A train simulation method, device, equipment and medium

Abstract

The present invention discloses a train simulation method, device, equipment and medium. The method includes: obtaining the operating state of the vehicle in the simulation; determining the real-time adhesion coefficient calculation method of the vehicle in the operating state of the vehicle according to the operating state of the vehicle; calculating the force condition of the vehicle in the operating state of the vehicle according to the real-time adhesion coefficient calculation method. The embodiment of the present invention provides a train simulation method, which solves the problem that the adhesion coefficient calculation in the existing train simulation is inaccurate, resulting in the distortion of the simulation of the force condition of the train, thereby improving the accuracy and reliability of the train simulation, and providing a more accurate basis for the optimal design, performance evaluation and actual operation control of the train.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle simulation, and particularly to a train simulation method, device, equipment and medium. Background Art

[0002] When a train is running, due to the change of the track friction coefficient, wheel slip is likely to occur between the wheel and the track, which is an important factor affecting the accuracy of speed transmission, speed measurement and distance measurement.

[0003] By spraying anti-friction fluid on the rail and performing braking and starting in this area to test wheel slip, not only a large amount of manpower and material resources are consumed, but it is also difficult to simulate the relative slip between the wheel and the track when the traction force is greater than the maximum adhesion force between the wheel and the track during the train acceleration process. In addition, the simulation process also lacks a comprehensive analysis of the wheel slip scenario for speed measurement and distance measurement. Summary of the Invention

[0004] The present invention provides a train simulation method, device, equipment and medium to solve the problem that the adhesion coefficient calculation in the existing train simulation is inaccurate, resulting in the distortion of the simulation of the train's force condition.

[0005] According to one aspect of the present invention, there is provided a train simulation method, including:

[0006] Obtaining the operating state of the vehicle for simulation;

[0007] Determining the real-time adhesion coefficient calculation method of the vehicle in the operating state of the vehicle according to the operating state of the vehicle;

[0008] Calculating the force condition of the vehicle in the operating state of the vehicle according to the real-time adhesion coefficient calculation method.

[0009] Optionally, the operating state of the vehicle includes a normal operating state;

[0010] Determining the real-time adhesion coefficient calculation method of the vehicle in the operating state of the vehicle according to the operating state of the vehicle includes:

[0011] When the operating state of the vehicle is the normal operating state, determining the real-time adhesion coefficient calculation method of the vehicle as: ;

[0012] Wherein, represents the real-time adhesion coefficient in the normal operating state; represents the real-time vehicle speed of the vehicle; A and B represent two preset constants.

[0013] Optionally, before determining the real-time adhesion coefficient calculation method of the vehicle as: when the operating state of the vehicle is the normal operating state, further includes:

[0014] Obtain the real-time speed of the vehicle;

[0015] When the vehicle operating state is the normal operating state, determine the real-time adhesion coefficient calculation method of the vehicle as: , including:

[0016] When the vehicle operating state is the normal operating state and the real-time speed of the vehicle is lower than or equal to the preset speed threshold, determine the real-time adhesion coefficient calculation method of the vehicle: ;

[0017] Wherein, represents the real-time adhesion coefficient in the low-speed normal operating state, and C represents a preset constant.

[0018] Optionally, the vehicle operating state includes the idling operating state;

[0019] According to the vehicle operating state, determine the real-time adhesion coefficient calculation method of the vehicle in the vehicle operating state, including:

[0020] When the vehicle operating state is the idling operating state, determine the real-time adhesion coefficient calculation method of the vehicle as: ;

[0021] Wherein, represents the adhesion coefficient of the train in the idling operating state, is the friction coefficient at the previous moment, is the change amount within the unit time t, is the minimum value of the adhesion coefficient of the train in the idling operating state.

[0022] Optionally, when the vehicle operating state is the idling operating state, before determining the real-time adhesion coefficient calculation method of the vehicle as: it further includes:

[0023] Obtain the real-time speed of the vehicle;

[0024] When the vehicle operating state is the idling operating state, determine the real-time adhesion coefficient calculation method of the vehicle as: , including:

[0025] When the vehicle operating state is the low-speed idling operating state and the real-time speed of the vehicle is lower than or equal to the preset speed threshold, determine , , and ; wherein, is the real-time adhesion coefficient in the low-speed idling operating state; is the friction coefficient at the previous moment; is the change amount within the unit time ; , which is the minimum adhesion coefficient of the train in the low-speed idling operation state;

[0026] When the vehicle operation state is the high-speed idling operation state and the real-time speed of the vehicle is higher than the preset speed threshold, determine , , and ; where, is the real-time adhesion coefficient in the high-speed idling operation state; is the friction coefficient at the previous moment; is the change amount within the unit time ; , which is the minimum adhesion coefficient of the train in the high-speed idling operation state;

[0027] Among them, is different from .

[0028] Optionally, the vehicle operation state includes the idling recovery operation state;

[0029] According to the vehicle operation state, determine the calculation method of the real-time adhesion coefficient of the vehicle in the vehicle operation state, including:

[0030] When the vehicle operation state is the idling recovery operation state, determine the calculation method of the real-time adhesion coefficient of the vehicle as: ;

[0031] Among them, represents the adhesion coefficient of the train in the idling recovery operation state, is the friction coefficient at the previous moment, is the change amount within the unit time ; is the maximum adhesion coefficient of the train in the idling recovery operation state.

[0032] Optionally, when the vehicle operation state is the idling recovery operation state, before determining the calculation method of the real-time adhesion coefficient of the vehicle as: , it further includes:

[0033] Obtain the real-time speed of the vehicle;

[0034] When the vehicle operating state changes from idling to resuming operation, the calculation method for the real-time adhesion coefficient of the vehicle is determined as follows: , including:

[0035] When the vehicle operating state is resuming operation from low-speed idling and the real-time speed of the vehicle is lower than or equal to the preset speed threshold, it is determined that , , and ; where is the real-time adhesion coefficient in the state of resuming operation from low-speed idling; is the friction coefficient at the previous moment; is the change amount within the unit time ; is the maximum value of the adhesion coefficient of the train in the state of resuming operation from low-speed idling;

[0036] When the vehicle operating state is resuming operation from high-speed idling and the real-time speed of the vehicle is higher than the preset speed threshold, it is determined that , , and ; where is the real-time adhesion coefficient in the state of resuming operation from high-speed idling; is the friction coefficient at the previous moment; is the change amount within the unit time ; is the maximum value of the adhesion coefficient of the train in the state of resuming operation from high-speed idling;

[0037] where is different from .

[0038] Optionally, after calculating the force condition of the vehicle in the vehicle operating state according to the real-time adhesion coefficient calculation method, it further includes:

[0039] Calculating the acceleration of the vehicle according to the force condition of the vehicle in the vehicle operating state;

[0040] Calculating the acceleration of the wheel according to the force condition of the wheel in the vehicle operating state.

[0041] Optionally, calculating the acceleration of the vehicle according to the force condition of the vehicle in the vehicle operating state includes:

[0042] According to the formula , calculating the frictional force of the vehicle ; where is the adhesion coefficient, M represents the mass of the vehicle, is the acceleration due to gravity;

[0043] According to the formula , calculate the acceleration of the vehicle .

[0044] Optionally, according to the force condition of the wheel during the operation of the vehicle, calculate the acceleration of the wheel, including:

[0045] According to the formula , calculate the frictional force of the vehicle ; where is the adhesion coefficient, M represents the mass of the vehicle, m represents the mass of the wheel, is the acceleration due to gravity;

[0046] According to the formula , calculate the acceleration of the wheel .

[0047] According to another aspect of the present invention, there is provided a train simulation device, including:

[0048] An information acquisition module, configured to acquire the operating state of the simulated vehicle;

[0049] A coefficient determination module, configured to determine the real-time adhesion coefficient calculation method of the vehicle in the vehicle operating state according to the vehicle operating state;

[0050] A force analysis module, configured to calculate the force condition of the vehicle in the vehicle operating state according to the real-time adhesion coefficient calculation method.

[0051] According to another aspect of the present invention, there is provided an electronic device, which includes:

[0052] At least one processor; and

[0053] A memory communicatively connected to the at least one processor; wherein,

[0054] The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the train simulation method of any embodiment of the present invention.

[0055] According to another aspect of the present invention, there is provided a computer-readable storage medium, which stores computer instructions for causing a processor to implement the train simulation method of any embodiment of the present invention when executed.

[0056] The technical solution of the embodiment of the present invention provides a data basis for subsequent simulation analysis by obtaining the simulated vehicle operation state; determines the real-time adhesion coefficient calculation method of the vehicle under the vehicle operation state according to the vehicle operation state, improves the accuracy of the adhesion coefficient calculation, avoids the deviation of the adhesion coefficient caused by the inapplicable calculation method, and further ensures the reliability of the subsequent calculation of the train force condition; calculates the force condition of the vehicle under the vehicle operation state according to the real-time adhesion coefficient calculation method, and then obtains the acceleration change conditions of the vehicle in the three stages of normal, idling, and idling recovery, solves the problem of inaccurate adhesion coefficient calculation in the existing train simulation, resulting in the distortion of the simulated train force condition, thereby improving the accuracy and reliability of the train simulation, and providing a more accurate basis for the optimal design, performance evaluation, and actual operation control of the train.

[0057] It should be understood that the content described in this part is not intended to identify the key or important features of the embodiments of the present invention, nor is it used to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the following drawings are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0059] Figure 1 is a flowchart of a train simulation method provided by an embodiment of the present invention;

[0060] Figure 2 is a flowchart of another train simulation method provided by an embodiment of the present invention;

[0061] Figure 3 is a flowchart of yet another train simulation method provided by an embodiment of the present invention;

[0062] Figure 4 is a flowchart of yet another train simulation method provided by an embodiment of the present invention;

[0063] Figure 5 is a schematic flowchart of the state transition when the wheel is accelerating provided by an embodiment of the present invention;

[0064] Figure 6 is a schematic flowchart of the state transition when the wheel is decelerating provided by an embodiment of the present invention;

[0065] Figure 7 is a schematic structural diagram of a train simulation device provided by an embodiment of the present invention;

[0066] Figure 8 It is a schematic structural diagram of an electronic device provided by an embodiment of the present invention. Detailed implementation manners

[0067] In order to enable those skilled in the art of the present technology to better understand the solution of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below 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 of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0068] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily need to be used to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product or device that includes a series of steps or units does not necessarily have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0069] Figure 1 It is a flowchart of a train simulation method provided by an embodiment of the present invention. As Figure 1 shown, the method includes:

[0070] S110. Obtain the vehicle operation state of the simulation.

[0071] Among them, the simulation can be understood as a process of virtually reproducing various states and behaviors of a train during actual operation through technical means such as computer simulation; for example, in the present application, the simulation is of a running train. When the traction force provided by the train remains unchanged, due to the change in the smoothness of the track, the train will experience wheel spin and wheel spin recovery phenomena; the vehicle operation state can be understood as various state information presented by the train during operation, such as normal running state, wheel spin running state, wheel spin recovery running state, etc.

[0072] Specifically, in this application, researchers set input parameters based on the actual train operation principle and possible situations, and simulate a moving train. When the traction force provided remains unchanged, due to the change in the smoothness of the track, the train will experience wheel spin and wheel spin recovery phenomena, and then enter different operating states. The data obtained provides a basis for subsequent simulation analysis.

[0073] S120. Determine the real-time adhesion coefficient calculation method of the vehicle in the vehicle operating state according to the vehicle operating state.

[0074] Among them, the adhesion coefficient can be understood as the ratio of the maximum static friction force that can be generated when the wheel and rail interact to the vertical pressure of the wheel. It reflects the adhesion ability between the wheel and rail.

[0075] Specifically, in different vehicle operating states, the real-time adhesion coefficient calculation methods of the vehicle are also different. According to the vehicle operating state where the vehicle is located, the simulation system will select the corresponding real-time adhesion coefficient calculation method, thereby improving the accuracy of the adhesion coefficient calculation, avoiding the adhesion coefficient deviation caused by the inapplicable calculation method, and ensuring the reliability of the subsequent analysis of the train's force condition.

[0076] Exemplarily, if the current track can provide dynamic friction force greater than or equal to the traction force, the vehicle is in the normal driving mode and no wheel spin occurs. At this time, the real-time adhesion coefficient calculation method is the calculation method in the normal driving state.

[0077] S130. Calculate the force condition of the vehicle in the vehicle operating state according to the real-time adhesion coefficient calculation method.

[0078] Among them, the force condition can be understood as the comprehensive performance of various forces received by the train during operation, mainly including traction force, braking force, friction force (adhesion force between wheel and rail, etc.).

[0079] Specifically, based on the determined real-time adhesion coefficient calculation method, combined with the train dynamics principle and relevant physical formulas, calculate the magnitudes of various forces received by the train in different operating states. For example, calculate the adhesion force between the wheel and rail through the adhesion coefficient and the vertical pressure of the wheel, calculate the traction force in combination with the power system parameters of the train, and estimate the air resistance according to the aerodynamics principle. Then, comprehensively analyze these forces to obtain the resultant force condition of the train at different times, and further analyze based on the force condition to obtain the acceleration change conditions of the vehicle in the three stages of normal, wheel spin, and wheel spin recovery.

[0080] Exemplarily, as Figure 5 shown, Figure 5It is a schematic flowchart of the state transition when the wheel is accelerating. When the wheel is accelerating (the traction force and the acceleration direction are consistent, in the traction state): In the normal operation state, the resultant force is relatively stable, and the acceleration is maintained within a reasonable range; when the train enters a smooth track, the adhesion coefficient decreases, resulting in wheel spin of the train. At this time, the traction force cannot be effectively transmitted, the resultant force decreases, and the acceleration decreases; in the wheel spin recovery stage, as the adhesion coefficient recovers, the resultant force gradually increases, and the acceleration also correspondingly rises back to the normal level.

[0081] Similarly, as Figure 6 shown, Figure 6 It is a schematic flowchart of the state transition when the wheel is decelerating. When the wheel is decelerating (the traction force and the acceleration direction are opposite, in the braking state): In the normal operation state, the resultant force is relatively stable, and the acceleration is maintained within a reasonable range; when the train enters a smooth track, the adhesion coefficient decreases, resulting in wheel slip of the train. At this time, the traction force cannot be effectively transmitted, the resultant force decreases, and the acceleration decreases; in the wheel slip recovery stage, as the adhesion coefficient recovers, the resultant force gradually increases, and the acceleration also correspondingly rises back to the normal level.

[0082] It should be noted that whether it is the traction state or the braking state, the force analysis and calculation method of the train is the same. Wheel slip and wheel spin essentially result from the change of the adhesion coefficient, causing abnormal force transmission between the train wheels and the tracks.

[0083] Therefore, this application only analyzes the wheel slip state in the traction state. It should be clear that the wheel spin state is also applicable to the calculation method adopted based on the wheel slip state.

[0084] The technical solution of the embodiment of the present invention provides a data basis for subsequent simulation analysis by obtaining the simulated vehicle operation state; determines the real-time adhesion coefficient calculation method of the vehicle in the vehicle operation state according to the vehicle operation state, improves the accuracy of the adhesion coefficient calculation, avoids the adhesion coefficient deviation caused by the inapplicable calculation method, and further ensures the reliability of the subsequent calculation of the train force situation; calculates the force situation of the vehicle in the vehicle operation state according to the real-time adhesion coefficient calculation method, and then obtains the acceleration change situation of the vehicle in the normal, wheel spin, and wheel spin recovery stages, solves the problem of inaccurate adhesion coefficient calculation in the existing train simulation, resulting in distorted simulation of the train force situation, thereby improving the accuracy and reliability of the train simulation, and providing a more accurate basis for the optimization design, performance evaluation, and actual operation control of the train.

[0085] Optionally, after calculating the force situation of the vehicle in the vehicle operation state according to the real-time adhesion coefficient calculation method, it further includes:

[0086] Calculate the acceleration of the vehicle according to the forces acting on the vehicle in the vehicle operating state;

[0087] Calculate the acceleration of the wheel according to the forces acting on the wheel in the vehicle operating state.

[0088] Specifically, in any vehicle operating state, the acceleration of the vehicle can be obtained according to the resultant external force and the mass of the vehicle. However, as a component that directly contacts the track and transmits power in the train, the force condition of the wheel is different from that of the whole vehicle. In addition to the power and resistance transmitted by the vehicle, the wheel is also subject to complex interaction forces between the wheel and the rail.

[0089] Exemplarily, when the wheel-rail is in an adhesive state and there is no relative sliding, the accelerations of the wheel and the vehicle , the traction force F and the frictional force are equal in magnitude, and the frictional force is related to the adhesion coefficient and the speed magnitude; at this time, since there is no relative sliding, the acceleration of the wheel is equal in magnitude and the same in direction as the acceleration of the vehicle.

[0090] Optionally, calculating the acceleration of the vehicle according to the forces acting on the vehicle in the vehicle operating state includes:

[0091] According to the formula , calculate the frictional force of the vehicle ; where is the adhesion coefficient, M represents the mass of the vehicle, is the acceleration due to gravity;

[0092] According to the formula , calculate the acceleration of the vehicle .

[0093] Specifically, first, obtain the mass M of the vehicle currently being simulated; second, determine the calculation method of the real-time adhesion coefficient according to the vehicle operating state; then, through the formula , calculate the frictional force. When the wheel-rail is in an adhesive state and there is no relative sliding, the traction force F and the frictional force are equal in magnitude, and the frictional force provides the acceleration, and the acceleration .

[0094] Optionally, calculating the acceleration of the wheel according to the forces acting on the wheel in the vehicle operating state includes:

[0095] According to the formula , calculate the frictional force of the vehicle ; where is the adhesion coefficient, M represents the mass of the vehicle, m represents the mass of the wheel, is the acceleration due to gravity;

[0096] According to the formula , calculate the acceleration of the wheel .

[0097] Specifically, first, obtain the mass M of the vehicle being simulated, the mass m of the wheel, and the traction force F; second, determine the calculation method of the real-time adhesion coefficient according to the vehicle operating state; then, through the formula , calculate the frictional force; finally, substitute the above parts into the formula , calculate the acceleration of the wheel .

[0098] Figure 2 is a flowchart of another train simulation method provided by an embodiment of the present invention. This embodiment is refined on the basis of "S120. According to the vehicle operating state, determine the calculation method of the real-time adhesion coefficient of the vehicle in the vehicle operating state." in the above embodiment, and specifically includes:

[0099] The vehicle operating state includes the normal operating state;

[0100] When the vehicle operating state is the normal operating state, determine the calculation method of the real-time adhesion coefficient of the vehicle as: ;

[0101] Among them, represents the real-time adhesion coefficient in the normal operating state; represents the real-time vehicle speed; A and B represent two preset constants.

[0102] As Figure 2 shows, the method includes:

[0103] S210. Obtain the vehicle operating state of the simulation.

[0104] S220. When the vehicle operating state is the normal operating state, determine the calculation method of the real-time adhesion coefficient of the vehicle as: .

[0105] Among them, represents the real-time adhesion coefficient in the normal operating state; represents the real-time vehicle speed; A and B represent two preset constants; the normal operating state can be understood as that the current track can provide a dynamic frictional force greater than or equal to the traction force, the vehicle is in the normal driving mode, and there is no idling state.

[0106] Specifically, the adhesion coefficient in the normal operating state is inversely proportional to the speed magnitude. As the speed increases, the adhesion coefficient becomes smaller and smaller, and it hardly changes after the speed increases to a certain extent.

[0107] Exemplarily, assume that the mass of a certain high - speed rail car is 60t, a car has 8 wheels, the body mass M borne by each wheel is 7500 kg, the wheel mass m is 350 kg, and the acceleration due to gravity takes 9.8m / s 2 , when the train speed is between 50 - 350 , it can be deduced that the constant A = 27.2 and the constant B = 85. In this state, the adhesion coefficient is: .

[0108] S230. Calculate the force condition of the vehicle in the vehicle operation state according to the real - time adhesion coefficient calculation method.

[0109] In the embodiment of the present invention, by subdividing the train operation state and giving a specific real - time adhesion coefficient calculation method for the normal operation state, compared with the general adhesion coefficient calculation method, the calculation method based on the actual train operation state can more accurately simulate the force condition of the train in the normal operation state and improve the accuracy of train simulation.

[0110] Optionally, before determining that the real - time adhesion coefficient calculation method of the vehicle is: when the vehicle operation state is the normal operation state, it further includes:

[0111] Obtain the real - time speed of the vehicle;

[0112] When the vehicle operation state is the normal operation state, determining that the real - time adhesion coefficient calculation method of the vehicle is: , includes:

[0113] When the vehicle operation state is the normal operation state and the real - time speed of the vehicle is lower than or equal to the preset speed threshold, determine the real - time adhesion coefficient calculation method of the vehicle: .

[0114] Wherein, represents the real - time adhesion coefficient in the low - speed normal operation state, C represents a preset constant; the real - time speed of the vehicle can be understood as the real - time simulation speed of the simulation train, and the real - time speed of the vehicle can be obtained based on the simulation software.

[0115] Specifically, the system selects the corresponding adhesion coefficient calculation method by obtaining the simulation vehicle operation state. When the vehicle operation state is the normal operation state and the real - time speed of the vehicle is higher than the preset speed threshold C (such as C = 50km / h), it can be regarded as the high - speed normal operation state, and the real - time adhesion coefficient calculation method of the vehicle in the high - speed state conforms to: ; When the real-time speed of the vehicle is lower than the preset speed threshold C (e.g., C = 50 km / h), it can be regarded as the normal operation state at low speed. The calculation method of the real-time adhesion coefficient of the vehicle in the low-speed state conforms to: , that is, when the real-time speed is below the preset speed threshold C, is a fixed value .

[0116] Figure 3 is a flowchart of another train simulation method provided by an embodiment of the present invention. This embodiment is refined on the basis of "S120. According to the vehicle operation state, determine the calculation method of the real-time adhesion coefficient of the vehicle in the vehicle operation state." in the above embodiment, and specifically includes:

[0117] The vehicle operation state includes the idling operation state;

[0118] When the vehicle operation state is the idling operation state, determine the calculation method of the real-time adhesion coefficient of the vehicle as: ;

[0119] Among them, represents the adhesion coefficient of the train in the idling operation state, is the friction coefficient at the previous moment, is the change amount within the unit time , is the minimum value of the adhesion coefficient of the train in the idling operation state.

[0120] For example, Figure 3 as shown, the method includes:

[0121] S310. Obtain the simulated vehicle operation state.

[0122] S320. When the vehicle operation state is the idling operation state, determine the calculation method of the real-time adhesion coefficient of the vehicle as: ;

[0123] Among them, represents the adhesion coefficient of the train in the idling operation state, is the friction coefficient at the previous moment, is the change amount within the unit time , is the minimum value of the adhesion coefficient of the train in the idling state; the idling state can be understood as an abnormal operating state in which the adhesion between the wheel and the rail is insufficient to maintain the normal operating state of the vehicle during the operation of the train, resulting in relative sliding between the wheel and the track surface; illustratively, in the present application, the idling state is caused by the vehicle running on a relatively smooth track, and the vehicle speed continues to decrease in this state.

[0124] Specifically, the adhesion coefficient under idling condition , because the track suddenly becomes smooth, the friction provided by the track suddenly decreases sharply, so the adhesion coefficient in the idling state As the time of entering the idling state decreases linearly, starting from the initial value of entering the idling state, each Time reduction The adhesion coefficient of the idling state at the current moment is Then reaches the minimum value.

[0125] It should be noted that in this process and The size of is affected by the track material and wheel material. During the idling stage, the adhesion coefficient is no longer related to the speed.

[0126] S330: Calculate the force condition of the vehicle in the vehicle running state according to the real-time adhesion coefficient calculation method.

[0127] The embodiment of the present invention subdivides the train operating state and provides a specific real-time adhesion coefficient calculation method for the idling operating state. Compared with the general adhesion coefficient calculation method, the calculation method based on the actual train operating state can more accurately simulate the stress conditions of the train in the idling operating state, thereby improving the accuracy of train simulation.

[0128] Optionally, when the vehicle is in an idling state, the real-time adhesion coefficient of the vehicle is calculated as follows: Previously, it also included:

[0129] Get the real-time speed of the vehicle;

[0130] When the vehicle is in an idling state, the real-time adhesion coefficient of the vehicle is calculated as follows: ,include:

[0131] When the vehicle is in a low-speed idling state and the real-time speed of the vehicle is lower than or equal to a preset speed threshold, determining , , and ;in, is the real-time adhesion coefficient in the low-speed idling operation state; is the friction coefficient at the previous moment; is the change amount within the unit time ; , is the minimum value of the adhesion coefficient of the train in the low-speed idling operation state;

[0132] When the vehicle operation state is the high-speed idling operation state and the real-time speed of the vehicle is higher than the preset speed threshold, determine , , and ; where is the real-time adhesion coefficient in the high-speed idling operation state; is the friction coefficient at the previous moment; is the change amount within the unit time ; , is the minimum value of the adhesion coefficient of the train in the high-speed idling operation state;

[0133] Among them, is different from because the initial value of the vehicle speed when entering the idling stage is different, which leads to being different from .

[0134] Specifically, the system selects the corresponding adhesion coefficient calculation method by obtaining the simulated vehicle operation state. When the vehicle operation state is the idling operation state, when the real-time speed of the vehicle is higher than the preset speed threshold C (such as C = 50 km / h), it can be regarded as the high-speed idling operation state, and the calculation method of the real-time adhesion coefficient of the vehicle in the high-speed state conforms to: .

[0135] Similarly, when the real-time speed of the vehicle is lower than the preset speed threshold C (such as C = 50 km / h), it can be regarded as the low-speed idling operation state, and the calculation method of the real-time adhesion coefficient of the vehicle in the low-speed state conforms to: .

[0136] Since the minimum value of the adhesion coefficient is only affected by the track material and the wheel material, the minimum values of the adhesion coefficients in the high-speed idling operation state and the low-speed idling operation state are the same, that is ; and represent The change in the adhesion coefficient within a time interval. In the idling operation state, regardless of whether it is high speed or low speed, the frictional force that the track can provide is constant. Therefore, 。

[0137] It can be understood that when a vehicle with a speed higher than the preset speed threshold C (e.g., C = 50 km / h) is in the idling process and its speed continuously decreases until it drops below the preset speed threshold C (e.g., C = 50 km / h), since the force condition of the vehicle does not change, the calculation method of the real-time adhesion coefficient of the vehicle does not need to change either.

[0138] Figure 4 It is a flowchart of another train simulation method provided by an embodiment of the present invention. This embodiment is refined on the basis of "S120. According to the vehicle operation state, determine the calculation method of the real-time adhesion coefficient of the vehicle in the vehicle operation state." in the above embodiment, and specifically includes:

[0139] When the vehicle operation state is the idling recovery operation state, determine the calculation method of the real-time adhesion coefficient of the vehicle as: ;

[0140] Among them, represents the adhesion coefficient of the train in the idling recovery operation state, is the friction coefficient at the previous moment, is the change amount within the unit time , is the maximum value of the adhesion coefficient of the train in the idling recovery operation state.

[0141] For example, Figure 4 as shown, this method includes:

[0142] S410. Obtain the simulation vehicle operation state.

[0143] S420. When the vehicle operation state is the idling recovery operation state, determine the calculation method of the real-time adhesion coefficient of the vehicle as: ;

[0144] Among them, represents the adhesion coefficient of the train in the idling recovery operation state, is the friction coefficient at the previous moment, is the change amount within the unit time , is the maximum value of the adhesion coefficient of the train in the idling recovery operation state.

[0145] Specifically, when the train resumes running on a track with a high friction coefficient, the friction force provided by the track increases significantly. Therefore, the train switches to the idling recovery operation state, and the adhesion coefficient in the idling recovery operation state increases linearly with the time of entering the idling recovery operation state. Starting from the initial value of entering the idling recovery state, every time increases of the adhesion coefficient until the adhesion coefficient in the current idling recovery operation state reaches the maximum value.

[0146] It should be noted that during this process and are affected by the track material and the wheel material. During the idling recovery stage, the adhesion coefficient is no longer related to the speed magnitude, but is determined by the maximum friction force that the current track can provide.

[0147] S430. Calculate the force condition of the vehicle during the vehicle operation state according to the real-time adhesion coefficient calculation method.

[0148] In the embodiment of the present invention, by subdividing the train operation state and giving a specific real-time adhesion coefficient calculation method for the idling recovery operation state, compared with the general adhesion coefficient calculation method, the calculation method based on the actual train operation state can more accurately simulate the force condition of the train in the idling recovery operation state, improving the accuracy of train simulation.

[0149] Optionally, when the vehicle operation state is the idling recovery operation state, determining the real-time adhesion coefficient calculation method of the vehicle is: Before that, it further includes:

[0150] Obtain the real-time speed of the vehicle;

[0151] When the vehicle operation state is the idling recovery operation state, determining the real-time adhesion coefficient calculation method of the vehicle is: , including:

[0152] When the vehicle operation state is the low-speed idling recovery operation state and the real-time speed of the vehicle is lower than or equal to the preset speed threshold, determine , , and ; where is the real-time adhesion coefficient of the low-speed idling recovery operation state; is the friction coefficient at the previous moment; is the change amount within the unit time ; is the maximum adhesion coefficient when the train is in the restored running state of low-speed idling;

[0153] When the vehicle running state is the restored running state of high-speed idling and the real-time speed of the vehicle is higher than the preset speed threshold, determine , , and ; Among them, is the real-time adhesion coefficient in the restored running state of high-speed idling; is the friction coefficient at the previous moment; is the change amount within the unit time ; is the maximum adhesion coefficient when the train is in the restored running state of high-speed idling;

[0154] Among them, is different from because the initial vehicle speed values when entering the idling restoration stage are different, which leads to being different from .

[0155] Specifically, the system selects the corresponding adhesion coefficient calculation method by obtaining the simulated vehicle running state. When the vehicle running state is the idling restoration running state, when the real-time speed of the vehicle is higher than the preset speed threshold C (such as C = 50 km / h), it can be regarded as the restored running state of high-speed idling, and the calculation method of the real-time adhesion coefficient of the vehicle in the high-speed state conforms to: .

[0156] Similarly, when the real-time speed of the vehicle is lower than the preset speed threshold C (such as C = 50 km / h), it can be regarded as the restored running state of low-speed idling, and the calculation method of the real-time adhesion coefficient of the vehicle in the low-speed state conforms to: .

[0157] Since the maximum value of the adhesion coefficient is only affected by the track material and the wheel material, the maximum values of the adhesion coefficient in the restored running state of high-speed idling and the restored running state of low-speed idling are the same, that is ; and represent the change amount of the adhesion coefficient within the time interval, and in the idling restoration running state, whether it is high-speed or low-speed, the friction force that the track can provide is certain, so .

[0158] It can be understood that when a vehicle with a speed lower than the preset speed threshold C (such as C = 50 km / h) is in the process of idle recovery and its speed continuously increases until it exceeds the preset speed threshold C (such as C = 50 km / h), since the force condition of the vehicle does not change, the calculation method of the vehicle's real-time adhesion coefficient does not need to change either.

[0159] Figure 7 FIG. is a schematic structural diagram of a train simulation device provided by an embodiment of the present invention, as Figure 7 shown, the device includes:

[0160] An information acquisition module, configured to acquire the operating state of the simulated vehicle;

[0161] A coefficient determination module, configured to determine the calculation method of the real-time adhesion coefficient of the vehicle in the vehicle operating state according to the vehicle operating state;

[0162] A force analysis module, configured to calculate the force condition of the vehicle in the vehicle operating state according to the real-time adhesion coefficient calculation method.

[0163] Optionally, the coefficient determination module is further configured to, when the vehicle operating state is a normal operating state, determine the calculation method of the real-time adhesion coefficient of the vehicle as: ; where represents the real-time adhesion coefficient in the normal operating state; represents the real-time vehicle speed of the vehicle; A and B represent two preset constants.

[0164] Optionally, the information acquisition module is further configured to acquire the real-time speed of the vehicle, and the coefficient determination module is further configured to, when the vehicle operating state is a normal operating state and the real-time speed of the vehicle is lower than or equal to the preset speed threshold, determine the calculation method of the real-time adhesion coefficient of the vehicle: ; where represents the real-time adhesion coefficient in the low-speed normal operating state, and C represents a preset constant.

[0165] Optionally, the coefficient determination module is further configured to, when the vehicle operating state is an idling operating state, determine the calculation method of the real-time adhesion coefficient of the vehicle as: ; where represents the adhesion coefficient of the train in the idling operating state, is the friction coefficient at the previous moment, is the change amount within the unit time , is the minimum value of the adhesion coefficient of the train in the idling operating state.

[0166] Optionally, the information acquisition module is further configured to acquire the real-time speed of the vehicle, and the coefficient determination module is further configured to determine, when the vehicle operating state is a low-speed idling state and the real-time speed of the vehicle is lower than or equal to a preset speed threshold, , , and ; where is the real-time adhesion coefficient in the low-speed idling state; is the friction coefficient at the previous moment; is the change amount within the unit time ; , is the minimum value of the adhesion coefficient of the train in the low-speed idling state; when the vehicle operating state is a high-speed idling state and the real-time speed of the vehicle is higher than the preset speed threshold, determine , , and ; where is the real-time adhesion coefficient in the high-speed idling state; is the friction coefficient at the previous moment; is the change amount within the unit time ; , is the minimum value of the adhesion coefficient of the train in the high-speed idling state;

[0167] where is different from .

[0168] Optionally, the coefficient determination module is further configured to determine, when the vehicle operating state is an idle recovery state, the calculation method of the real-time adhesion coefficient of the vehicle as: ; where represents the adhesion coefficient of the train in the idle recovery state, is the friction coefficient at the previous moment, is the change amount within the unit time , is the maximum value of the adhesion coefficient of the train in the idle recovery state.

[0169] Optionally, the information acquisition module is further configured to acquire the real-time speed of the vehicle, and the coefficient determination module is further configured to determine, when the vehicle operating state is an idle recovery state, the calculation method of the real-time adhesion coefficient of the vehicle as: , including: when the vehicle operating state is the low-speed idling recovery operating state and the real-time speed of the vehicle is lower than or equal to the preset speed threshold, determining , , and ; wherein, is the real-time adhesion coefficient of the low-speed idling recovery operating state; is the friction coefficient at the previous moment; is the change amount within the unit time ; is the maximum value of the adhesion coefficient of the train in the low-speed idling recovery operating state; when the vehicle operating state is the high-speed idling recovery operating state and the real-time speed of the vehicle is higher than the preset speed threshold, determining , , and ; wherein, is the real-time adhesion coefficient of the high-speed idling recovery operating state; is the friction coefficient at the previous moment; is the change amount within the unit time ; is the maximum value of the adhesion coefficient of the train in the high-speed idling recovery operating state; wherein, is different from .

[0170] Optionally, the train simulation device further includes an acceleration calculation module, and the acceleration calculation module is specifically configured to calculate the acceleration of the vehicle according to the force condition of the vehicle in the vehicle operating state; calculate the acceleration of the wheel according to the force condition of the wheel in the vehicle operating state.

[0171] Optionally, the acceleration calculation module is further configured to calculate the frictional force of the vehicle according to the formula ; wherein, is the adhesion coefficient, M represents the mass of the vehicle, is the acceleration due to gravity; calculate the acceleration of the vehicle according to the formula .

[0172] Optionally, the acceleration calculation module is further configured to calculate the frictional force of the vehicle according to the formula ; wherein, is the adhesion coefficient, M represents the mass of the vehicle, m represents the mass of the wheel, is the acceleration due to gravity; according to the formula ​​​, calculate the acceleration of the wheel .

[0173] The train simulation device provided by the embodiments of the present invention can execute the train simulation method provided by any embodiment of the present invention, and has the corresponding functional modules and beneficial effects for executing the method.

[0174] Figure 8 is a schematic structural diagram of an electronic device provided by an embodiment of the present invention, as Figure 8 shown, the electronic device includes:

[0175] at least one processor; and

[0176] a memory communicatively connected to the at least one processor; wherein,

[0177] the memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the train simulation method described in any embodiment of the present invention.

[0178] Figure 8 FIG. shows a schematic structural diagram of an electronic device 10 that can be used to implement an embodiment of the present invention. The electronic device is intended to represent various forms of digital computers, such as, a laptop computer, a desktop computer, a workbench, a personal digital assistant, a server, a blade server, a mainframe computer, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as, a personal digital processor, a cellular phone, a smart phone, a wearable device (such as a helmet, glasses, a watch, etc.) and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present invention described and / or claimed herein.

[0179] As Figure 8 shown, the electronic device 10 includes at least one processor 11, and a memory communicatively connected to the at least one processor 11, such as a read-only memory (ROM) 12, a random access memory (RAM) 13, etc., wherein, the memory stores a computer program executable by the at least one processor, and the processor 11 can execute various appropriate actions and processes according to the computer program stored in the read-only memory (ROM) 12 or the computer program loaded from the storage unit 18 into the random access memory (RAM) 13. In the random access memory (RAM) 13, various programs and data required for the operation of the electronic device 10 can also be stored. The processor 11, the read-only memory (ROM) 12, and the random access memory (RAM) 13 are connected to each other through a bus 14. The input / output (I / O) interface 15 is also connected to the bus 14.

[0180] Multiple components in the electronic device 10 are connected to the input / output (I / O) interface 15, including: an input unit 16, such as a keyboard, a mouse, etc.; an output unit 17, such as various types of displays, speakers, etc.; a storage unit 18, such as a disk, an optical disc, etc.; and a communication unit 19, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 19 allows the electronic device 10 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0181] The processor 11 can be various general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of the processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. The processor 11 executes the various methods and processes described above, such as the train simulation method.

[0182] An embodiment of the present invention also provides a computer-readable storage medium storing computer instructions for causing a processor to implement the train simulation method of any embodiment of the present invention when executed.

[0183] In some embodiments, the train simulation method can be implemented as a computer program tangibly embodied in a computer-readable storage medium, such as the storage unit 18. In some embodiments, part or all of the computer program can be loaded and / or installed onto the electronic device 10 via a read-only memory (ROM) 12 and / or the communication unit 19. When the computer program is loaded into a random access memory (RAM) 13 and executed by the processor 11, one or more steps of the train simulation method described above can be executed. Alternatively, in other embodiments, the processor 11 can be configured to execute the train simulation method by any other suitable means (e.g., by means of firmware).

[0184] The various embodiments of the systems and techniques described above in this specification can be implemented in digital electronic circuitry, integrated circuit systems, field programmable gate arrays (FPGA), application specific integrated circuits (ASIC), application specific standard products (ASSP), systems-on-chip (SOC), complex programmable logic devices (CPLD), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include: being implemented in one or more computer programs that are executable and / or interpretable on a programmable system including at least one programmable processor, which can be a special-purpose or general-purpose programmable processor that receives data and instructions from, and transmits data and instructions to, a storage system, at least one input device, and at least one output device.

[0185] The computer programs for implementing the methods of the present invention can be written in any combination of one or more programming languages. These computer programs can be provided to a processor of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the computer programs, when executed by the processor, cause the functions / operations specified in the flowchart and / or block diagram to be implemented. The computer programs can be executed entirely on the machine, partly on the machine, as a stand-alone software package partly on the machine and partly on a remote machine or entirely on the remote machine or server.

[0186] In the context of the present invention, a computer-readable storage medium can be a tangible medium that can contain or store a computer program for use by or in connection with an instruction execution system, apparatus, or device. The computer-readable storage medium can include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. Alternatively, the computer-readable storage medium can be a machine-readable signal medium. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0187] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device for displaying information to the user (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor); and a keyboard and a pointing device (e.g., a mouse or a trackball) through which the user can provide input to the electronic device. Other kinds of devices can also be used to provide interaction with the user; for example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic input, voice input, or tactile input).

[0188] The systems and techniques described herein can be implemented in a computing system including backend components (e.g., as a data server), or a computing system including middleware components (e.g., an application server), or a computing system including frontend components (e.g., a user computer having a graphical user interface or a web browser through which the user can interact with an implementation of the systems and techniques described herein), or a computing system including any combination of such backend components, middleware components, or frontend components. The components of the system can be interconnected to each other by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: local area network (LAN), wide area network (WAN), blockchain network, and the Internet.

[0189] The computing system can include a client and a server. The client and the server are generally remote from each other and typically interact through a communication network. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or a cloud host, which is a host product in the cloud computing service system and solves the defects of difficult management and weak business scalability existing in traditional physical hosts and VPS services.

[0190] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps recited in the present invention can be executed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of the present invention can be achieved, and no limitation is made herein.

[0191] The above specific embodiments do not constitute a limitation on the protection scope of the present invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the protection scope of the present invention.

Claims

1. A train simulation method, characterized in that: include: Obtaining the simulated vehicle operation status; Determining, according to the vehicle operating state, a method for calculating a real-time adhesion coefficient of the vehicle in the vehicle operating state; Calculating the force of the vehicle in the vehicle running state according to the real-time adhesion coefficient calculation method; Wherein, the vehicle operation state includes a normal operation state, an idling operation state or an idling recovery operation state; When the vehicle operating state is a normal operating state, determining a calculation method of a real-time adhesion coefficient of the vehicle in the vehicle operating state according to the vehicle operating state includes: When the vehicle operating state is the normal operating state, the calculation method for determining the real-time adhesion coefficient of the vehicle is: ; in, Indicates the real-time adhesion coefficient under normal operating conditions; Indicates the real-time speed of the vehicle; A and B indicate two preset constants; When the vehicle operation state is an idling operation state, determining a calculation method of a real-time adhesion coefficient of the vehicle in the vehicle operation state according to the vehicle operation state includes: When the vehicle operation state is the idling operation state, the calculation method of determining the real-time adhesion coefficient of the vehicle is: ; in, It represents the adhesion coefficient of the train in idling operation state. yes The friction coefficient at the previous moment, for In unit time The amount of change within is the minimum value of the adhesion coefficient of the train in the idling operation state; When the vehicle operation state is an idling recovery operation state, determining a calculation method of a real-time adhesion coefficient of the vehicle in the vehicle operation state according to the vehicle operation state includes: When the vehicle operation state is the idling recovery operation state, the calculation method for determining the real-time adhesion coefficient of the vehicle is: ; in, It represents the adhesion coefficient of the train in the idling recovery state. yes The friction coefficient at the previous moment, for In unit time The amount of change within It is the maximum value of the adhesion coefficient of the train in the idling recovery operation state.

2. The simulation method according to claim 1, characterized in that: When the vehicle operation state is the normal operation state, the calculation method for determining the real-time adhesion coefficient of the vehicle is: Previously, it also included: Get the real-time speed of the vehicle; When the vehicle operation state is the normal operation state, the calculation method for determining the real-time adhesion coefficient of the vehicle is: ,include: When the vehicle operating state is the normal operating state and the real-time speed of the vehicle is lower than or equal to a preset speed threshold, the calculation method of the real-time adhesion coefficient of the vehicle is determined: ; in, It indicates the real-time adhesion coefficient under low-speed normal operation, and C indicates the preset constant.

3. The simulation method according to claim 1, characterized in that: When the vehicle operation state is the idling operation state, the calculation method for determining the real-time adhesion coefficient of the vehicle is: Previously, it also included: Get the real-time speed of the vehicle; When the vehicle operation state is the idling operation state, the calculation method of determining the real-time adhesion coefficient of the vehicle is: ,include: When the vehicle is in a low-speed idling state and the real-time speed of the vehicle is lower than or equal to a preset speed threshold, determining , , and ;in, is the real-time adhesion coefficient of the low-speed idling operation state; for The coefficient of friction at the previous moment; for In unit time The amount of change within , is the minimum value of the adhesion coefficient of the train in the low-speed idling operation state; When the vehicle is in a high-speed idling state and the real-time speed of the vehicle is higher than a preset speed threshold, determining , , and ;in, is the real-time adhesion coefficient in the high-speed idling operation state; for The coefficient of friction at the previous moment; for In unit time The amount of change within , is the minimum value of the adhesion coefficient of the train under the high-speed idling operation state; in, and different.

4. The simulation method according to claim 1, characterized in that: When the vehicle operation state is the idling recovery operation state, the calculation method for determining the real-time adhesion coefficient of the vehicle is: Previously, it also included: Get the real-time speed of the vehicle; When the vehicle operation state is the idling recovery operation state, the calculation method for determining the real-time adhesion coefficient of the vehicle is: ,include: When the vehicle operation state is a low-speed idling recovery operation state and the real-time speed of the vehicle is lower than or equal to a preset speed threshold, determining , , and ;in, is the real-time adhesion coefficient of the low-speed idling recovery operation state; for The coefficient of friction at the previous moment; for In unit time The amount of change within is the maximum value of the adhesion coefficient of the train in the low-speed idling recovery operation state; When the vehicle operation state is a high-speed idling recovery operation state and the real-time speed of the vehicle is higher than a preset speed threshold, determining , , and ;in, It is the real-time adhesion coefficient of the high-speed idling recovery operation state; for The coefficient of friction at the previous moment; for In unit time The amount of change within is the maximum value of the adhesion coefficient of the train under the high-speed idling recovery operation state; in, and different.

5. The simulation method according to claim 1, characterized in that: After calculating the force condition of the vehicle in the vehicle running state according to the real-time adhesion coefficient calculation method, the method further includes: Calculating the acceleration of the vehicle according to the force conditions of the vehicle in the vehicle operating state; The acceleration of the wheel is calculated according to the force applied to the wheel in the vehicle running state.

6. The simulation method according to claim 5, characterized in that: The calculating the acceleration of the vehicle according to the force condition of the vehicle in the vehicle running state includes: According to the formula , calculate the friction of the vehicle ;in, is the adhesion coefficient, M represents the mass of the vehicle, is the acceleration due to gravity; According to the formula , calculate the vehicle's acceleration .

7. The simulation method according to claim 6, characterized in that: The step of calculating the acceleration of the wheel according to the force applied to the wheel in the running state of the vehicle comprises: According to the formula , calculate the friction of the vehicle ;in, is the adhesion coefficient, M is the mass of the vehicle, m is the mass of the wheel, is the acceleration due to gravity; According to the formula , calculate the acceleration of the wheel .

8. A train simulation device, characterized in that: include: An information acquisition module, used to acquire a simulated vehicle operation state; wherein the vehicle operation state includes a normal operation state, an idling operation state or an idling recovery operation state; A coefficient determination module, which determines a calculation method of a real-time adhesion coefficient of the vehicle under the vehicle operating state according to the vehicle operating state; When the vehicle operating state is a normal operating state, determining a calculation method of a real-time adhesion coefficient of the vehicle in the vehicle operating state according to the vehicle operating state includes: When the vehicle operating state is the normal operating state, the calculation method for determining the real-time adhesion coefficient of the vehicle is: ; in, Indicates the real-time adhesion coefficient under normal operating conditions; Indicates the real-time speed of the vehicle; A and B indicate two preset constants; When the vehicle operation state is an idling operation state, determining a calculation method of a real-time adhesion coefficient of the vehicle in the vehicle operation state according to the vehicle operation state includes: When the vehicle operation state is the idling operation state, the calculation method of determining the real-time adhesion coefficient of the vehicle is: ; in, It represents the adhesion coefficient of the train in idling operation state. yes The friction coefficient at the previous moment, for In unit time The amount of change within is the minimum value of the adhesion coefficient of the train in the idling operation state; When the vehicle operation state is an idling recovery operation state, determining a calculation method of a real-time adhesion coefficient of the vehicle in the vehicle operation state according to the vehicle operation state includes: When the vehicle operation state is the idling recovery operation state, the calculation method for determining the real-time adhesion coefficient of the vehicle is: ; in, It represents the adhesion coefficient of the train in the idling recovery state. yes The friction coefficient at the previous moment, for In unit time The amount of change within is the maximum value of the adhesion coefficient of the train in the idling recovery operation state; The force analysis module calculates the force condition of the vehicle under the vehicle operation state according to the real-time adhesion coefficient calculation method.

9. An electronic device, characterized in that: The electronic device comprises: at least one processor; and a memory communicatively connected to the at least one processor; wherein, The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the train simulation method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the train simulation method according to any one of claims 1 to 7 when executed.

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