A rack railway transition section entry tooth method, control system and medium

Abstract

The present application relates to the technical field of rail transit rack railway, and particularly relates to a rack railway transition section entry method, a control system and a medium, comprising the following steps: S1, monitoring train driving information received by a train; the train driving information comprises a wheel linear speed, a wheel driving speed and a rotation angle of a bogie gear; a driving device is controlled according to the wheel linear speed, the angular speed of the bogie gear is adjusted, the linear speed of the bogie gear is matched with the wheel linear speed; S2, after the linear speed of the bogie gear is matched with the wheel linear speed, real-time position information of the train driving is monitored; a preset meshing posture point is obtained according to the real-time position information, the wheel linear speed and the rotation angle of the bogie gear; wherein the meshing posture point is a point position of the gear in the meshing posture; S3, distance information of the train driving from the meshing posture point to a rack section is obtained based on the meshing posture point, the gear is controlled to adjust the posture according to the distance information, and the entry of the gear into the rack section is kept.

Description

Technical Field

[0001] This invention relates to the field of rack and pinion railway technology, and particularly to a method for inserting the rack and pinion into the transition section of a rack and pinion railway, a control system, and a medium. Background Technology

[0002] Mountain rack rail transit, as a new type of rail transit, has broad application prospects in tourist attractions. It has attracted much attention due to its strong climbing ability. Traditional trains need to add other auxiliary mechanical devices at the rack rail to transition from wheel rail to rack rail, and require strict control of the train speed during the transition phase to achieve correct meshing between the gear and the rack rail. However, the added auxiliary mechanical devices make the train structure more complex, leading to increased maintenance difficulty and cost, and cannot guarantee that the gear and rack rail will mesh when the train is running at a constant speed. Summary of the Invention

[0003] The purpose of this invention is to overcome the limitations of existing technologies in ensuring gear and rack engagement when the train is traveling at a constant speed, and to provide a method, control system, and medium for gear engagement in the transition section of a rack railway.

[0004] In a first aspect, the present invention provides a method for entering the gear in a transition section of a rack railway, the method being used for a train to enter the gear from a wheel-rail section, comprising the following steps:

[0005] S1. Monitor train driving information; the train driving information includes wheel linear velocity, wheel drive speed, and bogie gear rotation angle; control the drive device according to the wheel linear velocity, adjust the angular velocity of the bogie gear, so that the linear velocity of the bogie gear matches the wheel linear velocity.

[0006] S2. Preset the meshing attitude point based on the real-time position information of the train, the linear velocity of the wheels, and the rotation angle of the bogie gear; wherein, the meshing attitude point is the position of the gear when it is in the meshing attitude.

[0007] S3. Based on the meshing attitude point, obtain the distance information of the train from the meshing attitude point to the toothed rail section, and control each bogie gear to adjust its attitude according to the distance information to ensure that the gear can engage when it enters the toothed rail section.

[0008] During steps S1 to S2, the linear velocity of the wheel is matched with the linear velocity of the bogie gear.

[0009] This invention relates to a method for bogie gear engagement in a transition section of a rack railway. This method collects train travel information from the wheel-rail section to the rack section and adjusts the linear velocity of the bogie gear to match the wheel's linear velocity, ensuring a smoother engagement of the train in the rack section. Subsequently, real-time train position information is collected to derive the train's engagement posture point during travel. The distance from this engagement posture point to the rack section is then obtained, allowing the train to adjust the bogie gear's posture within a specified distance, ensuring a stable and safe transition in the rack section.

[0010] Preferably, in step S1, after the linear velocity of the bogie gear is adjusted to match the linear velocity of the wheel, the drive device is controlled to adjust the angular acceleration of the bogie gear so that the angular velocity of the bogie gear remains constant.

[0011] The effect of this scheme is to ensure that the linear velocity of the bogie gears is the same as that of the wheels, and then no more angular acceleration is applied to the gears, so that the linear velocity of the bogie gears is always the same as that of the wheels during the train's operation.

[0012] Preferably, the specific process of obtaining the distance information from the meshing attitude point to the toothed track segment in step S3 is as follows:

[0013] S31. Once the linear speed of the train wheels matches the linear speed of the bogie gears, the train continues to travel and its real-time position information is continuously monitored.

[0014] A mathematical model is established based on real-time location information, train speed, and the rotation angle of bogie gears to calculate the meshing attitude point.

[0015] S32. After presetting the meshing posture point through the mathematical model, calculate the distance between the meshing posture point and the toothed track section based on the real-time position of the meshing posture point.

[0016] S33. Adjust the rotational speed of the bogie gears according to the distance between the meshing point and the toothed rail section;

[0017] Preferably, the mathematical model for the preset engagement attitude point is:

[0018]

[0019] θ(T+ΔT)=θ(q);

[0020]

[0021] In the formula: point q is located on the pitch circle of the gear and is a randomly selected point representing the attitude of the bogie gear when it meshes with the gear rail; (x q y q): represents the position of point q in the Cartesian coordinate system, x represents the abscissa, and y represents the ordinate; θ(q): represents the angle rotated by the bogie gear at the engagement position; ΔT: represents the additional time for the bogie gear to reach the engagement position; D: represents the distance the train travels to the engagement position after the wheel linear velocity matches the bogie gear linear velocity; T is the total rotation time of the wheel between the first and second transponders; w2(t) is the rotational speed of the bogie gear; w1(t) is the wheel rotational speed; r is the pitch circle radius of the bogie gear; θ ij This represents the real-time information on the rotation angle of the bogie gears, where i represents the i-th bogie gear and j represents the measured data of each bogie gear at the j-th measured point.

[0022] Preferably, step S32 is as follows:

[0023] Φ = L1 - D;

[0024] In the formula: Φ is the distance between the meshing posture point and the toothed track segment;

[0025] L1 is the distance the train travels to the meshing point after the linear speed of the wheels matches the linear speed of the bogie gears.

[0026] Preferably, a Kalman filter algorithm is introduced in steps S1 and S2 to obtain corrected data, and the train driving information and the real-time position information are adjusted according to the corrected data.

[0027] Preferably, the corrected data obtained based on the Kalman filter algorithm includes state corrected data and observation corrected data, as follows:

[0028] State correction data: x k =Ax k-1 +Bu k +ω k ;

[0029] Observe and correct the data: y k =Cx k +v k ;

[0030] In the formula: x k x is a state variable; k-1 The value of the current state variable at the previous moment; u k ω is the input quantity; k A represents environmental impact variables; B represents the state transition matrix; and C represents the control matrix. k For observation; v k To observe noise.

[0031] In a second aspect, the present invention provides a gear train transition section gear entry control system for performing the above-described method;

[0032] The system includes a first transponder, a second transponder, a meshing section transponder, a front transponder antenna, a displacement scanning sensor, a speed sensor, and an angle sensor;

[0033] First transponder: used to detect the train's position and control the linear velocity changes of the bogie gears;

[0034] Second transponder: used to detect the matching between the linear velocity of the wheel and the linear velocity of the bogie gear;

[0035] Front transponder antenna: used for communication with the first and second transponders;

[0036] Meshing section transponder: used to detect the distance information between the wheel and the toothed rail section;

[0037] Displacement scanning sensor: used to monitor the real-time position information of the train;

[0038] Angle sensor: Used to monitor the rotation angle information of the bogie gears;

[0039] Speed ​​sensor: Used to monitor train speed information.

[0040] Preferably, the front transponder antenna is located at the front of the train and is used to receive signals from the first transponder, the second transponder, and the engagement section transponder.

[0041] The first transponder is installed between the rails on which the train travels. The first transponder is positioned close to the starting point of the train. When the train passes the first transponder, the antenna of the front transponder communicates with the first transponder. At this time, the train adjusts the gear engagement speed and starts the speed sensor and angle sensor to collect information.

[0042] The engagement section transponder is located near the engagement point. When the train travels to the engagement section transponder, the control system adjusts the rotational speed of the bogie gear to match the train speed and engagement posture, thereby ensuring that the gear rail and the train gear mesh smoothly at normal speed.

[0043] The second transponder is disposed between the first transponder and the engagement section transponder, and is used to provide train position and status data.

[0044] Preferably, the displacement scanning sensor is located on the train and is used to scan the distance between the second transponder and the foremost gear of the train in real time during the train's operation.

[0045] In a third aspect, the present invention provides a computer-readable medium having stored thereon instructions executable by a processor, which, when executed by the processor, cause the processor to perform the aforementioned method for toothing a transition section of a rack railway.

[0046] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0047] 1. This invention relates to a method for bogie gear engagement in a transition section of a rack railway. This method collects train travel information during the transition from the wheel-rail section to the rack section and adjusts the linear velocity of the bogie gear to be the same as the wheel linear velocity, ensuring a smoother transition of the train into the rack section. Subsequently, real-time position information of the train is collected to derive the engagement posture point of the train during travel. The distance from the engagement posture point to the rack section is obtained through the engagement posture point, enabling the train to adjust the attitude of the bogie gear within a specified distance, ensuring that the train can maintain stability and safety during the transition of the rack section. Attached image description:

[0048] Figure 1 A schematic diagram showing the layout of transponders along the railway track.

[0049] Figure 2 This is a schematic diagram of the engagement attitude point;

[0050] Figure 3 This is a flowchart of the tooth insertion method of the present invention;

[0051] Figure 4 The present invention introduces an excitation diagram for the Kalman filter algorithm.

[0052] The markings in the diagram are: 1-first transponder; 2-second transponder; 3-meshing section transponder; 4-meshing attitude point. Detailed Implementation

[0053] The present invention will be further described in detail below with reference to experimental examples and specific embodiments. However, this should not be construed as limiting the scope of the above-mentioned subject matter of the present invention to the following embodiments; all technologies implemented based on the content of the present invention fall within the scope of the present invention.

[0054] Unless otherwise specified, the use of terms such as "upper," "lower," "left," "right," "center," "inner," and "outer" to indicate orientation or positional relationships in the description of specific embodiments of the present invention is based on the orientation or positional relationships shown in the accompanying drawings, or the orientation or positional relationship in which the product / equipment / device is typically placed during use. These terms are merely for the purpose of facilitating the description of the present invention or simplifying the description in specific embodiments, enabling those skilled in the art to quickly understand the solution, and do not indicate or imply that a particular device / component / element must have a specific orientation, or be constructed and operated in a specific positional relationship. Therefore, they should not be construed as limitations on the present invention.

[0055] Furthermore, the use of terms such as "horizontal," "vertical," "suspended," and "parallel" does not imply that the corresponding device / component / element must be absolutely horizontal, vertical, suspended, or parallel, but rather that it can be slightly tilted or have a deviation. For example, "horizontal" merely means that its direction is more horizontal relative to "vertical," not that the structure must be completely horizontal, but that it can be slightly tilted. Alternatively, it can be simplified to mean that the corresponding device / component / element, when set in a "horizontal," "vertical," "suspended," or "parallel" direction, can have an error / deviation of ±10% relative to the corresponding direction, more preferably within ±8%, more preferably within ±6%, more preferably within ±5%, and more preferably within ±4%. As long as the corresponding device / component / element is within the error / deviation range, it can still achieve its function in the present invention.

[0056] Furthermore, the use of terms such as "first," "second," and "third" in terminology is merely for distinguishing descriptions of identical or similar components and should not be interpreted as emphasizing or implying the relative importance of a particular component.

[0057] Furthermore, in the description of the embodiments of the present invention, "several", "more than", and "a number of" represent at least two. The number can be any number, such as 2, 3, 4, 5, 6, 7, 8, or 9, and can even exceed nine.

[0058] Furthermore, in the description of the technical solution of this invention, unless otherwise explicitly specified / limited / restricted, the terms "set up," "install," "connect," "link," "provided with," "laid out," and "arranged" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to common connection methods in the art, such as welding, riveting, bolting, and threaded connections. Such connections can be mechanical, electrical, or communication connections; they can be direct connections or indirect connections through an intermediate medium; and they can refer to the internal communication between two components.

[0059] Example 1

[0060] like Figures 1-3 As shown, the present invention provides a method for tooth insertion into the transition section of a rack railway, comprising the following steps:

[0061] S1. Monitor the train's travel information received by the train; the train travel information includes the train's speed, wheel drive speed, and the rotation angle of the bogie gears;

[0062] S2. Control the drive device according to the wheel drive speed, and adjust the angular velocity of the bogie gear so that the linear velocity of the bogie gear matches the linear velocity of the wheel.

[0063] S3. After the linear speed is matched, monitor the real-time position information of the train. Based on the real-time position information, the train speed and the rotation angle of the bogie gear, preset the meshing attitude point 4. The meshing attitude point 4 is the position where the gear is in the best meshing attitude when the train is traveling to the toothed rail section.

[0064] S4. Based on the meshing posture point 4, obtain the distance information of the train traveling from the meshing posture point 4 to the toothed rail section, and control the gear to adjust the posture according to the distance information to keep the gear in the best meshing posture for tooth engagement.

[0065] When the train reaches engagement posture point 4, the bogie gear can mesh with the toothed rail section (that is, the bogie gear at engagement posture point 4 is the same as the bogie gear and toothed rail section when they mesh into the toothed rail).

[0066] Example 2

[0067] This embodiment 2 is a specific implementation of the tooth insertion method for the transition section of a rack railway in embodiment 1:

[0068] S21. When the train reaches the first transponder 1, the front transponder antenna receives a signal through the first transponder 1. The signal is fed back to the drive device to drive the bogie gear to rotate. The train collects the wheel linear speed and controls the drive device to apply driving force to the bogie gear through the wheel linear speed.

[0069] During the process of the train moving toward the first transponder 1, the drive device of the bogie gear is in an unresponsive state, and the bogie gear is in a stationary state.

[0070] S22. When the train reaches the second transponder 2, the antenna of the front transponder communicates with the second transponder 2 to monitor the linear velocity of the bogie gears and ensure that the linear velocity of the bogie gears matches the linear velocity of the wheels.

[0071] S23. The train continues to travel after reaching the second transponder 2, and the distance between the frontmost wheel of the train and the second transponder 2 is obtained by real-time collection of the train's position information through the displacement scanning sensor; and a mathematical model is constructed based on the train speed and the rotation angle of the bogie gear in the train travel information, and the meshing attitude point 4 is calculated through the mathematical model, and the meshing attitude point 4 is used to ensure that the bogie gear is in the meshing position when it reaches the toothed rail section.

[0072] S24. Subsequently, when the train reaches the engagement section transponder, the head transponder antenna communicates with the engagement section transponder. The drive unit adjusts the rotational speed of the bogie gear according to the data collected from S21 to S23 to ensure that the linear speed of the bogie gear is the same as the linear speed of the wheel and that the bogie gear enters the toothed rail section in an engagement posture, so as to realize the engagement of the bogie gear and the toothed rail without changing the speed of the train.

[0073] Furthermore, in S24, the rotational speed of the bogie gear is adjusted by controlling the angular acceleration of the bogie gear through the drive device, so that the angular acceleration of the bogie gear remains stable after matching, and no additional driving force is applied, thus ensuring the stability of the bogie gear when the train travels to the meshing section.

[0074] Furthermore, engagement attitude point 4 refers to the bogie gear rotating to the engagement attitude after the train passes the second transponder 2, and this engagement attitude is the attitude in which the bogie gear meshes with the gear.

[0075] In one or more embodiments, the process of adjusting the linear velocity of the bogie gear in steps S21 and S22 is as follows: After the front transponder antenna communicates with the first transponder 1, the train speed and the rotation angle of the bogie gear are collected in real time through angle and speed sensors. Based on the collected information, the drive device is controlled to apply driving force to the bogie gear. After the front transponder antenna communicates with the second transponder 2, the drive device stops applying driving force to the bogie gear. At this time, the linear velocity of the bogie gear is the same as the linear velocity of the wheel, and a mathematical model can be constructed:

[0076] v1(t) = w1(t).R;

[0077]

[0078] v2(t) = w2(t).r;

[0079] v1(t) = v2(t);

[0080]

[0081] In the formula: v1(t) is the linear velocity of the wheel; w1(t) is the wheel rotational speed; R is the wheel radius; w2(t) is the rotational speed of the bogie gear; a(t) is the angular acceleration of the bogie gear; v2(t) is the linear velocity of the bogie gear; r is the pitch circle radius of the bogie gear; T is the total rotation time of the wheel between the first transponder 1 and the second transponder 2; d is the distance between the first transponder 1 and the second transponder 2.

[0082] Since the first transponder 1 and the second transponder 2 are preset, i.e., d (the distance between the first transponder 1 and the second transponder 2) is known, it can be seen from the above formula that when the train travels from the first transponder 1 to the second transponder 2, by controlling a(t), the matching of v1(t) (the linear speed of the wheel) and v2(t) (the linear speed of the bogie gear) can be achieved.

[0083] In one or more embodiments, after the train enters the second transponder 2, the distance between the foremost wheel of the train and the second transponder 2 is obtained through a displacement scanning sensor; the obtained distance information (the distance between the foremost wheel of the train and the second transponder 2) is combined with the train's travel information to establish a mathematical model, obtain the distance traveled by the train when the bogie gears are in a meshing posture, and derive the meshing posture point 4. The specific process is as follows:

[0084]

[0085] θ(T+ΔT)=θ(q);

[0086]

[0087] In the formula: point q is located on the pitch circle of the gear and is a randomly selected point representing the attitude of the bogie gear when it meshes with the gear rail; (x q y q ): represents the position of point q in the Cartesian coordinate system, x represents the abscissa, and y represents the ordinate; θ(q): represents the angle rotated by the bogie gear at the engagement position; ΔT: represents the additional time for the bogie gear to reach the engagement position; D: represents the distance the train travels to the engagement position after the wheel linear velocity matches the bogie gear linear velocity; T is the total rotation time of the wheel between the first and second transponders; w2(t) is the rotational speed of the bogie gear; w1(t) is the wheel rotational speed; r is the pitch circle radius of the bogie gear; θ ij This refers to the real-time information on the rotation angle of the bogie gears, where i represents the i-th bogie gear and j represents the measured data of each bogie gear at the j-th measured point.

[0088] Known Substitute The distance between engagement attitude point 4 and the second transponder 2 can be calculated, thereby determining engagement attitude point 4;

[0089] Furthermore, after obtaining the distance between the meshing attitude point 4 and the second transponder 2, the distance from the meshing attitude point 4 to the meshing section transponder 3 can be deduced. Thus, the distance from the meshing attitude point 4 to the meshing section transponder 3 with the gear in the optimal meshing attitude can be determined. The specific process is as follows:

[0090] Φ = L1 - D;

[0091] In the formula: Φ is the distance between the meshing attitude point 4 and the meshing section transponder 3; L1 is the distance the train travels to the meshing point after the wheel linear velocity matches the bogie gear linear velocity; D represents the distance the train travels to the meshing attitude point after the wheel linear velocity matches the bogie gear linear velocity.

[0092] Furthermore, when the train reaches the engagement section transponder 3, the head transponder antenna communicates with the engagement section transponder 3. Based on the distance between the engagement position point 4 and the engagement section transponder 3, the rotational speed of the bogie gear is adjusted so that the train speed matches the optimal engagement position of the gear, ensuring that the train smoothly engages the gear without changing speed.

[0093] Example 3

[0094] This embodiment 3 is based on embodiment 2, and introduces Kalman filtering technology to correct the measured data. Kalman filtering is used to correct the real-time position, train speed, and bogie gear rotation angle collected during train operation.

[0095] The data collected in S21, including the train speed and the rotation angle of the bogie gears, and in S23, including the distance data between the foremost gear and the second transponder 2 collected by the displacement scanning sensor, are corrected. The correction data includes state correction data and observation correction data. The specific correction process is as follows:

[0096] The process of correcting state data: x k =Ax k-1 +Bu k +ω k ;

[0097] The process of correcting observation data: y k =Cx k +v k ;

[0098] In the formula: x k x is a state variable; k-1 The value of the current state variable at the previous moment; u k ω is the input quantity; k A represents environmental impact variables; B represents the state transition matrix; and C represents the control matrix. k For observation; v k To observe noise;

[0099] This step is necessary because in rail transit systems, trains need to accurately process and interpret a large amount of sensor data when transitioning to rack and pinion sections. This data can be affected by various factors, leading to noise interference such as mechanical vibration, electromagnetic interference, or temperature fluctuations. These interferences can mislead the control system's decisions, thus affecting train operation safety and efficiency. This method introduces Kalman filtering technology to estimate and correct data errors caused by these noise sources in real time, thereby ensuring the accuracy of sensor data and the reliability of system response. Improving the accuracy of sensor data processing, Kalman filtering helps improve the operational efficiency and safety of the train control system, such as… Figure 4 As shown.

[0100] Example 4

[0101] This invention provides a gear train transition section gear entry control system for executing the above-described method;

[0102] The system includes a first transponder 1, a second transponder 2, a meshing section transponder 3, a front transponder antenna, a displacement scanning sensor, a speed sensor, and an angle sensor;

[0103] First transponder 1: Used to detect the train's position and control the linear velocity changes of the bogie gears;

[0104] Second transponder 2: Used to detect the matching between the linear velocity of the wheel and the linear velocity of the bogie gear;

[0105] Front transponder antenna: used for communication with the first transponder 1 and the second transponder 2;

[0106] Meshing section transponder 3: Used to detect the distance information between the wheel and the toothed rail section;

[0107] Displacement scanning sensor: used to monitor the real-time position information of the train;

[0108] Angle sensor: Used to monitor the rotation angle information of the bogie gears;

[0109] Speed ​​sensor: Used to monitor train speed information.

[0110] In one or more embodiments, the first transponder 1 is disposed between the rails on which the train travels. The first transponder 1 is disposed near the starting point of the train. When the train passes the first transponder 1, the antenna of the front transponder communicates with the first transponder 1. At this time, the train adjusts the gear engagement speed and starts the speed sensor and angle sensor to collect information.

[0111] The meshing section transponder 3 is located near the meshing point. When the train travels to the meshing section transponder 3, the control system adjusts the rotational speed of the bogie gear to match the train speed and meshing posture, thereby ensuring that the toothed rail meshes smoothly with the train gear at normal speed.

[0112] The second transponder 2 is disposed between the first transponder 1 and the engagement section transponder 3, and is used to provide train position and status data;

[0113] The displacement scanning sensor is located on the train and is used to scan the distance between the second transponder 2 and the foremost gear of the train in real time during the train's operation.

[0114] Example 5

[0115] The present invention provides a computer-readable medium having stored thereon instructions executable by a processor, which, when executed by the processor, cause the processor to perform the aforementioned method for tooth insertion in a transition section of a rack railway.

[0116] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for entering the gear in a transition section of a rack railway, the method being used for a train to enter the gear when traveling from a wheel-rail section to a rack section, characterized in that, Includes the following steps: S1. Monitor train driving information; the train driving information includes wheel linear velocity, wheel drive speed, and bogie gear rotation angle; control the drive device according to the wheel linear velocity, adjust the angular velocity of the bogie gear, and match the linear velocity of the bogie gear with the wheel linear velocity. S2. Based on the real-time position information of the train, the linear velocity of the wheels and the rotation angle of the bogie gear, a meshing attitude point (4) is preset; where the meshing attitude point (4) is the position when the bogie gear rotates to the meshing attitude. S3. Based on the meshing attitude point (4), obtain the distance information of the train from the meshing attitude point (4) to the toothed rail section, and control each bogie gear to adjust its attitude according to the distance information, so as to ensure that the gear can enter the toothed rail section. The specific process of obtaining the distance information of the train from the meshing attitude point (4) to the toothed rail section based on the meshing attitude point (4) is as follows: S31. Once the linear speed of the train wheels matches the linear speed of the bogie gears, the train continues to travel and its real-time position information is continuously monitored. A mathematical model is established based on real-time location information, combined with train speed and bogie gear rotation angle. The real-time position of the meshing attitude point (4) is preset according to the mathematical model. S32. Calculate the distance between the meshing posture point (4) and the toothed track section based on the real-time position of the meshing posture point (4); S33. Adjust the rotational speed of the bogie gears according to the distance between the meshing posture point (4) and the toothed rail section; The mathematical model is as follows: ； ； ； ； In the formula: point q is located on the pitch circle of the gear and is a randomly selected point representing the attitude of the bogie gear when it meshes with the toothed rail; : Represents the position of point q in the Cartesian coordinate system, where x represents the horizontal coordinate and y represents the vertical coordinate; : Represents the angle through which the bogie gear rotates at the point of engagement; : Represents the additional time it takes for the bogie gear to reach the engagement position; D: Represents the distance the train travels to the engagement position point after the wheel linear velocity matches the bogie gear linear velocity. T The total rotation time of the wheel between the first and second transponders; The rotational speed of the bogie gears; The wheel speed; r The pitch circle radius of the bogie gear; For real-time information on bogie gear rotation angle, Representing the One bogie gear, Representing each bogie gear in the 1st Data from measured points.

2. The method for tooth insertion in the transition section of a rack railway according to claim 1, characterized in that, In step S1, after the linear velocity of the bogie gear is adjusted to match the linear velocity of the wheel, the drive device is controlled to adjust the angular acceleration of the bogie gear so that the angular velocity of the bogie gear remains constant.

3. The method for tooth insertion in the transition section of a rack railway according to claim 1, characterized in that, In steps S1 and S2, a Kalman filter algorithm is introduced to obtain corrected data. Based on the corrected data, the train's driving information and real-time location information are adjusted.

4. The method for tooth insertion in the transition section of a rack railway according to claim 3, characterized in that, The corrected data obtained based on the Kalman filter algorithm includes state corrected data and observation corrected data, as detailed below: Status correction data: ; Observe and correct the data: ; In the formula: For state variables; The value of the current state variable at the previous moment; For input quantities; Environmental impact variables; A This is the state transition matrix; B For control matrix; For observation; To observe noise.

5. A gear train transition section gear entry control system, characterized in that, For performing the method according to any one of claims 1-4: The system includes a first transponder (1), a second transponder (2), a meshing section transponder (3), a front transponder antenna, a displacement scanning sensor, a speed sensor, and an angle sensor; First transponder (1): used to detect the train's position and control the linear velocity change of the bogie gears; Second transponder (2): used to detect the matching between the linear velocity of the wheel and the linear velocity of the bogie gear; Front transponder antenna: used for communication with the first transponder (1) and the second transponder (2); Meshing section transponder: used to detect the distance information between the wheel and the toothed rail section; Displacement scanning sensor: used to monitor the real-time position information of the train; Angle sensor: Used to monitor the rotation angle information of the bogie gears; Speed ​​sensor: Used to monitor train speed information.

6. The gear tooth entry control system for the transition section of a rack railway according to claim 5, characterized in that, The transponder antenna is located at the front of the train and is used to receive signals from the first transponder (1), the second transponder (2), and the engagement section transponder (3). The first transponder (1) is set between the rails on which the train travels. The first transponder (1) is set close to the starting point of the train. When the train passes the first transponder (1), the antenna of the front transponder communicates with the first transponder (1). At this time, the train adjusts the angular velocity of the bogie gear and starts the speed sensor and angle sensor to collect information. The meshing section transponder (3) is located near the meshing point. When the train travels to the meshing section transponder (3), the control system adjusts the rotation speed of the bogie gear to match the train speed and meshing posture, thereby ensuring that the toothed rail and the bogie gear mesh smoothly at normal speed. The second transponder (2) is disposed between the first transponder (1) and the engagement section transponder (3) for providing train position and status data.

7. A gear train transition section gear entry control system according to claim 5, characterized in that, The displacement scanning sensor is located on the train and is used to scan the distance between the second transponder and the foremost gear of the train in real time during the train's operation.

8. A computer-readable medium having stored thereon instructions executable by a processor, said instructions, when executed by the processor, causing the processor to perform a method for toothing a transition section of a rack railway as described in any one of claims 1 to 4.

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