive's structure or track gradient, and wheelsets with greater load reduction may slip first, potentially leading to slippage of all locomotive wheelsets. Summary of the Invention

[0005] The purpose of this invention is to address the shortcomings of existing technologies by providing a method for measuring and adjusting the creep of wheelsets on multi-axle electric locomotives, which uses iterative calculations to obtain the creep of wheelsets from axle 1 to axle 2. n creep x j1 The period of iterative calculation is T U , j The value ranges from 1 to n One of them; the iterative calculation method is:

[0006] Step 1, read the first k The speed of the vehicle-mounted satellite positioning system during the next iteration calculation U ( k Location status information X ( k ) ;

[0007] Step 2, read the speed from the vehicle's onboard satellite positioning system. U ( k Locomotive radar speed collected synchronously at specific time points. W (k ) and shaft 1 to shaft n Locomotive wheel rotation speed V j ( k );

[0008] Step 3: Determine the speed of the vehicle-mounted satellite positioning system. U ( k Determine if the data is valid and count the number of consecutive valid occurrences to obtain the consecutive valid occurrence value. m 2. Determine whether satellite velocity synchronization tuning of the velocity adjustment model parameters can be performed; if it is determined that satellite velocity synchronization tuning of the velocity adjustment model parameters can be performed, proceed to step 4; if it is determined that satellite velocity synchronization tuning of the velocity adjustment model parameters cannot be performed, proceed to step 5.

[0009] Step 4, according to the formula

[0010]

[0011] Adjusting the current radar speed adjustment coefficient P W ( k ) and current axis 1 to axis n Wheel / vehicle speed ratio coefficient P j ( k );when m 2 less than m At 0 o'clock, m equal m 2-1; when m 2 greater than or equal to m At 0 o'clock, m equal m 0-1; m 0 is an integer greater than or equal to 3; i Equals 1, 2, 3, ... m , respectively corresponding to the previous m The iteration calculation is performed according to the formula.

[0012]

[0013] Calculate the current radar synchronization adjustment speed W * ( k ); proceed to step 6;

[0014] Step 5, according to the formula

[0015]

[0016] Calculate the current radar speed adjustment factor P W ( kRadar velocity weighting coefficient m W ( k - i Satisfaction

[0017] The relationship between them; from largest to smallest, respectively. m W ( k -1) m W ( k -2) m W ( k -3), ... m W ( k - m 0) is used to obtain values; according to the formula

[0018]

[0019] Calculate the current radar synchronization adjustment speed W * ( k According to the formula

[0020]

[0021] Adjust current axis 1 to axis n Wheel / vehicle speed ratio coefficient P j ( k Proceed to step 6;

[0022] Step 6, according to the formula

[0023]

[0024] Calculate axis 1 to axis n creep x j1 According to the formula

[0025]

[0026] Calculate axis 1 to axis n rate of change of slip x j2 The locomotive in question is a multi-axle electric locomotive, and is capable of... n Electric locomotives with axle-controlled traction. n This refers to the number of axles on a multi-axle electric locomotive.

[0027] Vehicle-mounted satellite positioning system speed U ( k and location status information X( k The collection cycle is T U Locomotive radar speed W ( h and locomotive wheel rotation speed V j ( h The collection cycle is T V , T U Greater than T V Vehicle-mounted satellite positioning system speed U ( k The first sampling time before t The speed data collected by the vehicle's radar is the speed of the onboard satellite positioning system. U ( k Synchronous data collection time points, t It is the number of hysteresis intervals; the number of hysteresis intervals t It is the time lag between the acquisition time of the vehicle-mounted satellite positioning system and the acquisition time of the locomotive wheel rotation speed and locomotive radar speed, which is converted into the acquisition period. T V Multiple; Locomotive wheel rotation speed V j ( h - t ( ) represents the rotational speed of the locomotive wheels. V j ( k Locomotive radar speed W ( h - t ( ) represents the speed of the locomotive radar. W ( k ). h This is the number of sampling counts. W ( h )and V j ( h The sampling time at which ) is hT V , W ( h - t )and V j ( h - t The sampling time at which ) is located is ( h - t ) T V .

[0028] The method for determining whether satellite velocity synchronization tuning of the velocity adjustment model parameters is possible is based on positioning status information. X ( k The location status includes information such as whether the location is valid or invalid; when the location status information... X ( k )and X ( k If all the positioning states in -1) are valid positioning, then it is determined that the satellite velocity synchronization tuning can be performed on the velocity adjustment model parameters; otherwise, it is determined that the satellite velocity synchronization tuning cannot be performed on the velocity adjustment model parameters. X ( k -1) is the data from the vehicle-mounted satellite positioning system read during the previous iteration calculation. m During the value and iterative calculation process, the speed of the vehicle-mounted satellite positioning system is determined. U ( k Whether it is valid and the number of consecutive valid values ​​are related, specifically, m Equal to the consecutive valid count value minus 1 and less than or equal to m 0-1, m 0 is an integer greater than or equal to 3.

[0029] Vehicle-mounted satellite positioning system speed U ( k The first sampling time before t The time for collecting the rotational speed of each locomotive wheel is: U ( k Synchronous data collection time points, t It is the number of delay interval periods, the number of axes collected at that point. j The locomotive wheel rotation speed is V j ( k Similarly, the speed of the vehicle-mounted satellite positioning system. U ( k The first sampling time before t The speed acquisition time of each locomotive radar is as follows U ( k Synchronous acquisition time point, locomotive radar speed W ( k and locomotive wheel rotation speed V ( k The synchronous acquisition time points are consistent. The number of delay intervals is [number of cycles]. t It is the time lag between the acquisition time of the vehicle-mounted satellite positioning system and the acquisition time of the locomotive wheel rotation speed and locomotive radar speed, which is converted into the acquisition period. T V The multiple value. Even when the vehicle-mounted satellite positioning system's speed is invalid, its sampling time still exists, i.e. U (k The synchronous acquisition time point still exists. When the conditions are met...

[0030] The relationship and the most recent consecutive m When the speed of the vehicle-mounted satellite positioning system is determined to be valid in one test, the delay interval period is counted. t The calculation, m 1≥10; e The threshold for acceleration changes greater than 0, specifically, e The value can be found in to Choose from within the range of values. Let be the average acceleration of the locomotive at startup. In the above formula, β ( k That is i When equal to 0 β ( k - i ), where is the most recent rate of change of locomotive acceleration; i They are equal to 1, 2, ..., respectively. m 1-1 β ( k - i ) for the most recent m 1-1 locomotive acceleration change rate.

[0031] The locomotive acceleration change rate is according to the formula

[0032]

[0033] Perform calculations; among which, α ( k ( ) represents the most recently collected locomotive acceleration. α ( k -1) represents the locomotive acceleration from the previous data collection.

[0034] Locomotive acceleration is measured and collected by an accelerometer. Alternatively, locomotive acceleration is calculated according to the formula...

[0035]

[0036] Perform calculations; among which, U ( k -1) For data collection U ( k The speed of the vehicle-mounted satellite positioning system was collected in the previous data collection.

[0037] Calculate the number of delay intervals t The method is to set the parameter to be optimized as the number of delay intervals. t * Radar speed ratio coefficientp W * The number of delay intervals is t * At that time, and U ( k - i The corresponding synchronous acquisition time point is the locomotive wheel rotation speed. V j * ( k - i ),and U ( k - i The corresponding synchronous acquisition time point for the locomotive radar speed is W j * ( k - i ), that is, with U ( k The locomotive wheel rotation speed and locomotive radar speed collected at the corresponding synchronous acquisition time points are respectively V j * ( k ), W j * ( k ),and U ( k -1) The locomotive wheel rotation speed and locomotive radar speed collected at the corresponding synchronous acquisition time points are respectively: V j * ( k -1) W j * ( k -1), and U ( k -2) The locomotive wheel rotation speed and locomotive radar speed collected at the corresponding synchronous acquisition time points are respectively... V j * ( k -2) W j * ( k -2), and so on. The minimum value optimization objective function is

[0038]

[0039] The number of delay intervals that satisfy the optimal value (i.e., Q is at its minimum) of Q. t *Number of delay intervals t ; t * The range of values ​​for is an integer greater than 0 and less than 0. p W * The value range is greater than or equal to 0.8 and less than or equal to 1.2.

[0040] In the locomotive speed adjustment processing module, the sampled locomotive wheel rotation speed is filtered to obtain the collected locomotive wheel rotation speed; the sampled locomotive radar speed is filtered to obtain the collected locomotive radar speed; and the sampled vehicle-mounted satellite positioning system speed is filtered to obtain the collected vehicle-mounted satellite positioning system speed. Before collecting the first vehicle-mounted satellite positioning system speed, let...

[0041]

[0042] in, i =1,2,……, m -1; j=1,2,3,……, n .

[0043] Shaft 1 to Shaft n creep x j1 and creep change rate x j2 Used to realize shaft 1 to shaft n Idle traction control; the process of achieving idle traction control is as follows:

[0044] Process I, the process of decreasing traction force during idling; from the risk value of idling E j Starting from a value greater than or equal to 1 and continuously increasing, up to the idling risk value. E j The cycle ends when it changes from continuous increase to starting to decrease; axis j Idle traction control ratio F j With the reduction slope d jd Decrease; at the end of process I F j Value is the minimum maintenance value F jL .

[0045] Process II, the process of maintaining the minimum idling traction value; starting from the end of Process I, the idling risk value... E j The idling traction control module will control the traction force when the value decreases to less than 1. F j Equal to minimum maintenance value FjL .

[0046] Process III, the idling traction recovery process; starting from the end of Process II, control... F j To restore the slope d ju Increase, until F j The process ends when the value increases to 1. Restore the slope. d ju The rate of ascent is selected between 0.05 / s and 0.5 / s.

[0047] Idle risk value E j According to the formula

[0048]

[0049] Calculations are performed, in which, i 1 represents the creep threshold; x j2 as axis j The rate of change of creep, i 2 is the threshold for the rate of change of creep; γ1 and γ2 are nonlinear weighted exponential factors, and γ1≥10 and γ2≥10.

[0050] unloading slope d jd The size is determined by the axis j Creep unloading factor e j Control, according to formula

[0051]

[0052] Calculate the creep unloading factor e j Where γ0 is the creep unloading control factor, and 1 ≤ γ0 ≤ 2. Unloading slope d jd According to the formula

[0053]

[0054] Calculations are performed, in which, d H This is the upper limit of the load reduction slope. d L This is the lower limit of the load reduction slope; e m The creep unloading factor limit is given, and there is... .

[0055] According to the formula

[0056]

[0057] Calculate the current locomotive speed V C ( h Take the locomotive speed. V Current locomotive speed V C ( h According to the formula

[0058]

[0059] The calculated adhesion coefficient is obtained. m k , a 1. a 2. a 3. a 4. a 5 represents the parameters in the empirical formula for calculating the adhesion coefficient. According to the formula...

[0060]

[0061] The upper limit of the total traction force of the locomotive is set, among which... F It refers to the total traction force of the locomotive before the upper limit and width control, and the locomotive speed. V ; F 1 represents the total traction force of the locomotive after the upper limit and amplitude control. P Z This is the total axle load, from axle 1 to axle 2. n The sum of the wheel loads.

[0062] The aforementioned locomotive wheelset creep measurement and adjustment method also includes using the method based on shaft 1 to shaft 2. n The speed difference between axles, the rate of change of wheelset speed, and the wheel load are measured from axle 1 to axle 2. n The locomotive traction force distribution method is as follows:

[0063]

[0064] Calculation axis j Traction distribution factor c j ;in, y j1 as axis j The speed difference between shafts, f 1 represents the threshold value for the inter-axis speed difference. y j2 as axis j The rate of change of wheelset speed, f 2 represents the threshold for the rate of change of wheelset speed; c C To assign the adjustment factor, the value range is 0.5 < cC <1; f The value of 1 ranges from 0.05 m / s to 0.4 m / s; f The value of 2 ranges from 0.003 km / s. 2 ~0.03km / s 2 Between. According to the formula

[0065]

[0066] Calculation axis j Allocation weight value b j ; where γ F γ is a nonlinear adjustment coefficient. F The range of values ​​for is such that 0.85 ≤ c F ≤1.5. According to formula

[0067]

[0068] Distribute the locomotive's traction force, among which... F j2 To assign to the axis j The locomotive traction, P j as axis j Wheel load, P l as axis l Wheel load, b l as axis l The assigned weight values.

[0069] right V j ( h )of n The values ​​are compared, and the minimum value is taken as the minimum rotational speed of the locomotive wheels. V 0( h ), shaft 1 to shaft n inter-shaft speed difference y j1 according to

[0070]

[0071] Perform calculations. From axis 1 to axis... n Locomotive wheel speed change rate y j2 According to the formula

[0072]

[0073] Perform the calculation. V j( h -1) represents the previous sampling period. T V The sampled axis j The rotational speed of the locomotive wheels.

[0074] The multi-axle electric locomotive wheelset creep measurement and adjustment method is implemented by a multi-axle electric locomotive traction balance control system, which includes a locomotive speed adjustment processing module. The locomotive speed adjustment processing module includes a locomotive wheel rotation speed acquisition unit, a locomotive radar speed acquisition unit, an onboard satellite positioning system speed acquisition unit, and a speed adjustment calculation unit. The locomotive speed adjustment processing module acquires the locomotive radar speed, the onboard satellite positioning system speed, and the speed from axle 1 to axle 2. n The rotational speed of the locomotive wheels, outputting the locomotive speed. V Inter-shaft speed difference y 11 to y n1 Wheelset speed change rate y 12 to y n2 Creep change rate x 12 to x n2 and creep x 11 to x n1 .

[0075] The multi-axle electric locomotive traction balance control system also includes a total traction force upper limit limiting module, a traction force self-balancing distribution module, and an idle traction force control module. The total traction force upper limit limiting module controls the locomotive's total traction force based on an empirical calculation model of the adhesion coefficient; the traction force self-balancing distribution module controls the upper limit of the locomotive's total traction force based on the values ​​from axle 1 to axle 2. n The speed difference between axles, the rate of change of wheelset speed, and the wheel load are measured from axle 1 to axle 2. n The locomotive traction force distribution; in the idling traction force control module, from axle 1 to axle 2... n The locomotive wheelset is judged to be spinning idling based on creep and creep rate of change, and the locomotive traction force is reduced or controlled based on the idling judgment result.

[0076] The beneficial effects of this invention are: it combines the advantages of high accuracy in satellite positioning speed measurement and good real-time performance and long-term normal operation of radar speed measurement, thereby improving the accuracy and reliability of measuring the speed-related quantities of various locomotives. The locomotive speed adjustment method also employs a method to determine whether the locomotive is in a speed-changing state. If it is, it collects information from radar speed measurement, satellite positioning speed measurement, and locomotive wheelset speed measurement after the speed change, and optimizes the satellite positioning data transmission time, i.e., the number of delay intervals, to obtain an accurate real-time satellite positioning data transmission delay time (i.e., the number of delay intervals), further ensuring the accuracy and reliability of the aforementioned locomotive speed adjustment method in calculating the relevant speed data. When axle load transfer causes wheelsets with large load reduction to tend to spin, the speed difference between axles and the rate of change of wheelset speed will increase. This invention does not specifically analyze and calculate the magnitude of axle load transfer, but distributes traction force based on the speed difference between axles and the rate of change of wheelset speed. A smaller linear superposition value of the speed difference between axles and the rate of change of wheelset speed results in a larger traction force distribution ratio, and vice versa. The influence of different speed differences between axles and the rate of change of wheelset speed on the traction force distribution ratio is non-linear. When the linear superposition value is small, its change has a small impact on the traction force distribution ratio, i.e., in the case of spinning wind... When the risk is low, the traction force of each axle should be distributed as evenly as possible according to the wheel load, or the axles with small speed differences between axles and small wheelset speed change rates should share the locomotive traction force reduced by the high-risk axles that are prone to slippage. When the speed differences between axles and small wheelset speed change rates are large, especially when the linear superposition value is near the slippage risk threshold, the change in the linear superposition value has a significant impact on the traction force distribution ratio. That is, the traction force distribution to axles with high slippage risk should be significantly reduced, so that the total locomotive traction force is kept constant while minimizing wheel slippage. The magnitude of the nonlinear influence factors and their mutual influence on traction force distribution based on axle speed differences and wheelset speed change rates can be changed by setting parameters to adapt to different situations and achieve the best results. The axle speed difference is the difference in the absolute value of the speed between different wheelsets, reflecting the degree to which it is faster than the speed of the smallest wheelset. The wheelset speed change rate is the rate at which the speed of the wheelset itself increases. Combining the two, the wheelset that first slippage can be identified as soon as possible, and the load reduction of traction force distribution can be performed. When traction force distribution based on the speed difference between axles and the rate of change of wheelset speed still fails to prevent wheelset spinning, for example, when the total traction force after limiting the amplitude still exceeds the total wheel-rail adhesion, meaning that no matter how the traction force is distributed, the sum of the traction forces of each axle after limiting the amplitude (the sum of the tangential forces around the wheel) still exceeds the sum of the wheel-rail adhesion, it is impossible to prevent some or all wheelsets from spinning; in this case, after determining that a certain axle wheelset is spinning, the rate of traction force reduction for that axle is non-linearly controlled by the magnitude of the creep of that axle. When the creep of that axle is large, it means that the spinning is serious, so the reduction rate is large in order to quickly eliminate the spinning factor; when the creep is small, it means that the spinning is relatively light, so the reduction is carried out but the reduction rate is small.The creep coefficient is controlled nonlinearly to manage the traction load reduction rate, resulting in high control sensitivity near the creep coefficient threshold. This improves the control effect of the spinning wheelset and thus enhances the overall spinning control performance. The magnitude of the nonlinear influencing factors on the traction load reduction rate based on creep coefficient can be adjusted by setting parameters to adapt to different situations and achieve optimal results. This invention uses a nonlinear mathematical model to calculate the spinning risk value for each wheel axle, integrating multiple individual threshold judgment conditions and weighted judgment conditions when none of the individual threshold conditions are met into a single whole. This simplifies the judgment criteria. Even when none of the individual threshold conditions are met, multiple factors are quantified and weighted for comprehensive judgment, making the spinning judgment more comprehensive and accurate. The selection of the nonlinear mathematical model minimizes the possibility of misjudgment by the weighted judgment conditions when none of the individual threshold conditions are met. Meanwhile, the magnitude of the weighted judgment conditions can be set and adjusted by parameters, and the relative magnitude of each weighted term can also be set and adjusted by parameters, so that the locomotive wheelset idling judgment method normalized by this nonlinear mathematical model can be applied to different locomotive types and operating conditions. Attached Figure Description

[0077] Figure 1 This is a schematic diagram of the traction balance control system for a multi-axle electric locomotive.

[0078] Figure 2 This is a schematic diagram of the idle traction control module for axle 1 when the locomotive wheelset experiences idle.

[0079] Figure 3 For the creep reduction factor of shaft 1 e 1 and x 11 / i 1. Relationship diagram;

[0080] Figure 4 A schematic diagram of the locomotive speed adjustment processing module;

[0081] Figure 5 A flowchart illustrating the method for measuring and adjusting various locomotive speed-related quantities, such as locomotive wheelset creep, in the locomotive speed adjustment system;

[0082] Figure 6 A schematic diagram of an embodiment of the first-order fitting line for the radar velocity adjustment coefficient;

[0083] Figure 7 A flowchart for calculating the number of delay intervals;

[0084] Figure 8 A schematic diagram showing the speed acquisition delay, locomotive acceleration, and locomotive acceleration change rate of the vehicle-mounted satellite positioning system;

[0085] Figure 9 A schematic diagram showing the time points at which the locomotive wheel rotation speed and locomotive radar speed are synchronously collected, representing the speed of the vehicle-mounted satellite positioning system.

[0086] Specific implementation methods

[0087] The present invention will be further described below with reference to the accompanying drawings.

[0088] Multi-axle electric locomotives are capable of carrying out n Electric locomotives with axle-controlled traction. Figure 1 This is a schematic diagram of the traction force balance control system for a multi-axle electric locomotive, including a total traction force upper limit limiting module 10, a traction force self-balancing distribution module 11, an idle traction force control module 12, and a locomotive speed adjustment processing module 13. The empirical calculation model for the adhesion coefficient in the total traction force upper limit limiting module is...

[0089] (1)

[0090] In equation (1), V It is the speed of the locomotive. m k It calculates the adhesion coefficient. a 1. a 2. a 3. a 4 represents the parameters for the empirical formula used to calculate the adhesion coefficient. For domestically produced axle-controlled electric locomotives HXD1C, HXD1D, HXD2, HXD3, SS4, etc., the parameters are respectively... a 1 = 0.24 a 2=12、 a 3=100 a 4 = 8. Locomotive speed V The unit is km / h.

[0091] The input to the total traction force upper limit limiting module is the locomotive's total traction force before the upper limit limiting control. F and locomotive speed V The output is the total traction force of the locomotive after upper limit control. F 1. F This refers to the locomotive control system or controller, such as the locomotive speed controller, which requires the total traction force provided by the traction motors of all axles. The method by which the total traction force upper limit limiting module controls the upper limit of the locomotive's total traction force based on an empirical calculation model of the adhesion coefficient is as follows:

[0092] (2)

[0093] In equation (2), P Z It is the total axle load, i.e., from axle 1 to axle 2. nThe sum of the wheel loads; m k • P Z This is the limit value for the total traction force of the locomotive, i.e., the total adhesive traction force is calculated. P Z , P j and the traction of each locomotive F , F 1. F J2 , F J3 The unit is kN; when needed, the traction force of each locomotive can also be converted into torque.

[0094] The input to the traction force self-balancing distribution module is the total traction force of the locomotive after upper limit control. F 1, and shaft 1 to shaft n inter-shaft speed difference y 11 to y n1 Shaft 1 to shaft n Wheelset speed change rate y 12 to y n2 The output is the assigned axis 1 to axis 2. n locomotive traction F 12 to F n2 The traction self-balancing distribution module distributes traction force based on the speed difference between axles, the rate of change of wheelset speed, and wheel load. Specifically, it follows the formula...

[0095] (3)

[0096] Calculation axis j Traction distribution factor c j ;in, y j1 as axis j The speed difference between shafts, f 1 represents the threshold value for the inter-axis speed difference. y j2 as axis j The rate of change of wheelset speed, f 2 represents the threshold for the rate of change of wheelset speed; when y j1 Exceed f 1, or y j2 Exceed f 2, then the axis is considered j Facing the risk of wheelset spinning; comprehensive formula (3), thenc j The smaller, the shaft j The smaller the risk of wheelset spinning, c j If the value is greater than 1, then the axis j Facing the risk of wheelset spinning, or wheelset spinning has already occurred; j The value ranges from 1 to n One of them, shaft 1 to shaft n The traction force distribution factor is calculated according to formula (3); f The value of 1 ranges from 0.05 m / s to 0.4 m / s; f The value of 2 is in the range of 3 m / s 2 ~30m / s 2 between; y j1 , y j2 The units are respectively with f 1. f The units for 2 are the same. c C To assign the adjustment factor, the value range is 0.5 < c C <1; for example, take c C It equals 0.8. The traction force distribution factor of each axle is the linear superposition of the speed difference between each axle and the speed change rate of the wheelset. The superposition weight is large when the speed difference between the axles is large and the speed change rate of the wheelset is small, and it can be adjusted as needed.

[0097] According to the formula

[0098] (4)

[0099] Calculation axis j Allocation weight value b j Shaft 1 to shaft n The weight values ​​for allocation are calculated according to equation (4). γ F γ is a nonlinear adjustment coefficient. F The range of values ​​for is such that 0.85 ≤ c F ≤1.5; γ F When the value is large, b j and c j The nonlinearity between them increases. c j Even if there is a certain increase in the value based on 0, that is, the change when the risk of idling is not high has little impact. b j , bj Approximately equal to 1; γ F When the value is small, b j and c j The nonlinearity between them is reduced. c j Changes near the zero baseline will also cause b j There have been changes. j The value ranges from 1 to n one.

[0100] According to the formula

[0101] (5)

[0102] From shaft 1 to shaft n The traction force distribution, of which, F j2 To assign to the axis j The locomotive traction, P j as axis j Wheel load; also P l as axis l Wheel load, b l as axis l The assigned weight values. j The value ranges from 1 to n One of them, shaft 1 to shaft n traction F j2 Calculate according to formula (5). When distributing locomotive traction force according to formula (5), do not consider P j When the axle load transfer changes, causing variations in the speed difference between axles and the rate of change of wheelset speed, the traction force of each axle is redistributed solely based on the magnitude of these two factors (the magnitude of their linear superposition). If the axle load transfer change is small, and both the speed difference between axles and the rate of change of wheelset speed are very small, the possibility of wheelset slippage due to axle load transfer is low. The speed difference weight of each axle is approximately equal to 1, and the locomotive traction force is basically distributed according to the wheel load of each axle when there is no axle load transfer.

[0103] The input to the idling traction control module is from shaft 1 to shaft 2. n locomotive traction F 12 to F n2 and shaft 1 to shaft n creep x 11to x n1 Shaft 1 to shaft n rate of change of creep x 12 to x n2 The output is from axis 1 to axis 2. n The locomotive traction force after wheelset idling judgment and load reduction control F 13 to F n3 The idling traction control module uses an established nonlinear mathematical model to calculate the idling risk value, axle. j Idle risk value E j According to the formula

[0104] (6)

[0105] Perform the calculation. In equation (6), x j1 as axis j The creep of i 1 represents the creep threshold; x j2 as axis j The rate of change of creep, i 2 represents the threshold for the rate of change of creep; γ1 and γ2 are nonlinear weighting exponential factors, and γ1≥1 and γ2≥1. Creep x j1 Creep change rate x j2 All are non-negative values. (Axis) j The condition for determining the idling of the locomotive wheelset is that when E j If ≥1, then determine the axis. j The locomotive wheelset spun freely. Combining equation (6) and the spun-free judgment condition, the decomposed spun-free judgment logic is: there are 3 situations (or one of the 3 conditions must be met) that can be judged as axle spun-free. j The locomotive wheelsets idled, specifically when: ① when creep... x j1 Greater than or equal to the threshold i 1. At time 1; ② Or, when the rate of change of creep is 1. x j2 Greater than or equal to the threshold i 2 at; ③ Or, when the creep x j1 Less than the threshold i 1 and creep change rate x j2 Less than the threshold i 2 and the risk value of idling Ej When greater than or equal to 1. The first two conditions ① and ② are individual threshold conditions, meaning each condition must be satisfied individually. x j1 ≥ i 1. Or, if only one item is satisfied. x j2 ≥ i At time 2, all conditions are met. E j A value greater than or equal to 1 satisfies the condition for the idle judgment. Condition ③ is a weighted judgment condition when none of the individual threshold conditions are met. The larger the values ​​of γ1 and γ2, the greater the influence of the individual threshold judgment, and the smaller the effect of the weighted judgment of condition ③. When both γ1 and γ2 are sufficiently large, the main body of the idle judgment logic is the individual threshold conditions ① and ②, and the effect of condition ③ is very small, or almost non-existent; for example, when γ1 and γ2 are both equal to 100, even... x j1 / i 1. x j2 / i 2 equals 0.99, idling risk value E j Only 0.555, E j Since it is also less than 1, the idling judgment condition cannot be met, and the weighted judgment has almost no effect. The smaller the values ​​of both γ1 and γ2, the greater the effect of the weighting in condition ③. For example, when both γ1 and γ2 are 1, if... x j1 / i 1. x j2 / i If 2 equals 0.59, then E j The value equals 1.01, which already satisfies the idling judgment condition; when both γ1 and γ2 are 1, if x j1 / i 1 equals 0.8. x j2 / i 2 equals 0.33, therefore E j The value equals 1.004, which already satisfies the idling judgment condition; when both γ1 and γ2 are 2, if x j1 / i If 1 equals 0.8, then x j2 / i When 2 equals 0.72, E j The value is equal to 0.986, which does not meet the idling judgment condition; when both γ1 and γ2 are 2, ifx j1 / i If 1 equals 0.8, then x j2 / i 2 needs to equal 0.73. E j A value equal to 1.002 is required to satisfy the idling judgment condition. The relative magnitudes of the nonlinear weighting exponential factors γ1 and γ2 are used to determine the relative influence between weighting terms and do not affect the judgment conditions for individual terms exceeding the threshold. The larger the value of either γ1 or γ2, the smaller the weighting effect of the corresponding judgment term; conversely, the smaller the value of either γ1 or γ2, the larger the weighting effect of the corresponding judgment term. For example, if γ1 is small and γ2 is large, then the idling risk value in condition ③ will be high. E j During the calculation, x j1 / i The role of this term in the weighted calculation is proportional to that of the other term. x j2 / i 2. However, the effect of individual threshold conditions ① and ② remains unchanged. As long as either ① or ② reaches or exceeds the threshold, the idle judgment condition is still satisfied.

[0106] axis j Idle risk value E j Or according to the formula

[0107] (7)

[0108] Perform the calculation. In equation (7), x j1 as axis j The creep of i 1 represents the creep threshold; x j2 as axis j The rate of change of creep, i 2 represents the creep rate of change threshold; γ1 and γ2 are nonlinear weighting exponential factors, and γ1 ≥ 10 and γ2 ≥ 10. Creep x j1 Creep change rate x j2 All are non-negative values. (Axis) j The condition for determining the idling of the locomotive wheelset is that when E j If ≥1, then determine the axis. j The locomotive wheelset idled. Combining equation (7) and the idling judgment condition, the idling judgment logic can be decomposed as follows: there are 3 situations (or one of the 3 conditions must be met) that can be judged as axle idling. jThe locomotive wheelset idled, specifically when: ① when creep... x j1 Greater than or equal to the threshold i 1. At time 1; ② Or, when the rate of change of creep is 1. x j2 Greater than or equal to the threshold i 2 at; ③ Or, when the creep x j1 Less than the threshold i 1 and creep change rate x j2 Less than the threshold i 2 and the risk value of idling E j When greater than or equal to 1. The first two conditions ① and ② are individual threshold conditions, meaning each condition must be satisfied individually. x j1 ≥ i 1. Or, if only one item is satisfied. x j2 ≥ i At time 2, all conditions are met. E j A value greater than or equal to 1 satisfies the condition for idling judgment. Condition ③ is a weighted judgment condition when none of the individual threshold conditions are met. The larger the values ​​of γ1 and γ2, the greater the influence of the individual threshold judgment, and the smaller the effect of the weighted judgment of condition ③. For example, when γ1 and γ2 are both equal to 100, if at this time... x j1 / i 1. x j2 / i If both 2 equal 0.84, then the risk value of idling is... E j The value equals 0.957, which does not meet the idling judgment condition; if at this time x j1 / i 1. x j2 / i If both 2 equal 0.85, then the risk value of idling is... E j The value equals 1.002, satisfying the idling judgment condition. When the values ​​of γ1 and γ2 are relatively small, the weighted judgment effect of condition ③ is greater. For example, when both γ1 and γ2 are equal to 10, then... x j1 / i 1 and x j2 / i When both 2 equal 0.7, the risk value of idling is... E jThe value equals 1.002, satisfying the idling judgment condition. The relative magnitudes of the nonlinear weighted control factors γ1 and γ2 are used to determine the relative effects between weighted terms, without affecting the judgment conditions for each individual term exceeding the threshold. The larger the value of either γ1 or γ2, the smaller the weighting effect of the corresponding judgment term; conversely, the smaller the value of either γ1 or γ2, the larger the weighting effect of the corresponding judgment term. For example, if γ1 is small and γ2 is large, then the idling risk value in condition ③ will be high. E j During the calculation, x j1 / i The role of this term in the weighted calculation is proportional to that of the other term. x j2 / i 2. However, the effect of individual threshold conditions ① and ② remains unchanged. As long as either ① or ② reaches or exceeds the threshold, the idle judgment condition is still satisfied.

[0109] The foregoing i The value of 1 ranges from 0.0001 / s to 0.005 / s; i The value of 2 ranges from 0.005 to 0.05; x j1 , x j2 The units are respectively with i 1. i The units for 2 are the same. (Axis 1 to axis 2) n threshold i 1. Same, shaft 1 to shaft 2. n threshold i 2. Same. Shaft 1 to shaft 2. n Calculate the idling risk value according to formula (6) and judge it separately; or, from shaft 1 to shaft 2. n Calculate the idling risk value according to formula (7) and judge it separately.

[0110] Figure 2 This is a schematic diagram of the idle traction control module for axle 1 when the locomotive wheelset experiences idle. F 1 represents the idling traction control ratio of shaft 1. d 1d The unloading slope of shaft 1, d 1u The recovery slope of axis 1. Idle traction control ratio. F j The shaft output of the idling traction control module j locomotive traction F j3 With the input axis j locomotive traction F j2 The ratio between them satisfies (8)

[0111] The relationship. Figure 2 In t Before 1, the risk value of idling. E 1 is less than 1, the locomotive wheelset of axle 1 did not slip, and the slip traction control ratio is 1. F 1 equals 1, meaning the idle traction control module did not implement idle traction control for shaft 1. j The value ranges from 1 to n One of them, in the idling traction control module, is the section from shaft 1 to shaft 2. n Calculate and implement the process according to equation (8) from axis 1 to axis 2. n Idle traction control, axle j The idling traction control process is as follows:

[0112] Process I, the process of decreasing traction force during idling; from the risk value of idling E j Starting from a value greater than or equal to 1 and continuously increasing, up to the idling risk value. E j The cycle ends when it changes from continuous increase to starting to decrease; axis j Idle traction control ratio F j With the reduction slope d jd Decrease; at the end of process I F j Value is the minimum maintenance value F jL ; . Figure 2 In the example, process I starts from... t From time 1 until t 2. End of time; Idle traction control module control. F 1. With the load reduction slope d 1d It begins to decrease, and ends when process I ends. F A value of 1 is the minimum maintenance value. F 1L .axis j Minimum maintenance value F 1L Not less than 0.

[0113] Process II, the process of maintaining the minimum idling traction value; starting from the end of Process I, the idling risk value... E j The idling traction control module will control the traction force when the value decreases to less than 1. F j Equal to minimum maintenance value F jL . Figure 2 In the middle, process II from t From time 2 untilt Time 3 ends.

[0114] Process III, the traction recovery process during idling; starting from the end of Process II, until... F j The cycle ends when the value increases to 1, and the idling traction control module then controls the process. F j To restore the slope d ju Increase. Figure 2 In the middle, process III from t From 3 o'clock onwards, until t Time 4 ends.

[0115] When the risk value of idling E j When the value increases from less than 1 to greater than or equal to 1, it satisfies the risk of idling. E j The condition is that the value is greater than or equal to 1 and continues to increase. When the axis... j of F j It equals 1, and its idle risk value E j When the value remains below 1, the idling traction control module does not adjust the axle. j Implement idling traction control.

[0116] axis j The rate of locomotive traction load reduction is determined by the load reduction slope. d jd Control; creep x j1 The smaller the load reduction slope d jd The smaller the value, the greater the creep. x j1 The larger the slope, the more likely it is to be unloaded. d jd The larger the value, the better. Specifically, there are axes. j unloading slope d jd The size is determined by the axis j creep load reduction factor e j Control, according to formula

[0117] (9)

[0118] Calculate the creep unloading factor e j Where γ0 is the creep-induced load reduction control factor, and 1≤γ0≤2; from shaft 1 to shaft... n Use the same creep unloading control factor value. Figure 3 The creep reduction factor of shaft 1 when γ0 equals 1 e1 and x 11 / i A diagram illustrating the relationship between 1 and 2. e m The limit value for the creep unloading factor, i.e. x 11 / i The creep load reduction factor value as it approaches infinity, in equations (4) and (9) atan() is the arctangent function, hence we have Shaft 1 to shaft n Creep load reduction factor limit e m equal.

[0119] axis j unloading slope d jd According to the formula

[0120] (10)

[0121] Calculations are performed, in which, d H This is the upper limit of the load reduction slope. d L This is the lower limit of the load reduction slope. d H and d L The values ​​are all selected between 0.3 / s and 2 / s, and d H ≥ d L For example, choose d H =0.9, d L =0.4; when selected d H = d L When, then the unloading slope d 1= d L Not affected by creep load reduction factor e j It changes with the changes. (From axis 1 to axis...) n Take the same upper limit value of the load reduction slope d H and the lower limit of the load reduction slope d L .

[0122] unloading slope d jd The value represents the control F j The rate of decrease. For example, the rate of load reduction. djd When the descent rate is chosen to be 0.5 / s, then in 1 second... F A 50% reduction could mean reducing the percentage from 100% to 50% in one second, or simply reducing the percentage within one second. F 1. Decrease from 80% to 30%, etc. Restore the slope. d ju The rate of ascent is selected between 0.05 / s and 0.5 / s, for example, the recovery slope. d 1u When the rate of ascent is chosen to be 0.2 / s, then 1 second will... F An increase of 20% can be 1 second. F 1. Increase from 40% to 60%, or from 50% to 70% in 1 second, etc. Recommendations for axis 1 to axis 2. n Use the same recovery slope.

[0123] The basic shape of the function in equation (9) is as follows: Figure 3 As shown, when the threshold is not exceeded, i.e., 0 ≤ x j1 / i When 1 < 1, as x j1 / i As the value of 1 increases, the slope of the curve increases, meaning the closer the correlation value is to the corresponding threshold, the greater the impact of its change on the function term. For example, x j1 Leave i 1. The closer, then x j1 Even small changes can cause e j Significant changes. This characteristic of the function amplifies the area to be judged near the threshold. x j1 / i The effect of changes in the value is more sensitive near the threshold. When... x j1 / i When 1≥1, as x j1 / i As 1 increases, the slope of the curve decreases, and x j1 / i When 1 approaches ∞, that is x j1 Exceeding the threshold i The more 1s there are, the smaller the impact of changes in their values ​​on the function terms, eventually tending towards a limit value. As a whole, the function in equation (9)... x j1 / i When 1≥0, x j1 Leave i 1. The closer, x j1 Change caused e j The higher the sensitivity to change; x j1 Leave i 1 The farther away, x j1 Change caused e j The lower the sensitivity to changes, the more sensitive the unloading slope. d jd Too x j1 Leave i 1. The closer, x j1 Changes in the unloading slope d jd The greater the impact of the change, and r When approaching ∞ e j There is a limit value, theoretically even x j1 Beyond i 1. Extremely high, unloading slope d jd The reduction of is also finite.

[0124] The nonlinear mathematical models (6) and (7) for calculating the risk of wheel slippage both contain the rate of change of creep and the creep term. Creep is the relative difference between the speed of the locomotive wheelset and the speed of the locomotive. Its value reflects how far the locomotive wheelset is from wheel slippage, or how far it has already slipped. The rate of change of creep is the speed at which creep changes. The larger the value, the faster the creep increases, and the higher the risk of wheel slippage. Equation (6) is more nonlinear than Equation (7). In particular, when both γ1 and γ2 are sufficiently large, the main body of the wheel slippage judgment logic in Equation (6) is the single threshold conditions ① and ②. Condition ③ has little or no effect. Equation (7) does not have this effect. When calculating the risk of wheel slippage, either Equation (6) or Equation (7) can be selected as needed.

[0125] The nonlinear mathematical model for calculating the risk value of wheel slip, namely Equation (6) or Equation (7), and the corresponding wheel slip judgment conditions, integrate the traditional single-threshold judgment conditions for wheel slip of multiple wheelsets and the weighted judgment conditions when none of the single-threshold conditions are met into a whole, simplifying the judgment basis. In the case where none of the single-threshold conditions are met, multiple factors are quantified and weighted to achieve a comprehensive judgment of multiple factors, making the wheel slip judgment more comprehensive and accurate. The selection of the nonlinear mathematical model can minimize the possibility of misjudgment by the weighted judgment conditions when none of the single-threshold conditions are met. At the same time, the magnitude of the weighted judgment conditions can be set and adjusted by parameters, and the relative magnitude of each weighted term can also be set and adjusted by parameters, so that the locomotive wheel slip judgment method normalized by the nonlinear mathematical model can be applied to different locomotive types and operating conditions. Traction force is distributed based on the speed difference between axles and the rate of change of wheelset speed. A smaller linear superposition value of the speed difference between axles and the rate of change of wheelset speed results in a larger traction force distribution ratio, and vice versa. The influence of different speed differences between axles and the rate of change of wheelset speed on the traction force distribution ratio is non-linear. When the linear superposition value is small, its change has little impact on the traction force distribution ratio. That is, when the risk of slippage is low, the traction force of each axle is distributed as evenly as possible according to the wheel load, or the locomotive traction force reduced by axles with small speed differences between axles and small rates of change of wheelset speed is shared equally with other axles. When the speed difference between axles and the rate of change of wheelset speed are large, especially when the linear superposition value is near the risk threshold of slippage, the change of the linear superposition value has a large impact on the traction force distribution ratio. That is, the traction force distribution of axles with high risk of slippage is significantly reduced, so that the traction force distribution phase avoids wheel slippage as much as possible while maintaining the total locomotive traction force. The magnitude of the nonlinear influencing factors and their mutual influence in allocating traction force based on the speed difference between axles and the rate of change of wheelset speed can be changed by setting parameters to adapt to different situations and achieve the best results.

[0126] Currently, commonly used combined correction methods in China employ a fixed torque unloading strategy regardless of the degree of idling, failing to consider the wheel-rail adhesion state during unloading. This leads to several problems: first, insufficient unloading depth results in incomplete suppression of idling; second, excessive unloading depth causes locomotive traction loss; and third, unloading only stops when acceleration or creep rate falls below a set threshold, potentially resulting in excessive unloading depth. The idling traction control module of this invention controls idling traction based on an idling risk value that incorporates multi-factor comprehensive judgment. Both the degree and process of locomotive traction reduction are controlled by the idling risk value, reflecting the wheel-rail adhesion state. This effectively avoids situations where insufficient unloading depth leads to incomplete suppression of idling, or excessive unloading depth results in locomotive traction loss. Unloading stops when the idling risk value changes from increasing to decreasing, further mitigating the consequences of excessive unloading depth. The non-linear characteristics of the idling risk value allow judgments with higher risks to have a more significant control effect. When traction force distribution based on the speed difference between axles and the rate of change of wheelset speed still fails to prevent wheelset spinning—for example, when the total traction force after limiting the amplitude still exceeds the adhesive traction force—it is impossible to prevent some or all wheelsets from spinning regardless of how the traction force is distributed. In this case, after determining that a certain axle's wheelset is spinning, the rate of traction force reduction for that axle is non-linearly controlled by the magnitude of the axle's creep. When the creep of the axle is large, it means that the spinning is severe, so the reduction rate is large to quickly eliminate the spinning factor; when the creep is small, it means that the spinning is less severe, so the reduction is carried out but at a small rate. The creep is used to control the traction force reduction rate non-linearly, resulting in high control sensitivity near the creep threshold, which can improve the control effect of spinning wheelsets and thus improve the overall spinning control effect. The magnitude of the non-linear influencing factor of controlling the traction force reduction rate based on creep can be changed by setting parameters to adapt to different situations and achieve the best effect.

[0127] Figure 4 This is a schematic diagram of a locomotive speed adjustment processing module, or locomotive speed adjustment system, used to implement a method for measuring and adjusting locomotive wheelset creep. The locomotive speed adjustment processing module simultaneously controls the locomotive speed. V The measurement and adjustment of creep rate of change, inter-axle speed difference, and locomotive wheelset speed change rate are performed. The locomotive wheel rotation speed acquisition unit 101 periodically acquires the locomotive wheel rotation speed. V j ( h ), that is, shaft 1 to shaft n Locomotive wheel rotation speed V 1( h )to V n ( h The data collection cycle time is... T VThe locomotive wheel rotation speed acquisition unit 101 outputs the acquired data from shaft 1 to shaft 2. n Locomotive wheel rotation speed V 1( h )to V n ( h (including) V 1( k )to V n ( k ()) to speed adjustment calculation unit 104, n This refers to the number of axles on the locomotive. For example, a 4-axle locomotive... n Equals 4; for 6-axle locomotives, then n Equals 6. The locomotive radar speed acquisition unit 103 periodically acquires the locomotive radar speed. W ( h The data collection cycle time is... T V The locomotive radar speed acquisition unit 103 outputs the acquired locomotive radar speed. W ( h (including) W ( k The vehicle-mounted satellite positioning system speed acquisition unit 102 periodically acquires and outputs the vehicle-mounted satellite positioning system speed to the speed adjustment calculation unit 104. U ( k ), Location status information X ( k The speed adjustment calculation unit 104 receives the input information and performs tuning and calculation on the wheel / vehicle speed ratio adjustment model parameters and the locomotive radar speed adjustment model parameters. It then outputs the locomotive speed, inter-axle speed difference, wheelset speed change rate, creep, and creep change rate. Specifically, the positioning status information input from terminal 5 to the combination switch SW1 in the speed adjustment calculation unit 104 is... X ( k Control; when based on X ( k When the vehicle-mounted satellite positioning system determines that the speed is valid, terminal 1 of the control combination switch SW1 is connected to terminals 2 and 3, and the speed is determined by the vehicle-mounted satellite positioning system. U ( k Remove the parameters from the wheel / vehicle speed ratio adjustment model and the locomotive radar speed adjustment model; terminal 4 is left floating, and the radar synchronization adjustment speed output by the locomotive radar speed adjustment model is adjusted. W * ( k This is not used at this time, that is W * ( k This has no effect at this time. When based on... X ( kWhen the vehicle-mounted satellite positioning system speed is determined to be invalid, terminal 4 of control SW1 is connected to terminal 2. The locomotive radar speed adjustment model recursively derives its parameters according to a given method. The locomotive radar speed adjustment model then adjusts the locomotive radar speed value. W ( h Locomotive radar speed values ​​collected synchronously at different time points W ( k Adjustments are made to obtain the radar synchronization adjustment speed. W * ( k The speed is adjusted synchronously by the radar. W * ( k Adjust the parameters of the wheel / vehicle speed ratio adjustment model; terminals 1 and 3 are left floating, meaning the vehicle-mounted satellite positioning system speed is currently... U ( k If not used (or invalid), the parameters of the locomotive radar speed adjustment model are not tuned by external signals. The wheel / vehicle speed ratio adjustment model is based on the input locomotive wheel rotation speed. V 1( h )to V n ( h Locomotive radar speed W ( k The locomotive speed is adjusted and calculated, and then output to the total traction force upper limit module. V The inter-axle speed difference sent to the traction self-balancing distribution module y 11 to y n1 Wheelset speed change rate y 12 to y n2 The rate of change of creep sent to the idling traction control module x 12 to x n2 creep x 11 to x n1 . Figure 4 The combination switch SW1 in the diagram is an indicator switch, and its meaning is based on... X ( k The direction of signal flow is controlled by a program branching method, which is usually used in digital control.

[0128] In this embodiment of the locomotive speed adjustment system, the acquisition cycle of the locomotive wheel rotation speed acquisition unit is... T V The acquisition period of the vehicle-mounted satellite positioning system's speed acquisition unit is 32ms.T U The value is 1 second, and m equals 4. This is the output speed of the locomotive wheels. V 1( h )to V n ( h ) and locomotive radar speed W ( h When the locomotive wheel rotation speed is sampled using a pulse speed sensor (encoder), the jitter interference at the pulse edge and the high-frequency interference during pulse transmission are filtered out. If the locomotive wheel rotation speed and the locomotive radar speed directly output analog or digital quantities, low-pass filtering, smoothing filtering, Kalman filtering, and other filtering methods can be used individually or in combination to filter out high-frequency interference, random interference, white noise interference, etc. The vehicle-mounted satellite positioning system speed acquisition unit includes one or more GNSS (Global Navigation Satellite System) receiving terminals, such as GPS, BeiDou, Galileo, and GLONASS system receiving terminals, and a corresponding receiving and processing module. The receiving and processing module receives information such as the number of satellites currently calculating the position, ground velocity (vehicle-mounted satellite positioning system speed), and the validity of the positioning status from one or more receiving terminals. Alternatively, it may also receive information such as longitude, latitude, UTC time, and altitude from one or more receiving terminals and calculate the vehicle-mounted satellite positioning system speed accordingly. The technical means employed in the locomotive wheel rotation speed acquisition unit, locomotive radar speed acquisition unit, and vehicle-mounted satellite positioning system speed acquisition unit are conventional techniques in this field.

[0129] Figure 5 The flowchart illustrates the method for measuring and adjusting various locomotive speed-related quantities, such as wheelset creep, in the locomotive speed adjustment system. The iterative calculation cycle is the same as the acquisition cycle of the speed acquisition unit in the onboard satellite positioning system. The specific steps for each iterative calculation are as follows:

[0130] Step 1, read the first k During the next iteration (equivalent to) kT U Vehicle-mounted satellite positioning system data (at the sampling time), including vehicle-mounted satellite positioning system speed. U ( k Location status information X ( k );

[0131] Step 2, read the speed from the vehicle's onboard satellite positioning system. U ( kLocomotive radar speed collected synchronously at specific time points. W ( k Read the speed of the vehicle's satellite positioning system. U ( k Synchronous acquisition time points for axis 1 to axis 2 n Locomotive wheel rotation speed V j ( k (i.e., reading the speed of the vehicle's onboard satellite positioning system) U ( k Synchronous acquisition time points for axis 1 to axis 2 n Locomotive wheel rotation speed V 1( k )to V n ( k );

[0132] Step 3: Determine the speed of the vehicle-mounted satellite positioning system. U ( k Determine if the data is valid and count the number of consecutive valid occurrences to obtain the consecutive valid occurrence value. m 2. Determine whether satellite velocity synchronization tuning of the velocity adjustment model parameters can be performed; if it is determined that satellite velocity synchronization tuning of the velocity adjustment model parameters can be performed, proceed to step 4; if it is determined that satellite velocity synchronization tuning of the velocity adjustment model parameters cannot be performed, proceed to step 5.

[0133] Step 4, according to U ( k The wheel / vehicle speed ratio adjustment model parameters and the locomotive radar speed adjustment model parameters are set according to the formula.

[0134] (11)

[0135] Adjusting the current radar speed adjustment coefficient P W ( k ) and current axis 1 to axis n Wheel / vehicle speed ratio coefficient P j ( k According to the formula

[0136] (12)

[0137] Calculate the current radar synchronization adjustment speed W * ( k Proceed to step 6;

[0138] Step 5, calculate and adjust the parameters of the locomotive radar speed model (Example 1), that is, for... m0 points ( k -1, P W ( k -1) k -2, P W ( k -2), ... k - m 0, P W ( k - m 0)) Perform linear fitting to obtain the first-order fitted line for radar velocity adjustment, and take the point () on the first-order fitted line for radar velocity adjustment. k , P W * ( k The value on )) P W * ( k () represents the current radar speed adjustment coefficient. P W ( k ); Example m 0 equals 4, for 4 points ( k -1, P W ( k -1) k -2, P W ( k -2) k -3, P W ( k -3) k -4, P W ( k -4)) Perform linear fitting to obtain the first-order fitted line for radar speed adjustment. Calculate and adjust the locomotive radar speed model parameters in Example 2, according to formula...

[0139] (13)

[0140] Calculate the current radar speed adjustment factor P W ( k );

[0141] According to the formula

[0142] (14)

[0143] Calculate the current radar synchronization adjustment speed W * (k );according to W * ( k According to the formula

[0144] (15)

[0145] Adjust current axis 1 to axis n Wheel / vehicle speed ratio coefficient P j ( k Proceed to step 6;

[0146] Step 6: Calculate the speed-related quantities for each locomotive.

[0147] In step 3, the method for determining whether satellite velocity synchronization tuning of the rotation speed adjustment model parameters can be performed is based on positioning status information. X ( k The location status includes information such as whether the location is valid or invalid; when the location status information... X ( k )and X ( k If all the positioning states in -1) are valid positioning, then it is determined that the satellite velocity synchronization tuning can be performed on the velocity adjustment model parameters; otherwise, it is determined that the satellite velocity synchronization tuning cannot be performed on the velocity adjustment model parameters. X ( k -1) is the previous one according to Figure 5 When iterating the calculation of the locomotive speed adjustment method, that is... k -1. Step 1 reads the vehicle-mounted satellite positioning system data. At this time, when the positioning status information... X ( k When the positioning status in the data is invalid, the speed of the vehicle-mounted satellite positioning system is collected. U ( k Invalid; when location status information X ( k When the positioning status in the data is valid, the speed of the vehicle-mounted satellite positioning system is collected. U ( k )efficient.

[0148] In step 3, the method for determining whether satellite velocity synchronization tuning of the velocity adjustment model parameters can be performed, or the positioning status information, is used. X ( k The information includes whether the positioning status is valid or invalid, and the number of satellites currently calculating the position; when the positioning status information... X ( k )and X ( kThe location status in -1) is all valid location, and the location status information X ( k )and X ( k The number of satellites using the calculated positions in -1) is greater than or equal to 1. d If the satellite velocity is within a certain range, it is determined that the satellite velocity synchronization tuning of the velocity adjustment model parameters can be performed; otherwise, it is determined that the satellite velocity synchronization tuning of the velocity adjustment model parameters cannot be performed. In this embodiment, the vehicle-mounted satellite positioning system speed acquisition unit includes a GPS system receiving terminal and a corresponding receiving and processing module. d The value is 5. Typically, it is required that... d The value is greater than or equal to 4. At this time, when the location status information... X ( k The location status in the ) is invalid or X ( k The number of satellites using the position calculation in the process is less than d At that time, the speed of the vehicle-mounted satellite positioning system was collected. U ( k Invalid; when location status information X ( k The location status in ) is valid and X ( k The number of satellites using the position calculation in the system is greater than or equal to 1. d At that time, the speed of the vehicle-mounted satellite positioning system was collected. U ( k )efficient.

[0149] Steps 4-5 P j ( k ), for the current axis j The wheel / vehicle speed ratio coefficient, for example. P 1( k ) represents the current wheel / vehicle speed ratio coefficient for axle 1; i They are respectively equal to 1, 2, 3, ... m 0-1 P j ( k -1) P j ( k -2) P j ( k -3), ... P j ( k - m 0+1), respectively the first two. m The axle obtained during the iterative calculation of the locomotive speed adjustment method in the 0-1 implementationj Wheel / vehicle speed ratio coefficient; i They are respectively equal to 1, 2, 3, ... m time P j ( k -1) P j ( k -2) P j ( k -3), ... P j ( k - m ), respectively the first m The axle obtained during the iterative calculation of the locomotive speed adjustment method is then implemented. j The wheel / vehicle speed ratio coefficient. In step 4, i They are respectively equal to 1, 2, 3, ... m time U ( k -1) U ( k -2) U ( k -3), ... U ( k - m ), respectively the first m The speed of the vehicle-mounted satellite positioning system read during the next iteration calculation; i They are respectively equal to 1, 2, 3, ... m time W ( k -1) W ( k -2) W ( k -3), ... W ( k - m ), respectively the first m The locomotive radar speed, acquired at the synchronous acquisition time point, is read during the next iteration calculation. (Steps 4-5) P W ( k ), which is the current radar speed adjustment factor; i They are respectively equal to 1, 2, 3, ... m time P W ( k -1) P W ( k -2) P W ( k -3), ...P W ( k - m ), respectively the first m The radar velocity adjustment coefficient obtained during the next iteration calculation; i They are respectively equal to 1, 2, 3, ... m 0 o'clock P W ( k -1) P W ( k -2) P W ( k -3), ... P W ( k - m 0), respectively the first m The radar velocity adjustment coefficient obtained in the 0th iteration. In step 5, i They are respectively equal to 1, 2, 3, ... m 0-1 W * ( k -1) W * ( k -2) W * ( k -3), ... W * ( k - m 0+1), respectively the first two. m The radar synchronization adjustment speed obtained during the 0-1 iteration calculation is the radar synchronization adjustment speed calculated according to equations (12) and (14). In steps 4-5, i They are respectively equal to 1, 2, 3, ... m time V j ( k -1) V j ( k -2) V j ( k -3), ... V j ( k - m ), respectively the first m The speed of the vehicle's satellite positioning system is read during the next iteration of the calculation. U ( k The rotational speeds of the locomotive wheels on each axle were collected synchronously at specific time points. iThey are respectively equal to 1, 2, 3, ... m 0-1 V j ( k -1) V j ( k -2) V j ( k -3), ... V j ( k - m 0+1), respectively the first two. m During the 0th-1st iteration calculation, the locomotive wheel rotation speed is read from the vehicle-mounted satellite positioning system at the time point of speed synchronization acquisition. In step 5, i They are respectively equal to 1, 2, 3, ... m 0 o'clock m W ( k -1) m W ( k -2) m W ( k -3), ... m W ( k - m 0), for with P W ( k -1) P W ( k -2) P W ( k -3), ... P W ( k - m 0) The corresponding radar velocity weighting coefficients satisfy the equation

[0150] (16)

[0151] The relationship between them, from largest to smallest. m W ( k -1) m W ( k -2) m W ( k -3), ... m W ( k - m0) To retrieve values, for example, m When 0 equals 4, m W ( k -1) m W ( k -2) m W ( k -3) m W ( k -4) is equal to 0.4, 0.3, 0.2, 0.1 respectively, or equal to 0.55, 0.27, 0.13, 0.05 respectively, etc.

[0152] In step 4, m The value is compared with the value in step 3 to determine whether the speed collected by the vehicle-mounted satellite positioning system is valid and to count the number of consecutive valid values. m 2. Related, specifically, when m 2 less than m At 0 o'clock, m equal m 2-1; when m 2 greater than or equal to m At 0 o'clock, m equal m 0-1. For example, in the embodiment... m 0 equals 4, when the vehicle-mounted satellite positioning system speed acquisition unit outputs the vehicle-mounted satellite positioning system speed twice consecutively. U ( k When it is valid, m Equals 1; when the vehicle-mounted satellite positioning system speed acquisition unit outputs the vehicle-mounted satellite positioning system speed three times consecutively. U ( k When it is valid, m Equals 2; when the vehicle-mounted satellite positioning system speed acquisition unit outputs the vehicle-mounted satellite positioning system speed 4 or more times consecutively. U ( k When it is valid, m It equals 3. m 0 is an integer greater than or equal to 3.

[0153] Figure 6 This is a schematic diagram of the first-order fitted line for the radar velocity adjustment coefficient. Figure 6 In the middle, the four "+" dots from left to right represent points ( k -4, P W ( k -4)), ( k -3, P W ( k -3)), (k -2, P W ( k -2)), ( k -1, P W ( k -1)), the point "o" on the first-order fitting line of the radar velocity adjustment coefficient is point ( k , P W * ( k )). Figure 6 For illustrative purposes, the coefficient values ​​of the four "+" points are not actual data. To make the illustration clearer, the errors are intentionally marked as larger, and the slope of the first-order fitted line is also intentionally marked as larger.

[0154] In step 6, the relevant quantities for each locomotive speed include the locomotive speed. V Shaft 1 to shaft n creep x j1 Creep change rate x j2 Inter-shaft speed difference y j1 Locomotive wheel speed change rate y j2 Current locomotive speed V C ( h According to the formula

[0155] (17)

[0156] Perform calculations, calculation period and sampling period T V same. V j ( h ), V j ( k ), W ( h ), W ( k ), U ( k ), W * ( k ), V C ( h The unit of () is m / s; T V , T U The unit is seconds (s). Take the locomotive speed. V Current locomotive speedV C ( h Locomotive speed V The unit is km / h. After converting the unit m / s to km / h, the locomotive speed is... V The value is equal to V C ( h 3.6 times the value.

[0157] P j ( k This reflects the axis j The ratio of the locomotive wheelset speed to the locomotive speed, therefore, from axle 1 to axle... n creep x j1 It can be done according to the formula

[0158] (18)

[0159] Perform calculations, calculation period and sampling period T U Same. Or, according to the formula.

[0160] (19)

[0161] Calculate axis 1 to axis n Current creep x j1 ( h ), calculation period and sampling period T V Same, take axis j creep x j1 Equal to the current creep x j1 ( h ).

[0162] Shaft 1 to Shaft n rate of change of creep x j2 According to the formula

[0163] (20)

[0164] Perform calculations, calculation period and sampling period T U same. P j ( k -1) is the axle obtained from the previous iterative calculation using the locomotive speed adjustment method. j The wheel / vehicle speed ratio coefficient. Or, according to the formula...

[0165] (twenty one)

[0166] Calculate axis 1 to axis n Current rate of change of creep x j2 Calculation period and sampling period T V same. x j1 ( h -1) represents the previous sampling period. T V The shaft obtained when calculating the creep coefficient j The current creep.

[0167] The wheel / vehicle speed ratio adjustment model in the speed adjustment calculation unit receives data from shaft 1 to shaft 2. n Locomotive wheel rotation speed V 1( h )to V n ( h After that, V j ( h )of n Compare each value, that is, compare each value. V 1( h )to V n ( h )of n The values ​​are compared, and the minimum value is taken as the minimum rotational speed of the locomotive wheels. V 0( h ), shaft 1 to shaft n inter-shaft speed difference y j1 according to

[0168] (twenty two)

[0169] Perform calculations, calculation period and sampling period T V Same. As defined, the minimum rotational speed of the locomotive wheels... V 0( h The speed difference between the axes where the axis is located is 0.

[0170] Shaft 1 to Shaft n Locomotive wheel speed change rate y j2 According to the formula

[0171] (twenty three)

[0172] Perform calculations, calculation period and sampling periodT V same. V j ( h -1) represents the previous sampling period. T V The sampled axis j The rotational speed of the locomotive wheels.

[0173] The creep is calculated using equation (18). x j1 When using this method, it is recommended to simultaneously use equation (20) to calculate the rate of change of creep. x j2 The creep is calculated using equation (19). x j1 When doing so, it is recommended to use equation (21) to calculate the rate of change of creep. x j2 The steps in the locomotive speed adjustment method j The value ranges from 1 to n ,For example, V j ( k ( ) represents the rotational speed of the locomotive wheels. V 1( k )to V n ( k ); Shaft 1 to shaft n Wheel / vehicle speed ratio coefficient P j ( k ),as well as x j1 , x j2 , y j1 , y j2 Each is calculated (tuned) separately.

[0174] Figure 7 The flowchart illustrates a method for calculating the number of delay interval cycles in an embodiment of a locomotive speed adjustment system. The calculation cycle is the same as the acquisition cycle of the speed acquisition unit in the onboard satellite positioning system. Figure 5 The calculation can be performed before or after the iterative calculation. The specific method is as follows:

[0175] Step ①: Obtain the current time, i.e. k Time (i.e.) kT U locomotive acceleration change rate at sampling time β ( k );

[0176] Step ②: Determine whether the conditions for calculating the number of delay interval periods are met. The equation is satisfied.

[0177] (twenty four)

[0178] The relationship and the most recent consecutive m If the vehicle-mounted satellite positioning system speed is deemed valid in each test, proceed to step ③; otherwise, exit. m 1 is greater than or equal to 10. Acceleration change threshold. e The selection can be made based on the train's acceleration capability, combined with experiments. e The value can be found in to Choose from within the range of values. This represents the average acceleration of the locomotive during startup. In the embodiment, T U For 1 second, m 1 equals 20, and the average acceleration of a train from 0 to 200 meters can typically reach 0.4 m / s². 2 Then at this time e The value can be selected within the range of 0.4 to 2.4; for example, it can be set to... e It is 1.2. In equation (21), i When equal to 0 β ( k - i ), where is the rate of change of locomotive acceleration at the current moment. β ( k ); i When equal to 1 β ( k - i ), which is the locomotive acceleration change rate obtained in the previous calculation of the delay interval period (i.e., the iterative calculation of the wheel / vehicle speed ratio coefficient); and so on, i equal to 1 to m 1-1 β ( k - i ), respectively the first m The rate of change of locomotive acceleration obtained when calculating the number of hysteresis intervals in the first-to-last calculation. (Most recent consecutive...) m If the vehicle-mounted satellite positioning system speed is determined to be valid in each iteration, the vehicle speed collected in step 3 can be iteratively calculated using the locomotive speed adjustment method. U ( k Is it valid and count the number of consecutive valid values? m 2. When the consecutive valid count value m 2 greater than or equal to m When 1, then the nearest consecutive condition is satisfied. mThe vehicle-mounted satellite positioning system's speed is determined to be valid in one test; when the number of consecutive valid tests is [value missing]... m 2 less than m If 1, then the nearest consecutive condition is not met. m The vehicle-mounted satellite positioning system was deemed effective in all one instance. (Recent consecutive...) m If the vehicle's satellite positioning system speed is determined to be valid in one attempt, it can be re-determined in step ②. The method for determining whether the vehicle's satellite positioning system speed is valid is as follows: when the positioning status information... X ( k When the positioning status in the information is invalid, the vehicle-mounted satellite positioning system speed is invalid; when the positioning status information is invalid... X ( k The vehicle's satellite positioning system speed is valid when the positioning status is valid. Another method to determine whether the vehicle's satellite positioning system speed is valid is to check the positioning status information. X ( k The location status in the ) is invalid or X ( k The number of satellites using the position calculation in the process is less than d At this time, the vehicle-mounted satellite positioning system speed is invalid; when positioning status information... X ( k The location status in ) is valid and X ( k The number of satellites using the position calculation in the system is greater than or equal to 1. d At that time, the vehicle-mounted satellite positioning system was effective.

[0179] Step ③: Obtain the number of delay intervals. t The method is to set the parameter to be optimized as the number of delay intervals. t * Radar speed ratio coefficient p W * ; t * The value of is selected within the range that ensures the delay interval is no greater than 2 seconds, i.e., greater than 0 and less than 2 / . T V Integer; in the example, T V This equals 32ms, or 0.032s; 2 / T V It equals 62.5, therefore t * The value range is greater than 0 and less than or equal to 62. p W * The value range is greater than or equal to 0.8 and less than or equal to 1.2. The parameter to be optimized... p W* Only used in this optimization process. The number of delay interval periods is t * At that time, and U ( k - i The corresponding synchronous acquisition time point for the locomotive radar speed is W * ( k - i The locomotive wheel rotation speeds of each axle were collected synchronously at specific time points. V j ( k - i The objective function for minimizing the value is...

[0180] (25)

[0181] Optimization can employ various algorithms such as genetic algorithms and particle swarm optimization to find the optimal (minimum) value. Q Number of delay intervals t * Number of delay intervals t .

[0182] In step ①, obtain kT U Locomotive acceleration change rate at sampling time β ( k The method is to follow the formula.

[0183] (26)

[0184] Calculations are performed, in which, α ( k () represents the currently collected locomotive acceleration. α ( k -1) is the locomotive acceleration from the previous data collection. In this example, the currently collected locomotive acceleration... α ( k According to the formula

[0185] (27)

[0186] Calculations are performed, in which, U ( k ( ) represents the current speed collected by the vehicle's satellite positioning system. U ( k -1) represents the speed of the vehicle's satellite positioning system in the previous data collection. (Locomotive acceleration) α ( k An accelerometer can also be used for measurement and data acquisition. α ( kThe unit is m / s 2 ; β ( k The unit is m / s 3 .

[0187] Figure 8 This diagram illustrates the speed acquisition hysteresis, locomotive acceleration, and rate of change of locomotive acceleration in a vehicle-mounted satellite positioning system. V 1( t ) for V 1( h The rotational speed of the locomotive wheels on axle 1 after continuous conversion. W ( t ) for W ( h The speed of the locomotive radar after continuous conversion U ( t ) for U ( k The speed of the continuous vehicle-mounted satellite positioning system; T τ The lag time between the vehicle-mounted satellite positioning system's speed acquisition time and the locomotive wheel rotation speed acquisition time; point k -7 to k For each sampling time of the vehicle-mounted satellite positioning system speed ( k -7) T U to kT U ; α ( k ), β ( k ( ) represent locomotive acceleration and locomotive acceleration rate of change, respectively.

[0188] Figure 9 This is a schematic diagram showing the time points for synchronous acquisition of locomotive radar speed for the vehicle-mounted satellite positioning system. U ( k The sampling time at which ) is located (i.e. kT U (This refers to the current moment when the locomotive speed adjustment system performs iterative calculations to implement the locomotive speed adjustment method.) W ( h - t ), W ( h - t +1), ... W ( h -3) W ( h -2) W ( h -1) W (h The sampling times, such as those for the locomotive radar speed, are the sampling times for each sample. W ( h The time at which ) is located is its sampling time. hT V Due to ionospheric delay and other factors, the acquisition of locomotive speed (including speed from the onboard satellite positioning system and speed from the locomotive radar) and the rotational speed of each axle of the locomotive is delayed compared to the acquisition of locomotive wheel rotational speed and locomotive radar speed at the same moment. The time lag is [value missing]. T τ Number of delay intervals t The data acquisition period is relative to the locomotive wheel rotation speed. T V The number of cycles, i.e., the number of delay interval cycles. t It is the time lag between the acquisition time of the vehicle-mounted satellite positioning system and the acquisition time of the locomotive wheel rotation speed and locomotive radar speed, which is converted into the acquisition period. T V Multiple values. Figure 9 middle, W ( h - t The sampling time at which () h - t ) T V The speed of the defined vehicle-mounted satellite positioning system U ( k The locomotive radar speed was collected at the synchronous acquisition time point. W ( h - t )for W ( k Specifically, the speed of the vehicle-mounted satellite positioning system. U ( k The first sampling time before t The locomotive radar speed acquisition time, which is also the locomotive wheel rotation speed acquisition time, is the speed of the onboard satellite positioning system. U ( k Synchronous acquisition time point. The acquisition period and time of the locomotive radar speed and the locomotive wheel rotation speed are the same, and the mutual delay between the two is negligible. Therefore, the locomotive radar speed... W ( h - t ), W ( h - t +1), ... W ( h -3) W ( h-2) W ( h -1) W ( h The sampling times are respectively related to the locomotive wheel rotation speeds of each axle. V j ( h - t ), V j ( h - t +1), ... V j ( h -3) V j ( h -2) V j ( h -1) V j ( h The sampling times are the same. V j ( h - t The sampling time at which () h - t ) T V Also W ( h - t At the sampling time, the locomotive wheel rotation speed of each axle collected at that point is... V j ( h - t )for V j ( k ).

[0189] Similarly, with Figure 9 For example, when performing delay interval cycles... t During optimization calculations, if t * If it equals 1, then W ( h -1) The sampling point is its corresponding synchronous acquisition time point. V j * ( k )equal V j ( h -1), W * ( k )equal W ( h -1); if t * If it equals 2, then V j ( h -2) The sampling point is its corresponding synchronous acquisition time point. V j * ( k )equal V j ( h -2), W * ( k )equal W ( h -2); and so on. It's important to note that, for example... t * Equals 1, V j * ( k )equal V j ( h -1), and V j * ( k -1) is not V j ( h -2); In the embodiment, the vehicle-mounted satellite positioning system samples the speed once, and the locomotive wheel rotation speed is sampled an average of 31.25 times. Therefore, if t * Equals 1, V j * ( k )equal V j ( h -1), then V j * ( k -1) might be V j ( h -32), or V j ( h -33).

[0190] In the aforementioned locomotive speed adjustment system, when satellite positioning speed measurement is effective, the parameters of the wheel / vehicle speed ratio adjustment model and the locomotive radar speed adjustment model are adjusted and calculated using the satellite positioning speed measurement data. When satellite positioning speed measurement is ineffective, new locomotive radar speed adjustment model parameters are calculated from the previously adjusted locomotive radar speed adjustment model parameters according to a given expression or by using a first-order fitting straight line method. The adjusted radar speed adjustment model parameters are then used to adjust and calculate the wheel / vehicle speed ratio adjustment model parameters. Finally, based on the wheel / vehicle speed ratio adjustment model, the locomotive speed and various locomotive speed-related quantities, such as the rate of change of creep of each axle, creep, rate of change of speed of locomotive wheelsets, and speed difference between axles, are calculated. This method combines the advantages of high accuracy of satellite positioning speed measurement and good real-time performance of radar speed measurement, as well as its ability to operate normally for long periods, thus improving the accuracy and reliability of measuring various locomotive speed-related quantities. The locomotive speed adjustment method also uses the method of determining whether the locomotive is in a speed change state. If it is in a speed change state, the information obtained from radar speed measurement, satellite positioning speed measurement, and locomotive wheelset speed measurement after the locomotive speed change is collected. The satellite positioning data transmission time, i.e. the number of delay intervals, is optimized to obtain the accurate real-time satellite positioning data transmission delay time (i.e. the number of delay intervals). This further ensures the accuracy and reliability of the speed data calculated by the aforementioned locomotive speed adjustment method.

Claims

1. A method for measuring and adjusting the creep of wheelsets of a multi-axle electric locomotive, characterized in that, The shaft 1 to the shaft 4 are obtained by iterative calculation n x j1 The iterative calculation period is T U j The value of the shaft 1 to the shaft 4 is 1 to n The iterative calculation method is:​​ Step 1, read the first k The speed of the vehicle-mounted satellite positioning system during the next iteration calculation U ( k Location status information X ( k ); Step 2, read the speed from the vehicle's onboard satellite positioning system. U ( k Locomotive radar speed collected synchronously at specific time points. W ( k ) and shaft 1 to shaft n Locomotive wheel rotation speed V j ( k ); Step 3, determine the speed U of the vehicle-mounted satellite positioning system. k Determine if the data is valid and count the number of consecutive valid occurrences to obtain the consecutive valid occurrence value. m 2. Determine whether satellite velocity synchronization tuning of the velocity adjustment model parameters can be performed; if it is determined that satellite velocity synchronization tuning of the velocity adjustment model parameters can be performed, proceed to step 4; if it is determined that satellite velocity synchronization tuning of the velocity adjustment model parameters cannot be performed, proceed to step 5. Step 4, according to the formula Adjusting the current radar speed adjustment coefficient P W ( k ) and current axis 1 to axis n Wheel / vehicle speed ratio coefficient P j ( k ); m During the value and iterative calculation process, the speed of the vehicle-mounted satellite positioning system is determined. U ( k Whether it is valid and the number of consecutive valid values ​​are related. m 2 less than m At 0 o'clock, m equal m 2-1; when m 2 greater than or equal to m At 0 o'clock, m equal m 0-1; m 0 is an integer greater than or equal to 3; i Equals 1, 2, 3, ... m , respectively corresponding to the previous m The iteration calculation is performed according to the formula. Calculate the current radar synchronization adjustment speed W * ( k Proceed to step 6; Step 5, according to the formula Calculate the current radar speed adjustment factor P W ( k Radar velocity weighting coefficient μ W ( k -i) Satisfies the formula The relationship between them; from largest to smallest, respectively. μ W ( k -1) μ W ( k -2) μ W ( k -3), ... μ W ( k - m 0) is used to obtain values; according to the formula Calculate the current radar synchronization adjustment speed W * ( k According to the formula Adjust current axis 1 to axis n Wheel / vehicle speed ratio coefficient P j ( k Proceed to step 6; Step 6, according to the formula Calculate axis 1 to axis n creep x j1 According to the formula Calculate axis 1 to axis n rate of change of creep x j2 .

2. The method for measuring and adjusting the creep of wheelsets of a multi-axle electric locomotive as described in claim 1, characterized in that, Vehicle-mounted satellite positioning system speed U ( k and location status information X ( k The collection cycle is T U Locomotive radar speed W ( h and locomotive wheel rotation speed V j ( h The collection cycle is T V , T U Greater than T V Vehicle-mounted satellite positioning system speed U ( k The first sampling time before τ The speed data collected by the vehicle's radar is the speed of the onboard satellite positioning system. U ( k Synchronous data collection time points, τ It is the number of hysteresis intervals; the number of hysteresis intervals τ It is the time lag between the acquisition time of the vehicle-mounted satellite positioning system and the acquisition time of the locomotive wheel rotation speed and locomotive radar speed, which is converted into the acquisition period. T V Multiple; Locomotive wheel rotation speed V j ( h - τ ( ) represents the rotational speed of the locomotive wheels. V j ( k Locomotive radar speed W ( h - τ ( ) represents the speed of the locomotive radar. W ( k ); h This is the number of sampling counts. W ( h )and V j ( h The sampling time at which ) is hT V , W ( h - τ )and V j ( h - τ The sampling time at which ) is located is ( h - τ ) T V 。 3. The method for measuring and adjusting the creep of wheelsets of a multi-axle electric locomotive as described in claim 2, characterized in that, Shaft 1 to Shaft n creep x j1 and creep change rate x j2 Used to realize shaft 1 to shaft n Idle traction control; The process of achieving idling traction control is as follows: Process I, the process of decreasing traction force during idling; from the risk value of idling E j Starting from a value greater than or equal to 1 and continuously increasing, up to the idling risk value. E j The cycle ends when it changes from continuous increase to starting to decrease; axis j Idle traction control ratio Φ j With the reduction slope d jd Decrease; at the end of process I Φ j Value is the minimum maintenance value Φ jL ; Process II, maintenance of minimum traction force during idling; Starting from the end of process I, the risk value of idle time E j The idling traction control module will control the traction force when the value decreases to less than 1. Φ j equal to minimum maintenance value Φ jL ; Process III, the process of restoring traction during idling; Starting from the end of Process II, control Φ j To restore the slope d ju Increase, until Φ j The process ends when the value increases to equal 1. Idle risk value E j According to the formula Calculations are performed, in which, θ 1 represents the creep threshold; x j2 as axis j The rate of change of creep, θ 2 is the threshold for the rate of change of creep; γ1 and γ2 are nonlinear weighted exponential factors, and γ1≥10 and γ2≥10.

4. The method for measuring and adjusting the creep of wheelsets of a multi-axle electric locomotive as described in claim 3, characterized in that, unloading slope d jd The size is determined by the axis j Creep unloading factor e j Control, according to formula Calculate the creep unloading factor e j Where γ0 is the creep unloading control factor, and 1≤γ0≤2; unloading slope d jd According to the formula Calculations are performed, in which, d H This is the upper limit of the load reduction slope. d L This is the lower limit of the load reduction slope; e m The creep unloading factor limit is given, and there is... .

5. The method for measuring and adjusting the creep of wheelsets of a multi-axle electric locomotive as described in claim 4, characterized in that, According to the formula Calculate the current locomotive speed V C ( h Take the locomotive speed. V Current locomotive speed V C ( h According to the formula The calculated adhesion coefficient is obtained. μ k , a 1. a 2. a 3. a 4. a 5 represents the parameters in the empirical formula for calculating the adhesion coefficient; according to the formula... The upper limit of the total traction force of the locomotive is set, among which... F It refers to the total traction force of the locomotive before the upper limit and width control, and the locomotive speed. V ; F 1 represents the total traction force of the locomotive after the upper limit and amplitude control. P Z This is the total axle load, from axle 1 to axle 2. n The sum of the wheel loads.

6. The method for measuring and adjusting the creep of wheelsets of a multi-axle electric locomotive as described in claim 5, characterized in that, Also includes based on axis 1 to axis n The speed difference between axles, the rate of change of wheelset speed, and the wheel load are measured from axle 1 to axle 2. n The locomotive traction force distribution method is as follows: Calculation axis j Traction distribution factor c j ; in, y j1 as axis j The inter-shaft velocity difference, where φ1 is the inter-shaft velocity difference threshold. y j2 as axis j The rate of change of wheelset speed, where φ2 is the threshold for the rate of change of wheelset speed; γ C To assign an adjustment factor, the value range is 0.5 < γ C <1; the value of φ1 ranges from 0.05 m / s to 0.4 m / s; the value of φ2 ranges from 0.003 km / s. 2 ~0.03km / s 2 Between; according to the formula Calculation axis j Allocation weight value b j ; where γ F γ is a nonlinear adjustment coefficient. F The range of values ​​for is such that 0.85 ≤ γ F ≤1.5; According to the formula Distribute the locomotive's traction force, among which... F j2 To assign to the axis j The locomotive traction, P j as axis j Wheel load, P l as axis l Wheel load, b l as axis l The assigned weight values.

7. The method for measuring and adjusting the creep of wheelsets of a multi-axle electric locomotive as described in claim 6, characterized in that, right V j ( h )of n The values ​​are compared, and the minimum value is taken as the minimum rotational speed of the locomotive wheels. V 0( h ), shaft 1 to shaft n inter-shaft speed difference y j1 according to Perform calculations; from axis 1 to axis n Locomotive wheel speed change rate y j2 According to the formula Perform calculations; V j ( h -1) represents the previous sampling period. T V The sampled axis j The rotational speed of the locomotive wheels.

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