Rail gnawing prevention method and rail gnawing prevention system for industrial rail vehicle

Abstract

The invention discloses a rail gnawing prevention method for an industrial rail vehicle, which relates to the technical field of rail vehicles and comprises the following steps: step 1, acquiring the peripheral distance between the industrial rail vehicle and a rail and the position of the industrial rail vehicle in real time; wherein the peripheral distance comprises a left front distance L1, a right front distance L2, a left rear distance L3 and a right rear distance L4; 2, the peripheral distance obtained in real time is processed, and a real-time rail gnawing feedback value is obtained; 3, acquiring a real-time proportional integral output value based on the real-time rail gnawing feedback value; 4, adjusting the operation state of the industrial rail vehicle based on the real-time proportional integral output value; by means of the method, the rail gnawing phenomenon is greatly prevented, abrasion of the wheels and the rail is reduced, the running stability and safety of the rail vehicle are improved, the adjusting precision is high, the feedback timeliness is higher, and the response time is shorter.

Description

Technical Field

[0001] The present invention relates to the technical field of rail vehicles, and in particular to a rail gnawing prevention method and rail gnawing prevention system for industrial rail vehicles. Background Art

[0002] During the operation of industrial rail vehicles (such as cranes, bucket wheel stackers, coke pushers, etc.), due to various reasons, such as uneven tracks, height differences in tracks, wheel misalignment, wheel tilt, improper operation, etc., the translation mechanism (translation mechanism refers to the mechanism that moves horizontally) often has rail gnawing (rail gnawing refers to the failure of the wheels of the translation mechanism to maintain a sufficient distance from the track, resulting in varying degrees of friction). This not only reduces the life of the wheels and causes track wear, but also reduces the life of electrical components, affects the plant structure, and may even lead to serious accidents such as derailment and falling from height.

[0003] At present, most of the anti-track gnawing methods on the market are mechanical structures. By setting two horizontal wheels on both sides of the track, when the translation mechanism of the rail vehicle has a tendency to deviate, the horizontal wheels can limit its deviation, such as Figure 6 As shown, the mechanical strength of the mechanical anti-rail gnawing method will increase with the weight of the rail vehicle, which requires professional calculations. In addition, when the track deforms in the horizontal direction, the mechanical anti-rail gnawing method is very likely to cause the horizontal wheels to break or the mechanical body to open welds.

[0004] Therefore, developing an anti-rail gnawing method and an anti-rail gnawing system that can effectively prevent the rail gnawing phenomenon is of great significance to improving the operation safety and stability of rail vehicles. Summary of the invention

[0005] The purpose of the present invention is to provide an anti-rail gnawing method and anti-rail gnawing system for industrial rail vehicles, so as to solve the problems of high cost, poor reliability and inconvenient installation and adjustment of the anti-rail gnawing method in the prior art.

[0006] The purpose of the present invention can be achieved through the following technical solutions:

[0007] A method for preventing rail gnawing of an industrial rail vehicle comprises the following steps:

[0008] Step 1: Acquire the peripheral distance between the industrial rail vehicle and the track and the position of the industrial rail vehicle in real time; wherein the peripheral distance includes a left front distance L1, a right front distance L2, a left rear distance L3 and a right rear distance L4;

[0009] Step 2: Process the surrounding distance obtained in real time to obtain a real-time rail-biting feedback value;

[0010] Step 3: Obtaining a real-time proportional integral output value based on the real-time rail-biting feedback value;

[0011] Step 4: Adjust the operating status of the industrial rail vehicle based on the real-time proportional integral output value.

[0012] As a further solution of the present invention: the left front distance L1, the right front distance L2, the left rear distance L3 and the right rear distance L4 are the distances between the ranging sensors and the side of the track measured by four ranging sensors, and the four ranging sensors are respectively arranged on the inside or outside of the body of the industrial rail vehicle at the positions of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel.

[0013] As a further solution of the present invention: the processing of the surrounding distance obtained in real time includes:

[0014] S1: Obtain the distances from each distance measuring sensor to the center line of the corresponding wheel and the track width B; wherein the distances from each distance measuring sensor to the center line of the corresponding wheel include the distance A1 from the distance measuring sensor at the left front wheel position to the center line of the left front wheel, the distance A2 from the distance measuring sensor at the right front wheel position to the center line of the right front wheel, the distance A3 from the distance measuring sensor at the left rear wheel position to the center line of the left rear wheel, and the distance A4 from the distance measuring sensor at the right rear wheel position to the center line of the right rear wheel;

[0015] S2: Determine the installation position of the distance measuring sensor;

[0016] When installed on the outside of an industrial rail vehicle, Calculate and obtain the real-time rail-biting feedback value E i;

[0017] When installed inside the body of an industrial rail vehicle, Calculate and obtain the real-time rail-biting feedback value E i;

[0018] Where i is a positive integer and i∈[1,4].

[0019] As a further solution of the present invention: the real-time track gnawing feedback value Ei includes a real-time left front wheel track gnawing feedback value E1, a real-time right front wheel track gnawing feedback value E2, a real-time left rear wheel track gnawing feedback value E3 and a real-time right rear wheel track gnawing feedback value E4.

[0020] As a further solution of the present invention: the real-time proportional integral output value is obtained based on the real-time rail-biting feedback value, including

[0021] Extract the real-time rail gnawing feedback value of the front wheels on both sides of the traveling direction from the real-time rail gnawing feedback value;

[0022] The real-time proportional integral output value calculation formula Calculate the real-time proportional integral output value U(T);

[0023] Where Kp is the proportional coefficient, Ki is the integral coefficient; t=0 is the initial moment of the industrial rail vehicle operation; T is the current moment; E(T) is the sum of the real-time rail-biting feedback values ​​of the front wheels on both sides of the traveling direction at the current moment; E(t) is the sum of the real-time rail-biting feedback values ​​of the front wheels on both sides of the traveling direction and is a curve fitted in chronological order.

[0024] As a further solution of the present invention: the adjustment of the operating state of the industrial rail vehicle based on the real-time proportional integral output value includes:

[0025] Extract the drive mode of the drive motor of the industrial rail vehicle drive unit:

[0026] If the industrial rail vehicle drive device uses a dual frequency converter to drive the motors on both sides;

[0027] Compare the U(T) value with 0; when U(T)≥0, adjust the inverter on the right side to increase the frequency of the inverter on the right side by the amount of U(T); when U(T)<0, adjust the inverter on the left side to increase the frequency of the inverter on the left side by the amount of -U(T);

[0028] If the industrial rail vehicle drive device is a resistor or voltage regulator that drives the motors on both sides;

[0029] The motors on both sides are regulated in series through U1(T) and U2(T); the operating frequency adjustment amount of the left motor is U1(T), and the operating frequency adjustment amount of the right motor is U2(T); wherein U1(T) is the real-time proportional integral output value obtained by adopting the real-time proportional integral output value calculation formula, and U2(T) is the second real-time proportional integral output value obtained by substituting U1(T) into the real-time proportional integral output value calculation formula again.

[0030] As a further solution of the present invention: the method for obtaining the proportional coefficient Kp is:

[0031] Set the first proportional coefficient Kp1 to determine whether the number of times the vehicle bites the track at the same position and in the same direction is greater than 1; if yes, obtain the second proportional coefficient Kp2 by calculating the product of the gain coefficient and the first proportional coefficient, and assign the value of the second proportional coefficient Kp2 to the proportional coefficient Kp; if no, assign the value of the first proportional coefficient Kp1 to the proportional coefficient Kp.

[0032] As a further solution of the present invention: an anti-rail gnawing system for industrial rail vehicles, applied to the above-mentioned anti-rail gnawing method for industrial rail vehicles, comprises a data acquisition module, a data processing module and an execution module;

[0033] The data acquisition module is used to acquire the surrounding distance between the industrial rail vehicle and the track and the position of the industrial rail vehicle in real time;

[0034] The data processing module is used to process the surrounding distance obtained in real time to obtain a real-time rail gnawing feedback value, and;

[0035] Obtain real-time proportional integral output based on real-time rail-biting feedback value;

[0036] The execution module is used to adjust the operating state of the industrial rail vehicle based on the real-time proportional integral output value.

[0037] Beneficial effects of the present invention:

[0038] The present invention can detect and adjust the status of the wheels and tracks of industrial rail vehicles in real time, thereby greatly preventing rail gnawing, reducing the wear of the wheels and tracks, and improving the operating stability and safety of rail vehicles. The adjustment accuracy is much higher than that of mechanical adjustment, the feedback is more timely, and the response time is shorter.

[0039] The anti-rail gnawing method of the present invention reduces wheel and rail wear, thereby reducing the frequency of wheel and rail maintenance caused thereby, and prevents derailment accidents caused by shallow wheel edges, thereby improving the operating safety of rail vehicles and reducing the impact of sudden load changes on the life of electrical components. When anti-rail gnawing occurs during translation of industrial rail vehicles, the resistance generated by the rails and wheels will increase, and the current of the translational power circuit will increase. Long-term overload operation of electrical components will affect their life. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] The present invention will be further described below in conjunction with the accompanying drawings.

[0041] Figure 1 It is a schematic diagram of the flow chart of the rail-gnawing prevention method of the present invention;

[0042] Figure 2 It is a schematic diagram of rail gnawing when the industrial rail vehicle driving device of the present invention is a cutting resistor or a voltage regulating device driving the motors on both sides without using the anti-rail gnawing method;

[0043] Figure 3 It is a schematic diagram of the rail gnawing method used when the industrial rail vehicle driving device of the present invention is a cutting resistor or a voltage regulating device driving the motors on both sides;

[0044] Figure 4 It is a schematic diagram of the anti-gnawing rail control box of the present invention being connected in series to the drive circuit of the original industrial rail vehicle;

[0045] Figure 5 It is a schematic diagram of the anti-gnawing rail control box of the present invention connected in parallel to the driving circuit of the original industrial rail vehicle;

[0046] Figure 6 It is a schematic diagram of a mechanical anti-rail gnawing structure in the prior art. DETAILED DESCRIPTION

[0047] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0048] Embodiment 1

[0049] like Figure 1 As shown, this embodiment provides a method for preventing rail gnawing of an industrial rail vehicle, the method comprising the following steps:

[0050] Step 1: Acquire the peripheral distance between the industrial rail vehicle and the track and the position of the industrial rail vehicle in real time; wherein the peripheral distance includes a left front distance L1, a right front distance L2, a left rear distance L3 and a right rear distance L4;

[0051] Specifically, by installing distance measuring sensors corresponding to the inner or outer sides of the vehicle body at the positions of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel of the industrial rail vehicle, the distance from the distance measuring sensor to the side of the track is measured by the distance measuring sensor, wherein the left front distance L1 is the distance from the distance measuring sensor at the left front wheel position to the side of the track on the same side (the inner or outer side, corresponding to the inner and outer sides of the distance measuring sensor installation), the right front distance L2 is the distance from the distance measuring sensor at the right front wheel position to the side of the track on the same side (the inner or outer side, corresponding to the inner and outer sides of the distance measuring sensor installation), and the same is true for the left rear distance L3 and the right rear distance L4, which are not described in detail here;

[0052] In this embodiment, the above-mentioned distance measuring sensors all use laser detection sensors.

[0053] Specifically, the position of the industrial rail vehicle is obtained by acquiring the real-time position of the industrial rail vehicle.

[0054] The real-time position is obtained by installing an encoder on the body of the industrial rail vehicle. The encoder calculates the distance by rotating the meter wheel and the rolling friction of the track. At the same time, this non-rigid connection can easily cause loss of rotation and inaccurate position calculation. Therefore, a positioning sensor is installed on the body at the same time, and a positioning iron block is installed at a fixed point within the sensing range of the positioning sensor on the track side to correct the position value generated by the encoder and reduce the position error of the industrial rail vehicle.

[0055] For example, a positioning iron block is installed on the track side at an equal interval of 10 meters. When the industrial rail vehicle runs to the positioning sensor and senses the positioning iron block, the position value generated by the encoder is corrected to 10 meters.

[0056] Step 2: Process the surrounding distance obtained in real time to obtain a real-time rail-biting feedback value;

[0057] The specific steps include:

[0058] S1: Obtain the distance from each distance measuring sensor to each wheel centerline and the track width B;

[0059] It should be noted that the distances from the above-mentioned distance measuring sensors to the center lines of the wheels and the track width are all obtained through on-site measurements; the distances from the distance measuring sensors to the center lines of the wheels include the distance A1 from the distance sensor at the left front wheel position to the center line of the left front wheel, the distance A2 from the distance sensor at the right front wheel position to the center line of the right front wheel, the distance A3 from the distance sensor at the left rear wheel position to the center line of the left rear wheel, and the distance A4 from the distance sensor at the right rear wheel position to the center line of the right rear wheel.

[0060] S2: Determine the installation position of the distance measuring sensor;

[0061] When installed on the outside of an industrial rail vehicle, Calculate and obtain the real-time rail-biting feedback value E i;

[0062] When installed inside the body of an industrial rail vehicle, Calculate and obtain the real-time rail-biting feedback value E i;

[0063] Where i is a positive integer and i∈[1,4].

[0064] The real-time rail-biting feedback values ​​E i include a real-time left front wheel rail-biting feedback value E1, a real-time right front wheel rail-biting feedback value E2, a real-time left rear wheel rail-biting feedback value E3, and a real-time right rear wheel rail-biting feedback value E4;

[0065] Step 3: Obtaining a real-time proportional integral output value based on the real-time rail-biting feedback value;

[0066] In this embodiment, it should be noted that the real-time rail-biting feedback value extracted in this step is the real-time rail-biting feedback value of the front wheels on both sides of the traveling direction. If the front wheels in the traveling direction are the left front wheel and the right front wheel, the imported real-time rail-biting feedback value is the real-time left front wheel rail-biting feedback value E1 and the real-time right front wheel rail-biting feedback value E2;

[0067] The calculation formula of the real-time proportional integral output value U(T) is:

[0068]

[0069] Where Kp is the proportional coefficient, Ki is the integral coefficient, and the integral coefficient Ki is set according to the empirical value of the actual adjustment.

[0070] t = 0 is the initial time of the industrial rail vehicle operation; T is the current time;

[0071] E(T) is the sum of the real-time track-biting feedback values ​​of the front wheels on both sides of the traveling direction at the current moment.

[0072] E(t) is the sum of the real-time track-biting feedback values ​​of the front wheels on both sides of the travel direction and is a curve fitted in time sequence.

[0073] By introducing The integral control optimizes the real-time proportional integral output value U(T) and eliminates the proportional regulation ( K p× E(T) ) caused by the shock.

[0074] Step 4: adjusting the operating state of the industrial rail vehicle based on the real-time proportional integral output value;

[0075] Extract the drive mode of the drive motor of the industrial rail vehicle drive unit:

[0076] Specifically, if the industrial rail vehicle drive device is a dual frequency converter driving the motors on both sides;

[0077] When U(T)≥0, adjust the right inverter to increase the frequency of the right inverter by U(T); when U(T)<0, adjust the left inverter to increase the frequency of the left inverter by -U(T).

[0078] If the industrial rail vehicle drive device is a resistor or voltage regulator that drives the motors on both sides;

[0079] The motors on both sides are regulated in series through U1(T) and U2(T);

[0080] Wherein, U1(T) is the real-time proportional integral output value obtained by using the real-time proportional integral output value calculation formula, and U2(T) is the second real-time proportional integral output value obtained by substituting U1(T) into the real-time proportional integral output value calculation formula again;

[0081] The operating frequency of the left motor is adjusted according to U1(T), and the adjustment amount is U1(T). The operating frequency of the right motor is adjusted according to U2(T), and the adjustment amount is U2(T).

[0082] Furthermore, the method for obtaining the above-mentioned proportional coefficient Kp is:

[0083] Set the first proportional coefficient Kp1 to determine whether the number of rail gnawing at the same position and in the same direction is greater than 1; if yes, calculate the product of the gain coefficient and the first proportional coefficient to obtain the second proportional coefficient Kp2, and assign the value of the second proportional coefficient Kp2 to the proportional coefficient Kp; if no, assign the value of the first proportional coefficient Kp1 to the proportional coefficient Kp;

[0084] By gaining the proportional coefficient Kp, the rail gnawing caused by external reasons can be better improved.

[0085] The present invention can detect and adjust the status of the wheels and tracks of industrial rail vehicles in real time, thereby greatly preventing the rail gnawing phenomenon. In addition, the adjustment accuracy of this method is much higher than that of mechanical adjustment, the feedback is more timely, and the response time is shorter.

[0086] The anti-rail gnawing method of the present invention greatly prevents rail gnawing, reduces the wear of wheels and rails, and improves the operating stability and safety of rail vehicles. The rail gnawing of dual-frequency industrial rail vehicle systems is reduced by 95%, and the rail gnawing of resistance-cutting and voltage-reducing starting industrial rail vehicle systems is reduced by 80%. The archived wheel-track gauge information and rail vehicle position information are stored in a database, and data tables can be exported at any time and made into trend charts.

[0087] like Figure 2 and Figure 3 The horizontal axis is the position data of the industrial rail vehicle, and the vertical axis is the rail-biting feedback value data. It is determined based on on-site measurements. When the value is between ±25mm and ±28mm (because the rails are not completely parallel, the value will fluctuate), it means that the rail is in the state of biting. Figure 2 and Figure 3 The data of the industrial rail vehicle system with cut-resistance and voltage reduction start before and after the use of the anti-gnawing rail method are compared. It can be seen that the industrial rail vehicle has gnawed the rails 15 times before the anti-gnawing rail method is used. Figure 2 At the red circle position, under the same path, the number of rail gnawing times of industrial rail vehicles is reduced to less than 3 after using the anti-gnawing method. Figure 3 Draw the red circle position;

[0088] Furthermore, the rail gnawing prevention method of the present invention reduces wheel and rail wear, thereby reducing the frequency of wheel and rail maintenance caused thereby, and prevents derailment accidents caused by too shallow wheel edges, thereby improving the operating safety of rail vehicles.

[0089] Furthermore, the present invention reduces the impact of sudden load changes on the life of electrical components. When an industrial rail vehicle is translating and anti-rail gnawing occurs, the resistance generated by the rails and wheels will increase the current in the translational power circuit. Long-term overload operation of electrical components will affect their life.

[0090] Embodiment 2

[0091] This embodiment provides an anti-gnawing rail system for industrial rail vehicles, the system comprising an anti-gnawing rail control box and a data acquisition module;

[0092] The data acquisition module includes a distance sensor, an encoder, a positioning sensor and a positioning iron block;

[0093] The distance measuring sensor is installed on the inside or outside of the vehicle body at the left front wheel, right front wheel, left rear wheel and right rear wheel of the industrial rail vehicle through a mounting bracket to measure the distance from the side of the track in real time;

[0094] The encoder is installed on a meter wheel, which is installed on an industrial rail vehicle to set its position. The distance is calculated after the meter wheel rotates through the rolling friction between the meter wheel and the track to obtain the position of the industrial rail vehicle. At the same time, the encoder calculates the distance after the meter wheel rotates through the rolling friction between the meter wheel and the track. This non-rigid connection can easily cause loss of rotation and lead to inaccurate position calculation. At this time, a positioning sensor is set on the industrial rail vehicle, and positioning iron blocks are installed at fixed points at equal intervals on the track side to adjust the encoder reading and reduce the position error of the translation mechanism.

[0095] Specifically, the above-mentioned anti-gnawing rail control box includes a database module, a data processing module and an execution module;

[0096] The database module is used to store the data generated by the data acquisition module, data processing module and execution module, and can export data tables at any time and make them into trend charts.

[0097] The data processing module is used to process the data collected by the data acquisition module to obtain a real-time proportional integral output value, and the execution module adjusts the operating state of the industrial rail vehicle according to the real-time proportional integral output value.

[0098] When the industrial rail vehicle driving device is a dual frequency converter driving the motors on both sides, the anti-gnawing rail control box in the anti-gnawing rail system is connected in parallel to the original industrial rail vehicle driving circuit, such as Figure 5 As shown, on the basis of maintaining the original drive circuit, the anti-gnawing rail control box transmits the output result and controls the PLC or frequency converter of the existing system to achieve adjustment.

[0099] When the driving device of the industrial rail vehicle is a resistor or voltage regulating device driving the motors on both sides, the anti-gnawing rail control box in the anti-gnawing rail system is connected in series to the original driving circuit of the industrial rail vehicle. Figure 4 As shown, the connection between the original drive system and the motor is cut off, and the anti-gnawing rail control box is connected in series, and the motor is driven again by the anti-gnawing rail control box.

[0100] The anti-gnawing rail system also has a touch screen, and the information in the database can be viewed through the touch screen.

[0101] The anti-rail gnawing system of the present invention has a simple structure and is easy to install, does not require a lot of changes to the rail vehicle, and saves costs.

[0102] In the description of the present invention, it should be understood that the terms "upper", "lower", "left", "right", etc. indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific direction, and a specific direction structure and operation, and therefore, cannot be understood as a limitation on the present invention. In addition, "first" and "second" are only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "multiple" means two or more.

[0103] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", etc. should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0104] The above is a detailed description of an embodiment of the present invention, but the content is only a preferred embodiment of the present invention and cannot be considered to limit the scope of implementation of the present invention. All equivalent changes and improvements made within the scope of the present invention should still fall within the scope of the patent coverage of the present invention.

Claims

1. A method for preventing rail gnawing of industrial rail vehicles, characterized in that: The following steps are involved: Step 1: Acquire the peripheral distance between the industrial rail vehicle and the track and the position of the industrial rail vehicle in real time; wherein the peripheral distance includes a left front distance L1, a right front distance L2, a left rear distance L3 and a right rear distance L4; Step 2: Process the surrounding distance obtained in real time to obtain a real-time rail-biting feedback value; Step 3: Obtaining a real-time proportional integral output value based on the real-time rail-biting feedback value; Step 4: Adjust the operating status of the industrial rail vehicle based on the real-time proportional integral output value.

2. The method for preventing rail gnawing of an industrial rail vehicle according to claim 1, characterized in that: The left front distance L1, the right front distance L2, the left rear distance L3 and the right rear distance L4 are the distances between the distance measuring sensors and the side of the track measured by four distance measuring sensors, and the four distance measuring sensors are respectively arranged on the inside or outside of the body of the industrial rail vehicle at the positions of the left front wheel, the right front wheel, the left rear wheel and the right rear wheel.

3. The method for preventing rail gnawing of an industrial rail vehicle according to claim 1, characterized in that: The processing of the surrounding distance obtained in real time includes: S1: Obtain the distances from each distance measuring sensor to the center line of the corresponding wheel and the track width B; wherein the distances from each distance measuring sensor to the center line of the corresponding wheel include the distance A1 from the distance measuring sensor at the left front wheel position to the center line of the left front wheel, the distance A2 from the distance measuring sensor at the right front wheel position to the center line of the right front wheel, the distance A3 from the distance measuring sensor at the left rear wheel position to the center line of the left rear wheel, and the distance A4 from the distance measuring sensor at the right rear wheel position to the center line of the right rear wheel; S2: Determine the installation position of the distance measuring sensor; When installed on the outside of an industrial rail vehicle, Calculate and obtain the real-time rail-biting feedback value Ei; When installed inside the body of an industrial rail vehicle, Calculate and obtain the real-time rail-biting feedback value Ei; Where i is a positive integer and i∈[1,4].

4. The method for preventing rail gnawing of an industrial rail vehicle according to claim 3, characterized in that: The real-time track-biting feedback value Ei includes a real-time left front wheel track-biting feedback value E1, a real-time right front wheel track-biting feedback value E2, a real-time left rear wheel track-biting feedback value E3 and a real-time right rear wheel track-biting feedback value E4.

5. The method for preventing rail gnawing of an industrial rail vehicle according to claim 1, characterized in that: The real-time proportional integral output value is obtained based on the real-time rail-biting feedback value, including Extract the real-time rail gnawing feedback value of the front wheels on both sides of the traveling direction from the real-time rail gnawing feedback value; The real-time proportional integral output value calculation formula Calculate the real-time proportional integral output value U(T); Where Kp is the proportional coefficient, Ki is the integral coefficient; t = 0 is the initial time of the industrial rail vehicle operation; T is the current moment; E(T) is the sum of the real-time track-biting feedback values ​​of the front wheels on both sides of the traveling direction at the current moment; E(t) is the sum of the real-time track-biting feedback values ​​of the front wheels on both sides of the traveling direction and is a curve fitted in time sequence.

6. The method for preventing rail gnawing of an industrial rail vehicle according to claim 1, characterized in that: The adjusting the operating state of the industrial rail vehicle based on the real-time proportional integral output value includes: Extract the drive mode of the drive motor of the industrial rail vehicle drive unit: If the industrial rail vehicle drive device uses a dual frequency converter to drive the motors on both sides; Compare the U(T) value with 0; when U(T)≥0, adjust the inverter on the right side to increase the frequency of the inverter on the right side by the amount of U(T); when U(T)<0, adjust the inverter on the left side to increase the frequency of the inverter on the left side by the amount of -U(T); If the industrial rail vehicle drive device is a resistor or voltage regulator that drives the motors on both sides; The motors on both sides are regulated in series through U1(T) and U2(T); the operating frequency adjustment amount of the left motor is U1(T), and the operating frequency adjustment amount of the right motor is U2(T); wherein U1(T) is the real-time proportional integral output value obtained by adopting the real-time proportional integral output value calculation formula, and U2(T) is the second real-time proportional integral output value obtained by substituting U1(T) into the real-time proportional integral output value calculation formula again.

7. The method for preventing rail gnawing of an industrial rail vehicle according to claim 5, characterized in that: The method for obtaining the proportional coefficient Kp is: Set the first proportional coefficient Kp1 to determine whether the number of times the vehicle bites the track at the same position and in the same direction is greater than 1; if yes, obtain the second proportional coefficient Kp2 by calculating the product of the gain coefficient and the first proportional coefficient, and assign the value of the second proportional coefficient Kp2 to the proportional coefficient Kp; if no, assign the value of the first proportional coefficient Kp1 to the proportional coefficient Kp.

8. An anti-rail gnawing system for industrial rail vehicles, applied to an anti-rail gnawing method for industrial rail vehicles as claimed in any one of claims 1 to 7, characterized in that: It includes a data acquisition module, a data processing module and an execution module; The data acquisition module is used to acquire the surrounding distance between the industrial rail vehicle and the track and the position of the industrial rail vehicle in real time; The data processing module is used to process the surrounding distance obtained in real time to obtain a real-time rail gnawing feedback value, and; Obtain real-time proportional integral output value based on real-time rail-biting feedback value; The execution module is used to adjust the operating state of the industrial rail vehicle based on the real-time proportional integral output value.

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