An anti-rail gnawing method and anti-rail gnawing system for industrial rail vehicles

Abstract

The present invention discloses a method for preventing rail gnawing of industrial rail vehicles, which relates to the technical field of rail vehicles and includes the following steps: Step 1, obtain the surrounding distance between the industrial rail vehicle and the rail and the position of the industrial rail vehicle in real time; the surrounding distance includes the left front distance L1, the right front distance L2, the left rear distance L3, and the right rear distance L4; Step 2, process the surrounding distance obtained in real time to obtain a real-time rail gnawing feedback value; Step 3, obtain a real-time proportional integral output value based on the real-time rail gnawing feedback value; Step 4, adjust the running state of the industrial rail vehicle based on the real-time proportional integral output value; By this method, the phenomenon of rail gnawing can be greatly prevented, the wear of the wheels and the rails can be reduced, the running stability and safety of the rail vehicle can be improved, and the adjustment accuracy 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 particularly to an anti-rail gnawing method and an anti-rail gnawing system for industrial rail vehicles. Background Art

[0002] During the operation of industrial rail vehicles (such as cranes, bucket wheel stacker reclaimers, coke pusher machines, etc.), due to various reasons, such as uneven tracks, height differences in tracks, misalignment of wheels, wheel inclination, improper operation, etc., the phenomenon of rail gnawing of the translation mechanism (the translation mechanism refers to the mechanism that moves horizontally) often occurs (rail gnawing means that the wheels of the translation mechanism do not maintain a sufficient distance from the track and different degrees of friction occur). This not only reduces the wheel life, 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 high-altitude fall.

[0003] Most of the current anti-rail gnawing methods on the market are mechanical structures. By setting two horizontal wheels on both sides of the track respectively, when the translation mechanism of the rail vehicle has a tendency to deviate, the horizontal wheels can limit its deviation. As Figure 6 shown, the mechanical strength of the mechanical anti-rail gnawing method will increase with the increase in the weight of the rail vehicle and requires professional calculations. Moreover, when there is a horizontal deformation of the track, the mechanical anti-rail gnawing is extremely prone to the situation of horizontal wheel breakage or mechanical body welding open.

[0004] Therefore, researching and developing an anti-rail gnawing method and an anti-rail gnawing system that can effectively prevent the phenomenon of rail gnawing is of great significance for improving the running 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 an anti-rail gnawing system for industrial rail vehicles, and solve the problems of high cost, poor reliability, and inconvenient installation and adjustment of the existing anti-rail gnawing methods.

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

[0007] An anti-rail gnawing method for industrial rail vehicles includes the following steps:

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

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

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

[0011] Step 4. Adjust the running state 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 inside or outside 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.

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

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

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

[0016] When installed outside the vehicle body of the industrial rail vehicle, through Calculate the real-time anti-rail gnawing feedback value Ei;

[0017] When installed inside the vehicle body of the industrial rail vehicle, through Calculate the real-time anti-rail gnawing feedback value Ei;

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

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

[0020] As a further solution of the present invention: obtaining the real-time proportional-integral output value based on the real-time anti-rail gnawing feedback value includes

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

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

[0023] Wherein, Kp is the proportional coefficient and Ki is the integral coefficient; t = 0 is the initial moment when the industrial rail vehicle runs; T is the current moment; E(T) is the sum of the real-time rail gnawing feedback values of the front wheels on both sides of the traveling direction at the current moment; E(t) is the curve formed by fitting the sum of the real-time rail gnawing feedback values of the front wheels on both sides of the traveling direction in chronological order.

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

[0025] Extracting the driving mode of the driving motor of the driving device of the industrial rail vehicle:

[0026] If the driving device of the industrial rail vehicle is a dual frequency converter driving two side motors;

[0027] Comparing the value of U(T) with 0; when U(T) ≥ 0, adjusting the right frequency converter to increase the frequency of the right frequency converter, and the increase amount is U(T); when U(T) < 0, adjusting the left frequency converter to increase the frequency of the left frequency converter, and the increase amount is -U(T);

[0028] If the driving device of the industrial rail vehicle is a rheostat cutting or voltage regulating device driving two side motors;

[0029] Carrying out cascade adjustment on the two side motors through U1(T) and U2(T); the working frequency adjustment amount of the left motor is U1(T), and the working frequency adjustment amount of the right motor is U2(T); 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.

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

[0031] Setting the first proportional coefficient Kp1, and judging whether the number of rail gnawing occurrences at the same position and when the vehicle travels in the same direction is greater than 1; if so, obtaining the second proportional coefficient Kp2 by calculating the product of the gain coefficient and the first proportional coefficient, and assigning the value of the second proportional coefficient Kp2 to the proportional coefficient Kp; if not, assigning 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 an industrial rail vehicle, which is applied to the above-mentioned anti-rail-gnawing method for an industrial rail vehicle, includes a data acquisition module, a data processing module and an execution module;

[0033] The data acquisition module is used to acquire the peripheral 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 distances obtained in real time to obtain real-time rail gnawing feedback values, and;

[0035] obtain real-time proportional-integral outputs based on the real-time rail gnawing feedback values;

[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] Advantages of the present invention:

[0038] The present invention can detect and adjust the states of the wheels and rails of industrial rail vehicles in real time, greatly prevent rail gnawing, reduce the wear of wheels and rails, improve the running stability and safety of rail vehicles, and the adjustment accuracy is much higher than that of mechanical adjustment, the feedback timeliness is higher, and the response time is shorter.

[0039] The anti-rail-gnawing method of the present invention reduces the wear of wheels and rails, thereby reducing the maintenance frequency of wheels and rails caused thereby, and preventing derailment accidents caused by too shallow wheel rims, improving the running safety of rail vehicles, and reducing the impact of load mutations on the service life of electrical components. When anti-rail gnawing occurs during the translation of industrial rail vehicles, the resistance generated by the rails and wheels will increase, the current in the translation power circuit will increase, and the long-term overloading operation of electrical components will affect their service life. Description of the Drawings

[0040] The present invention will be further described below with reference to the drawings.

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

[0042] Figure 2 is a rail gnawing diagram of the present invention when the driving device of the industrial rail vehicle is a chopping resistor or a voltage regulating device driving two side motors without using the anti-rail-gnawing method;

[0043] Figure 3 is a rail gnawing diagram of the present invention when the driving device of the industrial rail vehicle is a chopping resistor or a voltage regulating device driving two side motors using the anti-rail-gnawing method;

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

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

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

[0047] The following will clearly and completely describe the technical solutions in the embodiments of the present invention with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without making creative efforts belong to the scope of protection of the present invention.

[0048] Embodiment 1

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

[0050] Step 1: Real-time obtain the peripheral distance between the industrial rail vehicle and the rail and the position of the industrial rail vehicle; wherein the peripheral distance includes the left front distance L1, the right front distance L2, the left rear distance L3, and the right rear distance L4;

[0051] Specifically, by correspondingly installing distance measuring sensors inside or outside the vehicle body at the positions of the left front wheel, right front wheel, left rear wheel, and right rear wheel of the industrial rail vehicle, and measuring the distance from the distance measuring sensor to the side of the rail through the distance measuring sensor. Among them, the left front distance L1 is the distance from the distance measuring sensor at the position of the left front wheel to the side of the same-side rail (inside or outside, corresponding to the inside or outside where the distance measuring sensor is installed), the right front distance L2 is the distance from the distance measuring sensor at the position of the right front wheel to the side of the same-side rail (inside or outside, corresponding to the inside or outside where the distance measuring sensor is installed), and similarly for the left rear distance L3 and the right rear distance L4, which will not be elaborated 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 obtaining the real-time position of the industrial rail vehicle.

[0054] The real-time position is obtained by installing an encoder on the vehicle body of the industrial rail vehicle. The encoder calculates the distance by rotating through the rolling friction of the counting wheel with the rail. At the same time, this non-rigid connection is likely to cause the loss of rotation and inaccurate position calculation. Therefore, a positioning sensor is synchronously installed on the vehicle body, and positioning iron blocks are fixedly installed within the sensing range of the positioning sensor on the rail 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 every 10 meters on the rail side. When the industrial rail vehicle runs to the position where the positioning sensor senses the positioning iron block, the position value generated by the encoder is corrected to 10 meters.

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

[0057] Specific steps include:

[0058] S1: Obtain the distances from each ranging sensor to the center lines of each wheel and the track width B;

[0059] It should be noted that the distances from each ranging sensor to the center lines of each wheel and the track width are all obtained through on-site measurement; among them, the distances from each ranging sensor to the center lines of each wheel include the distance A1 from the ranging sensor at the left front wheel position to the center line of the left front wheel, the distance A2 from the ranging sensor at the right front wheel position to the center line of the right front wheel, the distance A3 from the ranging sensor at the left rear wheel position to the center line of the left rear wheel, and the distance A4 from the ranging sensor at the right rear wheel position to the center line of the right rear wheel.

[0060] S2: Determine the installation positions of the ranging sensors;

[0061] When installed outside the body of the industrial rail vehicle, the real-time rail gnawing feedback value Ei is calculated through When installed inside the body of the industrial rail vehicle, the real-time rail gnawing feedback value Ei is calculated through

[0062] When installed inside the body of the industrial rail vehicle, the real-time rail gnawing feedback value Ei is calculated through When installed inside the body of the industrial rail vehicle, the real-time rail gnawing feedback value Ei is calculated through

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

[0064] Among them, the real-time rail gnawing feedback value Ei includes the real-time left front wheel rail gnawing feedback value E1, the real-time right front wheel rail gnawing feedback value E2, the real-time left rear wheel rail gnawing feedback value E3, and the real-time right rear wheel rail gnawing feedback value E4;

[0065] Step 3: Obtain the real-time proportional-integral output value based on the real-time rail gnawing feedback value;

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

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

[0068]

[0069] Where Kp is the proportionality coefficient and Ki is the integral coefficient, and the integral coefficient Ki is set according to the empirical value adjusted in practice.

[0070] t = 0 is the initial moment when the industrial rail vehicle runs; T is the current moment;

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

[0072] E(t) is a curve fitted according to the sum of the real-time rail gnawing feedback values of the front wheels on both sides of the traveling direction in chronological order.

[0073] By introducing integral control, the real-time proportional-integral output value U(T) is optimized to eliminate the oscillation caused by proportional regulation ( K p× E(T) ).

[0074] Step 4: Adjust 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 device:

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

[0077] When U(T) ≥ 0, adjust the right frequency converter, increase the frequency of the right frequency converter, and the increase amount is U(T). When U(T) < 0, adjust the left frequency converter, increase the frequency of the left frequency converter, and the increase amount is -U(T).

[0078] When the industrial rail vehicle drive device is a rheostat or voltage regulating device driving two motors on both sides;

[0079] Cascade regulation of the two motors is performed through U1(T) and U2(T);

[0080] where 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] Adjust the operating frequency of the left motor according to U1(T), and the adjustment amount is U1(T). Adjust the operating frequency of the right motor according to U2(T), and the adjustment amount is U2(T).

[0082] Furthermore, the method for obtaining the above proportional coefficient Kp is as follows:

[0083] Set the first proportional coefficient Kp1, and judge whether the number of rail gnawing times at the same position and when the vehicle is traveling in the same direction is greater than 1. If so, 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 not, assign the value of the first proportional coefficient Kp1 to the proportional coefficient Kp;

[0084] By increasing the proportionality coefficient \(K_p\), the rail gnawing caused by external reasons can be better improved.

[0085] The present invention can detect and adjust the state of the wheels and rails of industrial rail vehicles in real time, greatly preventing the phenomenon of rail gnawing. Moreover, in this method, the adjustment accuracy is much higher than that of mechanical adjustment, the timeliness of feedback is higher, and the response time is shorter.

[0086] The anti-rail-gnawing method of the present invention greatly prevents the phenomenon of rail gnawing, reduces the wear of wheels and rails, improves the running stability and safety of rail vehicles. The rail gnawing of the double-frequency industrial rail vehicle system is reduced by 95%, and the rail gnawing of the chopping resistance and step-down starting industrial rail vehicle system is reduced by 80%. And the archived wheel-rail gauge information and the position information of the rail vehicle are stored in the database, and the data table can be exported at any time and made into a trend chart.

[0087] As Figure 2 and Figure 3 , the abscissa is the position data of the industrial rail vehicle, and the ordinate is the rail-gnawing feedback value data, which is determined according to on-site measurement. When the value is between ±25 mm and ±28 mm (the value will fluctuate because the rails are not completely parallel), it means that the rail gnawing state exists at this time. As Figure 2 and Figure 3 show the comparison of the data of the chopping resistance and step-down starting industrial rail vehicle system before and after using the anti-rail-gnawing method of the present invention. It can be seen that the number of times of rail gnawing of the industrial rail vehicle reaches 15 times before using the anti-rail-gnawing method, as shown in the position marked with a red circle in Figure 2 . Under the same path, after the industrial rail vehicle uses the anti-rail-gnawing method, the number of times of rail gnawing is reduced to less than 3 times, as shown in the position marked with a red circle in Figure 3 ;

[0088] Moreover, using the anti-rail-gnawing method of the present invention reduces the wear of wheels and rails, thereby reducing the maintenance frequency of wheels and rails caused thereby, and preventing derailment accidents caused by too shallow wheel rims, improving the running safety of rail vehicles.

[0089] Furthermore, the present invention reduces the impact of load mutation on the service life of electrical components. When anti-rail-gnawing occurs during the translation of industrial rail vehicles, the resistance generated by the rails and wheels will increase, and the current in the translation power circuit will increase. The long-term overloading operation of electrical components will affect their service life.

[0090] Embodiment 2

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

[0092] Among them, the data acquisition module includes a ranging sensor, an encoder, a positioning sensor and a positioning iron block;

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

[0094] The encoder is installed on the meter wheel, and the meter wheel is installed at a set position on the industrial rail vehicle. After rotating through the rolling friction between the meter wheel and the track, the distance is calculated to obtain the position of the industrial rail vehicle. At the same time, the encoder calculates the distance after rotating through the rolling friction between the meter wheel and the track. This non-rigid connection easily causes the situation of lost rotation and inaccurate position calculation. At this time, a positioning sensor is set on the industrial rail vehicle, and positioning iron blocks are installed at equal intervals on the track side to calibrate the reading of the encoder and reduce the position error of the translation mechanism.

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

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

[0097] Among them, 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 running state of the industrial rail vehicle according to the real-time proportional integral output value.

[0098] Among them, when the driving device of the industrial rail vehicle is a double frequency converter driving two side motors, the anti-rail gnawing control box in this anti-rail gnawing system is connected in parallel to the original driving circuit of the industrial rail vehicle, as Figure 5 shown, that is, on the basis of maintaining the original driving circuit, the anti-rail gnawing 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 resistance cutting or voltage regulating device driving two side motors, the anti-rail gnawing control box in this anti-rail gnawing system is connected in series to the original driving circuit of the industrial rail vehicle as Figure 4 shown, that is, the connection between the original driving system and the motor is cut off, and the anti-rail gnawing control box is connected in series, and the anti-rail gnawing control box drives the motor again.

[0100] This anti-rail gnawing system also has a touch screen, and all 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, is easy to install, does not require a large number of modifications 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. indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the 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 orientation, as well as a specific orientation structure and operation. Therefore, it should not be construed as a limitation to the present invention. In addition, "first" and "second" are only for the purpose of description, and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Therefore, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present invention, unless otherwise specified, the meaning of "a plurality" is two or more.

[0103] In the description of the present invention, it should be noted that unless otherwise clearly defined and limited, the terms "mounted", "connected", "coupled", etc. shall be construed in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0104] The above has described in detail one embodiment of the present invention, but the content described is only a preferred embodiment of the present invention and cannot be considered as used to limit the scope of implementation of the present invention. All equivalent changes and improvements made according to the scope of the application of the present invention should still fall within the scope covered by the patent of the present invention.

Claims

1. A method for preventing rail gnawing of an industrial rail vehicle, characterized in that, Including the following steps: Step 1: Obtain the surrounding distance between the industrial rail vehicle and the rail and the position of the industrial rail vehicle in real time; the surrounding distance includes the left front distance L1, the right front distance L2, the left rear distance L3, and the right rear distance L4; Step 2: Process the surrounding distance obtained in real time to obtain a real-time gnawing feedback value; Step 3: Obtain a real-time proportional integral output value based on the real-time gnawing feedback value; Step 4: Adjust the running state of the industrial rail vehicle based on the real-time proportional integral output value; The obtaining of the real-time proportional integral output value based on the real-time gnawing feedback value includes extracting the real-time gnawing feedback values of the front wheels on both sides in the traveling direction in the real-time gnawing feedback value; Formula for calculating real-time proportional-integral output value Calculate the real-time proportional-integral output value U(T); where Kp is the proportional coefficient and Ki is the integral coefficient; t = 0 is the initial moment when the industrial rail vehicle runs; T is the current moment; E(T) is the sum of the real-time gnawing feedback values of the front wheels on both sides in the traveling direction at the current moment; E(t) is the curve obtained by fitting the sum of the real-time gnawing feedback values of the front wheels on both sides in the traveling direction in chronological order; The adjusting of the running state of the industrial rail vehicle based on the real-time proportional integral output value includes: extracting the driving mode of the driving motor of the driving device of the industrial rail vehicle: When the driving device of the industrial rail vehicle is a dual frequency converter to drive the two side motors; Compare the value of U(T) with 0; when U(T)≥0, adjust the right frequency converter, increase the frequency of the right frequency converter, and the increase amount is U(T), when U(T)<0, adjust the left frequency converter, increase the frequency of the left frequency converter, and the increase amount is -U(T); When the driving device of the industrial rail vehicle is a resistance cutting or voltage regulating device to drive the two side motors; Carry out cascade adjustment on the two side motors through U1(T) and U2(T); the adjustment amount of the working frequency of the left motor is U1(T), and the adjustment amount of the working frequency of the right motor is U2(T); where 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; The obtaining method of the proportional coefficient Kp is: Set the first proportional coefficient Kp1, and judge whether the number of gnawing times at the same position and when the vehicle travels in the same direction is greater than 1; if so, 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 not, assign the value of the first proportional coefficient Kp1 to the proportional coefficient Kp.

2. The anti-creeping method of an industrial rail vehicle according to claim 1, wherein 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 four ranging sensors and the side of the rail measured by the four ranging sensors, and the four ranging sensors are respectively arranged inside or outside 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.

3. A 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 ranging sensor to the center line of the corresponding wheel and the track width B; where the distances from each ranging sensor to the center line of the corresponding wheel include the distance A1 from the ranging sensor at the left front wheel position to the center line of the left front wheel, the distance A2 from the ranging sensor at the right front wheel position to the center line of the right front wheel, the distance A3 from the ranging sensor at the left rear wheel position to the center line of the left rear wheel, and the distance A4 from the ranging sensor at the right rear wheel position to the center line of the right rear wheel. S2: Determine the installation positions of the ranging sensors. When installed on the outside of the industrial rail vehicle body, through the real-time flange contact feedback value Ei is calculated; When installed inside the industrial rail vehicle body, through the real-time rail gnawing feedback value Ei is calculated; Where i is a positive integer and i ∈ [1, 4].

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

5. An anti-rail gnawing system for an industrial rail vehicle, which is applied to an anti-rail gnawing method for an industrial rail vehicle as described in any one of claims 1-4, characterized in that It includes a data acquisition module, a data processing module, and an execution module; The data acquisition module is used to obtain the peripheral 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 peripherally obtained distance in real time to obtain a real-time rubbing against the rail feedback value, and; Obtain a real-time proportional integral output value based on the real-time rubbing against the rail feedback value; The execution module is used to adjust the running state of the industrial rail vehicle based on the real-time proportional integral output value.

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