Real-time measurement system, method and equipment for adhesion state of rail traffic wheel rail

Abstract

The invention belongs to the technical field of rail traffic, and provides a rail traffic wheel rail adhesion state real-time measurement system and method, a storage medium and equipment. The system comprises a wheel rail adhesion state measuring device and a vehicle-mounted control system, the wheel rail adhesion state measuring device is arranged on a train and is connected with the vehicle-mounted control system; and the wheel rail adhesion state measurement device performs wheel rail adhesion state measurement based on a limit test or wheel rail adhesion state measurement based on a target action according to a train real-time operation working condition and a train intention execution working condition which are acquired from the vehicle-mounted control system. According to the real-time measurement system for the adhesion state of the rail transit wheel rail, the measurement accuracy of the adhesion state of the rail transit wheel rail is improved.

Description

Technical Field

[0001] This application belongs to the technical field of rail transit, and particularly relates to a real-time measurement system, method, storage medium, and device for the adhesion state of rail transit wheel-rail. Background Art

[0002] The operation of rail transit trains depends on the reliable control of traction (acceleration) and braking (deceleration). The realization of traction and braking mainly transmits the tangential (along the train running direction) creep force through the interaction of wheel-rail contact. The characteristics of this interaction are called adhesion characteristics. The adhesion characteristics determine the effect of transmitting the circumferential force (from the rotation of the drive shaft or the friction of the brake) to the tangential force under relatively stable contact conditions between the wheel and the rail, and it is a special rolling friction problem. The adhesion characteristics are not only related to factors such as the contact patch pressure, wheel-rail surface materials, wheel-rail relative motion state, roughness of the contact surface, and environmental state, but also affected by wheel-rail creep, wheel rolling speed, and vibration of the drive system.

[0003] During the high-speed operation of trains, the influence of the wheel-rail adhesion state on the train operation state is particularly significant. Due to changes in factors such as the rail surface state and weather conditions, the wheel-rail adhesion state may undergo sudden changes, resulting in the traction or braking force of the train breaking through the adhesion limit. Especially under the braking conditions of trains, such sudden changes are likely to cause wheel locking, significantly increasing the braking distance of the train and having an adverse impact on operation safety. Currently, based on a large number of laboratory tests and field tests, empirical formulas for the wheel-rail adhesion coefficient of main types of locomotives have been basically formed, and the mathematical relationship between the adhesion coefficient, rail surface state, and train speed has been established. However, the existing technology has not solved the problem of the real-time complex changes in the rail surface state, and the real-time quantitative detection technology for the wheel-rail adhesion state still needs to be further studied.

[0004] Traditional rail transit adhesion coefficient measurement or calculation methods are generated based on a large amount of actual test data, mainly establishing the relationship between the wheel-rail adhesion coefficient corresponding to different train speeds under typical rail surface states (mainly dry and wet). However, they cannot consider other types of rail surface states or situations where the rail surface state undergoes sudden changes, and are mainly used for centralized power trains, and have not been applied to distributed power trains.

[0005] Some technologies perform real-time measurement of the wheel-rail adhesion state by adding on-vehicle equipment, and mainly use the classification or grading of the rail surface state as the main processing means. For example, the rail surface state is monitored by video surveillance. However, this method is difficult to achieve quantitative analysis of the wheel-rail adhesion state, lacks the accuracy to support train operation control decisions, and requires high computing power for real-time monitoring.

[0006] Based on the variation relationship between the train speed and the driving wheel speed, some technologies establish a calculation model that includes the wheel speed variation and the first-order difference variation of the wheel speed, and generate the adhesion relationship between the wheel and the rail through the relationship between the wheel speed variation characteristics and the pre-calibrated threshold. This type of method requires the assumption that the measurement of the wheel speed and the vehicle speed is accurate and synchronous, and can only be effectively measured under the condition of train braking, and cannot be measured under other train operating conditions. Summary of the Invention

[0007] In view of the deficiencies of the existing technologies, the present application provides a real-time measurement system, method, storage medium and device for the adhesion state of rail transit wheel-rail. By using the wheel-rail adhesion state measurement device and the vehicle-mounted control system, based on the real-time operating conditions of the train and the intended execution conditions of the train, perform the measurement of the wheel-rail adhesion state based on the limit test or the measurement of the wheel-rail adhesion state based on the target action. Through the contact method, the wheel-rail adhesion state can be directly measured quantitatively, improving the measurement accuracy of the wheel-rail adhesion state of rail transit.

[0008] The present application is implemented through the following technical solutions: A wheel-rail adhesion state measurement device and a vehicle-mounted control system; The wheel-rail adhesion state measurement device is installed on the train and is connected to the vehicle-mounted control system; The wheel-rail adhesion state measurement device performs the measurement of the wheel-rail adhesion state based on the limit test or the measurement of the wheel-rail adhesion state based on the target action according to the real-time operating conditions of the train and the intended execution conditions of the train obtained from the vehicle-mounted control system.

[0009] Optionally, The measurement of the wheel-rail adhesion state based on the limit test includes: the measurement based on the limit acceleration test and the measurement based on the limit braking test; and / or, The measurement of the wheel-rail adhesion state based on the target action includes: the measurement based on the target acceleration action and the measurement based on the target braking action.

[0010] Optionally, If the real-time operating condition of the train is the traction condition or the non-traction and non-braking condition, then perform the measurement based on the limit acceleration test; If the real-time operating condition of the train is the braking condition, then perform the measurement based on the limit braking test.

[0011] Optionally, If the train intends to execute the traction condition, then perform the measurement based on the target acceleration action; If the train intends to execute the braking condition, then perform the measurement based on the target braking action.

[0012] Optionally, By performing wheel-rail adhesion state measurement based on extreme tests, calculating to obtain the real-time wheel-rail adhesion coefficient or the wheel-rail safe adhesion coefficient, and outputting triple data containing the real-time wheel-rail adhesion coefficient or the wheel-rail safe adhesion coefficient to the on-vehicle control system; and / or, By performing wheel-rail adhesion state measurement based on target actions, judging the feasibility of the working conditions that the train intends to execute, and outputting the judgment result to the on-vehicle control system.

[0013] Optionally, The physical structure of the wheel-rail adhesion state measurement device includes: a fixed component, a pressure control component, a connection component, a test wheel, an acceleration control component, a braking control component, and a speed measurement component.

[0014] Optionally, The control structure of the wheel-rail adhesion state measurement device includes: a control center, a speed detector, a pressure detector, a braking controller, an acceleration controller, a pressure controller, and a position controller; wherein, the control center is connected to the on-vehicle control system, the speed detector is connected to the speed measurement component, the pressure detector, the pressure controller, and the position controller are connected to the pressure control component, the braking controller is connected to the braking control component, and the acceleration controller is connected to the acceleration control component.

[0015] This application also provides a method for real-time measurement of the wheel-rail adhesion state of rail transit, and the method includes: Obtaining the real-time operating conditions of the train and the working conditions that the train intends to execute from the on-vehicle control system; Using the wheel-rail adhesion state measurement device to perform wheel-rail adhesion state measurement based on extreme tests or wheel-rail adhesion state measurement based on target actions according to the real-time operating conditions of the train and the working conditions that the train intends to execute.

[0016] Optionally, The wheel-rail adhesion state measurement based on extreme tests includes: measurement based on extreme acceleration tests and measurement based on extreme braking tests; and / or, The wheel-rail adhesion state measurement based on target actions includes: measurement based on target acceleration actions and measurement based on target braking actions.

[0017] Optionally, If the real-time operating conditions of the train are traction conditions or non-traction and non-braking conditions, then perform measurement based on extreme acceleration tests; If the real-time operating conditions of the train are braking conditions, then perform measurement based on extreme braking tests.

[0018] Optionally, If the train intends to execute a traction condition, then perform measurement based on target acceleration actions; If the train intends to execute the braking condition, perform the measurement based on the target braking action.

[0019] Optionally, By performing the measurement of the wheel-rail adhesion state based on the limit test, calculate the real-time wheel-rail adhesion coefficient or the wheel-rail safe adhesion coefficient, and output the triple data including the real-time wheel-rail adhesion coefficient or the wheel-rail safe adhesion coefficient to the on-vehicle control system; and / or, By performing the measurement of the wheel-rail adhesion state based on the target action, judge the feasibility of the working condition that the train intends to execute, and output the judgment result to the on-vehicle control system.

[0020] This application also provides a computer-readable storage medium storing one or more programs, which can implement the foregoing real-time measurement method for the wheel-rail adhesion state of rail transit when the one or more programs are executed.

[0021] This application also provides a device, including a processor, a communication interface, a computer-readable storage medium, and a communication bus; wherein, the processor, the communication interface, and the computer-readable storage medium communicate with each other through the communication bus; The processor is used to execute the programs stored in the computer-readable storage medium.

[0022] Compared with the prior art, this application has the following advantages: 1. The real-time measurement system for the wheel-rail adhesion state of rail transit proposed in this application uses the wheel-rail adhesion state measurement device and the on-vehicle control system, and performs the measurement of the wheel-rail adhesion state based on the limit test or the measurement of the wheel-rail adhesion state based on the target action according to the real-time running condition of the train and the working condition that the train intends to execute. It can quantitatively measure the wheel-rail adhesion state of any position at any moment during the train operation, and has the characteristics of short measurement time (cycle) and high measurement density, improving the measurement accuracy of the wheel-rail adhesion state of rail transit.

[0023] 2. According to the real-time running condition of the train and the working condition that the train intends to execute, the measurement of the wheel-rail adhesion state based on the limit test or the measurement of the wheel-rail adhesion state based on the target action can be respectively performed. The measurement of the wheel-rail adhesion state based on the limit test can measure the wheel-rail adhesion state of any position, and can realize the high-density continuous measurement of the wheel-rail adhesion state of the line; the measurement of the wheel-rail adhesion state based on the target action can pre-test the traction or braking force of the train through the real-time measurement device of the wheel-rail adhesion state of rail transit to analyze whether the target traction force or braking force will cause adverse situations exceeding the limit adhesion force, and feedback the result to the on-vehicle operation control system, improving the safety of rail transit operation.

[0024] 3. Through the wheel-rail adhesion state measuring device, it can be synchronized with the actual dynamic process during the train operation, realize the occurrence of the critical state of the sudden change in the test wheel speed and accurately capture the real-time vertical pressure under the critical state. This vertical pressure can reflect the real-time wheel-rail contact state, fully considering complex influencing conditions such as the curve and ramp of the track and the change in the longitudinal force of the train, so as to obtain accurate measurement results of the wheel-rail adhesion state.

[0025] 4. Through the information interaction between the wheel-rail adhesion state measuring device and the on-vehicle control system of the rail transit train, the operating conditions to be executed by the train can be tested and verified through this device, improving the safety of train operation.

[0026] 5. The wheel-rail adhesion state measuring device has a complete physical structure and control results, and can achieve high-precision measurement of the wheel-rail adhesion state of rail transit under low computing power requirements. The control logic is simple and can be closed-loop, and only continuous monitoring records, differential comparison, and elementary mathematical calculations are required to achieve the result output.

[0027] Other features and advantages of the present application will be described in the subsequent specification, and part of them will be obvious from the specification, or understood by implementing the present application. The objectives and other advantages of the present application can be achieved and obtained through the structures pointed out in the specification, claims, and drawings. Brief Description of the Drawings

[0028] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the following drawings are some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0029] Figure 1 Shows the structural schematic diagram of the real-time measurement system for the wheel-rail adhesion state of rail transit; Figure 2 Shows the physical structure schematic diagram of the wheel-rail adhesion state measuring device in the embodiment of the present application; Figure 3 Shows the control structure schematic diagram of the wheel-rail adhesion state measuring device in the embodiment of the present application; Figure 4 Shows the measurement principle schematic diagram based on the extreme acceleration test in the embodiment of the present application; Figure 5 Shows the schematic diagram of the change in the wheel-rail adhesion state based on the extreme acceleration test in the embodiment of the present application; Figure 6 Shows the measurement principle schematic diagram based on the extreme braking test in the embodiment of the present application; Figure 7 Shows a schematic diagram of the measurement principle based on the target acceleration action in an embodiment of the present application; Figure 8 Shows a schematic diagram of the measurement principle based on the target braking action in an embodiment of the present application; Figure 9 Shows a schematic block diagram of the process of the real-time measurement method for the adhesion state of rail transit wheels and rails; Figure 10 Is a schematic structural diagram of a device in an embodiment of the present application. Detailed implementation manners

[0030] To make the objectives, technical solutions, and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Apparently, the described embodiments are some, but not all, of the embodiments of the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without creative efforts shall fall within the protection scope of the present application.

[0031] Refer to the attached Figure 1 , the system of the present application includes: A wheel-rail adhesion state measurement device and an on-vehicle control system; The wheel-rail adhesion state measurement device is installed on the train bogie or car body and is connected to the on-vehicle control system; Among them, the physical structure of the wheel-rail adhesion state measurement device includes: a fixed component, a pressure control component, a connection component, a test wheel, an acceleration control component, a braking control component, and a speed measurement component, Among them, the control structure of the wheel-rail adhesion state measurement device includes: a control center, a speed detector, a pressure detector, a braking controller, an acceleration controller, a pressure controller, and a position controller; among them, the control center is connected to the on-vehicle control system, the speed detector is connected to the speed measurement component, the pressure detector, the pressure controller, and the position controller are connected to the pressure control component, the braking controller is connected to the braking control component, and the acceleration controller is connected to the acceleration controller; The wheel-rail adhesion state measurement device performs the wheel-rail adhesion state measurement based on the limit test or the wheel-rail adhesion state measurement based on the target action according to the real-time operating conditions of the train and the intended execution conditions of the train obtained from the on-vehicle control system.

[0032] Among them, the wheel-rail adhesion state measurement based on the limit test includes: measurement based on the limit acceleration test and measurement based on the limit braking test; and / or, The wheel-rail adhesion state measurement based on the target action includes: measurement based on the target acceleration action and measurement based on the target braking action, Among them, if the real-time operating condition of the train is the traction condition or the non-traction and non-braking condition, the measurement based on the extreme acceleration test is performed; If the real-time operating condition of the train is the braking condition, the measurement based on the extreme braking test is performed. Among them, if the train intends to execute the traction condition, the measurement based on the target acceleration action is performed; If the train intends to execute the braking condition, the measurement based on the target braking action is performed. Among them, by performing the measurement of the wheel-rail adhesion state based on the extreme test, the real-time wheel-rail adhesion coefficient or the wheel-rail safety adhesion coefficient is calculated, and the triple data including the real-time wheel-rail adhesion coefficient or the wheel-rail safety adhesion coefficient is output to the on-vehicle control system; and / or, By performing the measurement of the wheel-rail adhesion state based on the target action, the feasibility of the condition that the train intends to execute is judged, and the judgment result is output to the on-vehicle control system.

[0033] Specifically, This application proposes a wheel-rail adhesion state measurement system, which uses a wheel-rail adhesion state measurement device to measure the wheel-rail adhesion state of rail transit in real time.

[0034] I. Physical and control structures of the wheel-rail adhesion state measurement device.

[0035] The wheel-rail adhesion state measurement device is installed on the fixed structure of the bogie or the car body of the rail transit train, and its physical structure includes: a fixed component, a pressure control component, a connection component, a test wheel, an acceleration control component, a braking control component, and a speed measurement component.

[0036] The control structure of the wheel-rail adhesion state measurement device includes: a control center, a speed detector, a pressure detector, a braking controller, an acceleration controller, a pressure controller, and a position controller. Among them, the control center is connected to the on-vehicle control system, the speed detector is connected to the speed measurement component, the pressure detector, the pressure controller, and the position controller are connected to the pressure control component, the braking controller is connected to the braking control component, and the acceleration controller is connected to the acceleration controller.

[0037] 1. Physical structure.

[0038] See the appendix Figure 2 , the physical structure of the wheel-rail adhesion state measurement device includes: (A1) Fixed component: used to stably connect the device to the fixed structure of the running gear, and the preferred connection method is riveting. It is connected to the pressure control component, and the connection method is detachable.

[0039] (A2) Pressure control component: Used to connect the fixed component and the connecting component, having a retracting function, a pressurizing function, and a pressure detection function. The retracting function can lift the connecting component, so that the test wheel is not in contact with the track; the pressurizing function means generating a vertical pressure of a target magnitude to increase the vertical pressure between the test wheel and the track, and the maximum vertical force that can be applied is; the pressure detection function is to detect the pressure between the fixed component and the connecting component.

[0040] (A3) Connecting component: Used to rigidly connect the pressure control component, the test wheel, the acceleration control component, the braking control component, and the speed measurement component.

[0041] (A4) Test wheel: Comprising a wheel body and an axle. The axle is fixed to the connecting component, and the wheel body can rotate around the axle. The shape of the wheel body is the same as that of the wheel set on the bogie, that is, it includes a tread and a flange. The materials of the tread and the flange are the same as those of the wheel set tread on the bogie. The material of the wheel body can be the same as that of the tread and the flange, or a lightweight polymer material can be used to reduce the mass of the device. When the pressure control component does not execute the retracting function, the test wheel is in a state of only contacting the track but having no vertical pressure.

[0042] (A5) Acceleration control component, connected to the connecting component, having an acceleration function, applying an accelerating force to the test wheel by means of electromagnetic or physical friction, preferably a brushless motor, and the maximum accelerating force that can be applied is.

[0043] (A6) Braking control component, connected to the connecting component, having a braking function, applying a braking force to the test wheel by means of physical friction or electromagnetic means, preferably friction braking, and the maximum braking force that can be applied is.

[0044] (A7) Speed measurement component, connected to the connecting component, having a speed detection function, capable of detecting and outputting the real-time rotational speed of the test wheel.

[0045] In this embodiment, the height of the wheel-rail adhesion state measuring device needs to be not less than the distance from the fixed surface of the running gear to the top of the rail when the pressure control component does not execute the retracting function.

[0046] The size of the test wheel in the wheel-rail adhesion state measuring device cannot exceed the size of the wheel set, and preferably the diameter size does not exceed 20 cm.

[0047] The measuring ability of the rail transit wheel-rail adhesion state measuring device depends on the maximum vertical force that the pressure control component can apply the maximum accelerating force that the acceleration control component can apply the maximum braking force that the braking control component can apply , and it is required to satisfy formulas (1) to (3).

[0048]

[0049] In the formula, is the maximum vertical force that can be applied; is the mass of the rail transit wheel-rail adhesion state measuring device; is the acceleration due to gravity, with a value of 9.81 ; is the expansion coefficient of the equipment mass, with a preferred value of 10, and other values can also be taken.

[0050]

[0051] In the formula, is the maximum accelerating force that can be applied; is the maximum vertical force that can be applied; is the traction force distributed to a single wheel of each powered axle when the train runs at maximum traction; is the vertical pressure borne by a single wheel when the train runs in the unloaded state.

[0052]

[0053] In the formula, is the maximum braking force that can be applied; is the maximum accelerating force that can be applied.

[0054] 2. Control structure.

[0055] See Appendix Figure 3 , the control structure of the wheel-rail adhesion state measuring device includes: (B1) Control center: Connects all detectors (S2)-(S3) and all controllers (S4)-(S7), reads the status output by the detectors, and issues control instructions to the controllers. Generates the real-time state of wheel-rail adhesion through calculation. Connects to the on-vehicle control system, reads the train's actual speed measurement information, and transmits the real-time state of wheel-rail adhesion to the on-vehicle control system.

[0056] (B2) Speed detector: Connects to or is built into the speed measurement component, connects to the control center, and measures and transmits the rotation speed of the test wheel to the control center in real time. Preferably, the measurement frequency of the rotation speed is not less than 2 Hz.

[0057] (B3) Pressure detector: Connects to or is built into the pressure control component, connects to the control center, and measures and transmits the vertical pressure generated by the pressure control component to the control center in real time.

[0058] (B4) Braking controller: Connects to or is built into the braking control component, connects to the control center, and controls the braking control component to apply the target braking force to the test wheel according to the control center's instructions. If the braking force in the instruction is greater than the maximum braking force that the pressure control component can apply , then apply the maximum braking force .

[0059] (B5) Acceleration controller: Connected to or built into the acceleration control, and connected to the control center. Controls the acceleration control to apply a target acceleration force to the test wheel according to the instructions from the control center. If the acceleration in the instruction is greater than the maximum acceleration force that the pressure control can apply , then apply the maximum acceleration force .

[0060] (B6) Pressure controller: Connected to or built into the pressure control, and connected to the control center. Controls the pressure control to generate a target vertical pressure according to the instructions from the control center. If the vertical pressure in the instruction is greater than the maximum pressure that the pressure control can apply , then apply the maximum pressure .

[0061] (B7) Position controller: Connected to or built into the pressure control, and connected to the control center. Controls the pressure control to perform retraction and non-retraction functions according to the instructions from the control center.

[0062] In the above control structure, each part can be connected by wired or wireless means, and the wired means is the preferred means.

[0063] Second, the wheel-rail adhesion state measurement device performs wheel-rail adhesion state measurement based on limit tests or wheel-rail adhesion state measurement based on target actions according to the real-time operating conditions of the train and the operating conditions of the train intention obtained from the vehicle control system.

[0064] The wheel-rail adhesion state measurement based on limit tests includes: measurement based on limit acceleration tests and measurement based on limit braking tests; and / or, The wheel-rail adhesion state measurement based on target actions includes: measurement based on target acceleration actions and measurement based on target braking actions.

[0065] If the real-time operating condition of the train is a traction condition or a non-traction and non-braking condition, then execute the acceleration measurement mode; If the real-time operating condition of the train is a braking condition, then execute the braking measurement mode.

[0066] If the train intends to execute a traction condition, then execute the measurement based on the target acceleration action; If the train intends to execute a braking condition, then execute the measurement based on the target braking action.

[0067] The rail-wheel adhesion state measurement system for rail transit can be used to implement two measurement schemes to cope with different measurement objectives, namely, the rail-wheel adhesion state measurement based on limit tests and the rail-wheel adhesion state measurement based on target actions. Among them, the rail-wheel adhesion state measurement based on limit tests can be used to measure the rail-wheel adhesion state at any position and achieve high-density continuous measurement of the rail-wheel adhesion state on the line; the rail-wheel adhesion state measurement based on target actions can be used to pre-test the traction or braking force of the train through the real-time measurement device of the rail-wheel adhesion state to analyze whether the target traction or braking force will cause adverse conditions beyond the limit adhesion force.

[0068] The rail-wheel adhesion state measurement device is fixed on the train bogie or car body. During the train operation, the rail-wheel adhesion state measurement device should have the same horizontal speed and test wheel rotation speed as the train. To avoid the additional deviation in the rail-wheel adhesion state measurement caused by the difference between the test wheel speed and the corresponding wheel speed of the vehicle speed, in the embodiments of the two measurement schemes, the rotation speed of the test wheel corresponding to the real-time speed of the train is used as the base speed. Since the measurement period is short and the real-time speed of the train changes little within the measurement period, the real-time speed of the train at the start of the test is used as the train speed for this test period.

[0069] The preparations before measuring the rail-wheel adhesion state of rail transit include: Judge whether the rail-wheel adhesion state measurement device is in the retracted state. If it is in the retracted state, control the pressure control by the position controller to make it in the non-retracted state; Convey an instruction through the pressure controller to control the pressure control to apply a vertical force; Obtain the real-time speed, position and test wheel rotation speed of the train, and make the relative error between the test wheel rotation speed and the corresponding rotation speed of the real-time speed of the train less than the preset speed error acceptance threshold.

[0070] 1. Rail-wheel adhesion state measurement based on limit tests.

[0071] (1) The measurement based on the limit acceleration test includes: Apply an accelerating force to the test wheel. The accelerating force increases linearly with time, starting from 0 until it increases to the maximum accelerating force, and obtain the test wheel rotation speed and the vertical pressure of the test wheel in real time; During the process of the accelerating force increasing linearly with time, if the test wheel rotation speed suddenly changes and the test wheel speed before the mutation does not reach the preset test wheel rotation speed threshold, obtain the time of the occurrence of the rotation speed mutation, and calculate the real-time rail-wheel adhesion coefficient according to the accelerating force value and the actual vertical pressure of the test wheel at this moment, and output triple data including the real-time rail-wheel adhesion coefficient to the on-vehicle control system; If the rotational speed of the test wheel reaches the preset rotational speed threshold of the test wheel, or there is no sudden change in the rotational speed of the test wheel when the accelerating force increases to the maximum value, the wheel-rail safety adhesion coefficient is calculated based on the maximum value of the accelerating force and the vertical pressure of the test wheel; the triple data including the wheel-rail safety adhesion coefficient is output to the on-vehicle control system. In this process, the accurate real-time adhesion coefficient has not been measured yet, but it can be ensured that the actual wheel-rail adhesion coefficient is greater than the output result of the control center, meeting the requirements of risk-oriented safety; Apply a braking force to the test wheel until the rotational speed of the test wheel drops to the rotational speed corresponding to the train speed, and then stop braking, which is regarded as a test cycle.

[0072] In this embodiment, if the rotational speed of the test wheel reaches the preset rotational speed threshold of the test wheel, or there is no sudden change in the rotational speed of the test wheel when the accelerating force increases to the maximum value, supplementary tests can be carried out on the assumption that the change range of the wheel-rail adhesion state of a rail transit line with a shorter length is relatively small, that is, reduce the vertical force applied by the pressure control device in the test, and then re-execute the measurement.

[0073] The measurements based on the extreme acceleration test can be continuously executed for multiple test cycles to measure the continuously changing wheel-rail adhesion state along the running direction of the rail transit. In continuous tests, the change in the accelerating force at the occurrence time of the rotational speed mutation marks the change in the wheel-rail adhesion state, and the wheel-rail adhesion coefficient will be calculated by the control center and output to the on-vehicle train control equipment to support functions such as the adjustment of the train protection curve and the adjustment of the train speed curve.

[0074] (2) The measurements based on the extreme braking test include: Apply a braking force to the test wheel, and the braking force increases linearly with time, starting from 0 until it increases to the maximum value. The rotational speed of the test wheel and the vertical pressure of the test wheel are obtained in real time; During the process of the braking force increasing linearly with time, if the rotational speed of the test wheel has a sudden change when the braking force increases to the maximum value, obtain the time at the occurrence time of the rotational speed mutation, and calculate the real-time wheel-rail adhesion coefficient according to the braking force value and the actual vertical pressure of the test wheel at this moment, and output the triple data including the real-time wheel-rail adhesion state to the on-vehicle train control system; If the rotational speed of the test wheel does not have a sudden change when the braking force increases to the maximum value, calculate the wheel-rail safety adhesion coefficient according to the maximum value of the braking force and the vertical pressure of the test wheel, and output the triple data including the wheel-rail safety adhesion coefficient to the on-vehicle train control system. In this process, the accurate real-time adhesion coefficient has not been measured yet, but it can be ensured that the actual wheel-rail adhesion coefficient is greater than the output result of the control center, meeting the requirements of risk-oriented safety; An accelerating force is applied to the test wheel until the rotational speed of the test wheel increases to the rotational speed corresponding to the train speed, and then the acceleration is stopped. This is regarded as a test cycle, and the wheel-rail adhesion state of an extremely short length of track can be accurately measured. The length of the test cycle depends on the speed measurement frequency of the speed measurement component, the acceleration force increase ability of the acceleration control, the braking ability of the braking control, etc.

[0075] In this embodiment, the sudden change in wheel speed means that the increase or decrease in wheel speed exceeds the change characteristics of a quadratic function. The preset test wheel rotational speed threshold is used as the judgment condition for the state to avoid continuous acceleration of the test wheel when there is no sudden change in wheel speed.

[0076] 2. Measurement of wheel-rail adhesion state based on target actions.

[0077] The target action is the traction or braking condition that the train intends to execute during operation. When the target action is executed, especially in the high-level traction / braking condition, it is easy to have an adverse situation where the actual traction / braking force breaks through the adhesion force. The measurement of the wheel-rail adhesion state based on the target action pre-tests the traction / braking condition that the train intends to execute through the wheel-rail adhesion state measurement device to judge the feasibility of the condition that the train intends to execute.

[0078] (1) The measurement based on the target acceleration action includes: Read the traction condition that the train intends to implement and calculate the target acceleration force applied to the test wheel; Apply an accelerating force to the test wheel, where the accelerating force increases linearly with time, starting from 0 until it increases to the target accelerating force, and after increasing to the target accelerating force, maintain the preset time threshold and obtain the rotational speed of the test wheel in real time; If there is a sudden change in the rotational speed of the test wheel, then calculate the real-time wheel-rail adhesion coefficient based on the accelerating force value at the moment of the sudden change in the rotational speed of the test wheel and the actual vertical pressure of the test wheel, and output to the on-vehicle control system: "The traction condition that the train intends to implement is not feasible" and the triple data including the real-time wheel-rail adhesion coefficient; If there is no sudden change in the rotational speed of the test wheel, then output the information to the on-vehicle control system of the train: The traction condition that the train intends to implement is feasible; Apply a braking force to the test wheel until the rotational speed of the test wheel drops to the rotational speed corresponding to the train speed, and then stop braking.

[0079] (2) The measurement based on the target braking action includes: Read the braking condition that the train intends to implement and calculate the target braking force applied to the test wheel; Apply a braking force to the test wheel, where the braking force increases linearly with time, starting from 0 until it increases to the target braking force, maintain the preset time threshold, and obtain the rotational speed of the test wheel in real time; If the rotational speed of the test wheel suddenly changes, calculate the real-time wheel-rail adhesion coefficient based on the braking force value at the moment of the sudden change in the rotational speed of the test wheel and the actual vertical pressure of the test wheel, and output to the on-vehicle control system: "The braking condition intended to be implemented by the train is not feasible" and the triple data including the real-time wheel-rail adhesion coefficient; If the rotational speed of the test wheel does not suddenly change, output the information to the on-vehicle control system of the train: The braking condition intended to be implemented by the train is feasible; Apply an accelerating force to the test wheel until the rotational speed of the test wheel drops to the rotational speed corresponding to the train speed, and stop braking.

[0080] In this embodiment, the sudden change in wheel speed is that the wheel speed drop exceeds the quadratic function change characteristic.

[0081] The present application will be further elaborated in detail below in conjunction with the accompanying drawings and specific embodiments.

[0082] The preparations before measuring the wheel-rail adhesion state of rail transit include: checking through the control center whether the device is in the retracted state. If it is in the retracted state, convey an instruction to the position controller to control the pressure control component to make the device in the non-retracted state; the control center conveys an instruction to the pressure controller to control the pressure control component to apply a vertical force , and the default value of the magnitude is , where The default value of is 5, and other values can also be taken according to the mass of the device; is the mass of the wheel-rail adhesion state measuring device; is the gravitational acceleration, and the value is 9.81 ; the control center reads the real-time speed and position of the train from the on-vehicle control system of the train, and obtains the rotational speed of the test wheel through the speed sensor. If the rotational speed of the test wheel is not 0 and the relative error from the rotational speed corresponding to the real-time speed of the train is less than , then the test preparation work is completed. Among them, is the speed error acceptance threshold, and the default value is 5%, and other values can also be selected according to needs.

[0083] Figure 4 This is the schematic diagram of the measurement principle based on the limit acceleration test in the embodiment of the present application. In this embodiment, the measurement based on the limit acceleration test includes: S1, complete the preparations before measuring the wheel-rail adhesion state of rail transit and start the test. Record the start time as , the control center conveys an instruction to the acceleration controller to control the acceleration control component to apply an accelerating force to the test wheel, where the accelerating force increases linearly with time, starting from 0 until it increases to the maximum value Meanwhile, the control center obtains the rotational speed of the test wheel in real time through the speed sensor, and obtains the vertical pressure of the test wheel in real time through the pressure sensor. If there is a sudden change in the rotational speed of the test wheel and the rotational speed of the test wheel before the sudden change does not reach times the rotational speed of the test wheel corresponding to the maximum operating speed of the rail transit train, then go to step S2; otherwise (that is, the rotational speed of the test wheel reaches times the rotational speed of the test wheel corresponding to the maximum operating speed of the rail transit train, or no sudden change in the rotational speed of the test wheel occurs when the accelerating force increases to the maximum value), go to step S3. Among them, The default value of

[0084] is 1.5, and other values not less than 1.1 can also be taken. S2. Record the discovery time of the sudden change in rotational speed as , and the occurrence time of the rotational speed sudden change as . Calculate the accelerating force value at moment according to the characteristics of the accelerating force applied by the accelerating control, and record it as . Obtain the actual vertical pressure of the test wheel at moment through the pressure sensor or by interpolation method. The control center calculates the real-time wheel-rail adhesion coefficient

[0085]

[0086] as shown in Equation (4). The control center outputs triple data including the real-time wheel-rail adhesion state to the train on-board control system

[0087] and executes step S4. S3. Record the time when the accelerating force increases to the maximum value or the time when the rotational speed of the test wheel reaches times the rotational speed of the test wheel corresponding to the maximum operating speed of the rail transit train as . The control center calculates the wheel-rail safe adhesion coefficient ' as shown in Equation (5). The control center outputs triple data including the real-time wheel-rail adhesion state to the train on-board control system . During this process, the rail transit wheel-rail adhesion state real-time measurement device has not measured the accurate real-time adhesion coefficient, but it can ensure that the actual wheel-rail adhesion coefficient is greater than the output result of the control center, meeting the requirements of risk-oriented safety. Execute step S4.

[0088]

[0089] S4. At moment, the control center conveys an instruction to the brake controller to control the brake control to apply a braking force to the test wheel , the default value is , and other values can also be taken. The control center obtains the rotation speed of the test wheel in real time through the speed sensor until the rotation speed of the test wheel drops to the rotation speed corresponding to the train speed. The control center conveys an instruction to the brake controller to stop braking, and records the braking stop time as .

[0090] Figure 5 is a schematic diagram of the change in wheel-rail adhesion state based on the extreme acceleration test. In this embodiment, the measurement based on the extreme acceleration test can be continuously executed to measure the wheel-rail adhesion state that continuously changes along the running direction of the rail transit. In continuous tests, the change in the acceleration force at the moment indicates a change in the wheel-rail adhesion state. The wheel-rail adhesion coefficient will be calculated by the control center and output to the on-vehicle train control equipment to support functions such as train protection curve adjustment and train speed curve adjustment.

[0091] Figure 6 is a schematic diagram of the measurement principle based on the extreme braking test in the embodiment of the present application. In this embodiment, the measurement based on the extreme braking test includes: S1, prepare before measuring the wheel-rail adhesion state of the rail transit and start the test, and record the start time as , the control center conveys an instruction to the brake controller to control the brake control to apply a braking force to the test wheel , where the braking force increases linearly with time, starting from 0 until it increases to the maximum value . At the same time, the control center obtains the rotation speed of the test wheel in real time through the speed sensor, and the control center obtains the vertical pressure of the test wheel in real time through the pressure sensor . If the rotation speed of the test wheel suddenly changes when the braking force increases to the maximum value, then go to step S2, otherwise go to step S3.

[0092] S2, record the occurrence time of the wheel speed mutation as and the occurrence time of the rotation speed mutation as , calculate the braking force value at the moment according to the characteristics of the braking force applied by the brake control, and record it as , obtain the actual vertical pressure of the test wheel at the moment through the pressure sensor or by interpolation method, and the control center calculates the real-time wheel-rail adhesion coefficient as shown in formula (6).

[0093]

[0094] The control center outputs triple data including the real-time wheel-rail adhesion coefficient to the on-vehicle train control system , perform step S4.

[0095] S3, record the braking force increase to the maximum value the time for which is , the control center calculates the wheel-rail safety adhesion coefficient in real time ' As shown in Equation (7), the control center outputs triple data including the wheel-rail safety adhesion coefficient to the on-train control system of the train . During this process, the rail transit wheel-rail adhesion state real-time measurement device has not measured the accurate real-time adhesion coefficient yet, but it can ensure that the actual wheel-rail adhesion coefficient is greater than the output result of the control center, meeting the requirements of risk-oriented safety. Perform step S4.

[0096]

[0097] S4, at the moment , the control center conveys an instruction to the acceleration controller to control the acceleration control unit to apply an accelerating force to the test wheel , the default value is , and other values can also be taken. The control center obtains the rotational speed of the test wheel in real time through the speed sensor until the rotational speed of the test wheel increases to the rotational speed corresponding to the train speed. Then the control center conveys an instruction to the acceleration controller to stop accelerating, and records the time when acceleration stops as .

[0098] The above steps form a test cycle, and the wheel-rail adhesion state of a very short length of track can be accurately measured. The length of the test cycle depends on the speed measurement frequency of the speed measurement component, the acceleration force increase ability of the acceleration control unit, the braking ability of the braking control unit, etc.

[0099] Figure 7 is the schematic diagram of the measurement principle based on the target acceleration action in the embodiment of the present application. In this embodiment, the measurement based on the target acceleration action includes: S1, the control center reads the traction working condition intended to be implemented by the train from the on-train control system of the train and calculates the target accelerating force applied to the test wheel , as shown in Equation (8).

[0100]

[0101] In the formula, is the vertical force applied by the pressure control unit; is the traction force allocated to a single wheel of each powered axle when the train operates under the target traction working condition; is the vertical pressure borne by a single wheel when the train operates in the unloaded state.

[0102] S2, complete the preparations before measuring the rail transit wheel-rail adhesion state and start the test, and record the start time as , the control center conveys an instruction to the acceleration controller to control the acceleration control to apply an acceleration force to the test wheel , where the acceleration force increases linearly with time, starting from 0 until it increases to the target acceleration force , after increasing to the target acceleration force, it maintains for a time , the preferred value is 1 second, and other values can also be selected. At the same time, the control center obtains the rotational speed of the test wheel in real time through the speed sensor. If there is a sudden change in the rotational speed of the test wheel, then go to step S3, otherwise go to step S4.

[0103] S3, record the current scenario as scenario 1. Record the discovery time of the wheel speed mutation as and the occurrence time of the rotational speed mutation as , calculate the acceleration force value at the moment according to the characteristics of the acceleration control applying the acceleration force , obtain the actual vertical pressure of the test wheel at the moment through the pressure sensor or calculate it by interpolation . The control center calculates the real-time wheel-rail adhesion coefficient as shown in Equation (4). The control center outputs two pieces of information to the train on-board control system: ① The traction condition intended to be implemented by the train is not feasible; ② The triple data including the real-time wheel-rail adhesion state . Execute step S5.

[0104] S4, record the current scenario as scenario 2. Record the time when the acceleration force increases to the target value , and add the time after the holding time to get . The control center outputs information to the train on-board control system: The traction condition intended to be implemented by the train is feasible. Execute step S5.

[0105] S5, at the moment of scenario 1 or the moment of scenario 2 , the control center conveys an instruction to the brake controller to control the brake control to apply a braking force to the test wheel , the value is defaulted to , and other values can also be taken. The control center obtains the rotational speed of the test wheel in real time through the speed sensor until the rotational speed of the test wheel drops to the rotational speed corresponding to the train speed, and then the control center conveys an instruction to the brake controller to stop braking.

[0106] Figure 8 is the schematic diagram of the measurement principle based on the target braking action in the embodiment of the present application. In this embodiment, the measurement based on the target braking action includes: S1, the control center reads the braking condition intended to be implemented by the train from the train on-board control system and calculates the target braking force applied to the test wheel , such as Equation (9).

[0107] In the formula, is the vertical force applied by the pressure control device; is the braking force assigned to a single wheel of each braking wheel pair when the train runs under the target braking condition; is the vertical pressure borne by a single wheel when the train runs in the unloaded state.

[0108] S2. Prepare before measuring the wheel-rail adhesion state of rail transit and start the test. Record the start time as . The control center conveys an instruction to the brake controller to control the brake control device to apply a braking force to the test wheel , where the braking force increases linearly with time, starting from 0 until it increases to the target braking force . After increasing to the target braking force, maintain the time . The preferred value is 1 second, and other values can also be selected. At the same time, the control center obtains the rotation speed of the test wheel in real time through the speed sensor. If the rotation speed of the test wheel suddenly changes, go to step S3; otherwise, go to step S4.

[0109] S3. Record the current scenario as scenario 1. Record the discovery time of the wheel speed mutation as and the occurrence time of the rotation speed mutation as . Calculate the braking force value at the moment according to the characteristics of the braking force applied by the brake control device, and record it as . Obtain the actual vertical pressure of the test wheel at the moment through the pressure sensor or calculate it by the interpolation method . The control center calculates the real-time wheel-rail adhesion coefficient as shown in Equation (6). The control center outputs two pieces of information to the on-vehicle control system of the train: ① The braking condition intended to be implemented by the train is not feasible; ② Triplet data including the real-time wheel-rail adhesion state . Execute step S5.

[0110] S4. Record the current scenario as scenario 2. Record the time when the braking force increases to the target value , and add the time after the holding time to get . The control center outputs information to the on-vehicle control system of the train: The braking condition intended to be implemented by the train is feasible. Execute step S5.

[0111] S5. At the moment of scenario 1, or at the moment , the control center conveys an instruction to the brake controller, controlling the brake control to apply an accelerating force to the test wheel. , the default value of which is , and other values can also be taken. The control center obtains the rotational speed of the test wheel in real time through the speed sensor until the rotational speed of the test wheel rises to the rotational speed corresponding to the train speed, and then the control center conveys an instruction to the acceleration controller to stop accelerating.

[0112] See the appendix Figure 9 , which shows a real-time measurement method for the wheel-rail adhesion state of rail transit for implementing the above method, including: Obtaining the real-time operating conditions of the train and the intended operating conditions to be executed by the train from the on-vehicle control system; Using the wheel-rail adhesion state measurement device to perform the wheel-rail adhesion state measurement based on the limit test or the wheel-rail adhesion state measurement based on the target action according to the real-time operating conditions of the train and the intended operating conditions to be executed by the train.

[0113] In addition, an embodiment of the present application also provides a real-time measurement device for the wheel-rail adhesion state of rail transit, including: A working condition acquisition module for obtaining the real-time operating conditions of the train and the intended operating conditions to be executed by the train from the on-vehicle control system; A wheel-rail adhesion state measurement module for using the wheel-rail adhesion state measurement device to perform the wheel-rail adhesion state measurement based on the limit test or the wheel-rail adhesion state measurement based on the target action according to the real-time operating conditions of the train and the intended operating conditions to be executed by the train.

[0114] Based on the same inventive concept, the present application also provides a computer-readable storage medium storing one or more programs, which can implement the aforementioned real-time measurement method for the wheel-rail adhesion state of rail transit when the one or more programs are executed.

[0115] As Figure 10 shown, an embodiment of the present application also provides a device, including a processor, a communication interface, a memory, and a communication bus. Among them, the processor, the communication interface, and the memory communicate with each other through the communication bus.

[0116] The memory is a computer-readable storage medium for storing one or more programs.

[0117] The processor is used to execute the programs stored in the computer-readable storage medium.

[0118] This computer-readable storage medium can be included in the device / apparatus described in the above embodiment; or it can exist alone without being assembled into the device / apparatus.

[0119] Although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements for some of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A rail transit wheel-rail adhesion state real-time measurement system, characterized in that: include: Wheel-rail adhesion state measuring device and vehicle-mounted control system; The wheel-rail adhesion state measuring device is installed on the train and connected to the on-board control system; The wheel-rail adhesion state measuring device performs wheel-rail adhesion state measurement based on limit test or wheel-rail adhesion state measurement based on target action according to the real-time train operating conditions and train intended execution conditions obtained from the on-board control system.

2. The system according to claim 1, characterized in that The wheel-rail adhesion state measurement based on the extreme test includes: measurement based on the extreme acceleration test and measurement based on the extreme braking test; and / or, The target action-based wheel-rail adhesion state measurement includes: a target acceleration action-based measurement and a target braking action-based measurement.

3. The system according to claim 2, characterized in that If the real-time operating condition of the train is a traction condition or a non-traction and non-braking condition, performing a measurement based on an extreme acceleration test; If the real-time operating condition of the train is a braking condition, a measurement based on an extreme braking test is performed.

4. The system according to claim 2, characterized in that If the train intends to perform traction operation, measurement based on the target acceleration action is performed; If the train intends to perform a braking operation, a measurement based on the target braking action is performed.

5. The system according to any one of claims 1 to 4, characterized in that: By performing wheel-rail adhesion state measurement based on limit test, a real-time wheel-rail adhesion coefficient or a wheel-rail safety adhesion coefficient is calculated, and a triplet data including the real-time wheel-rail adhesion coefficient or the wheel-rail safety adhesion coefficient is output to the vehicle control system; and / or, By performing wheel-rail adhesion state measurement based on the target action, the feasibility of the train's intended execution condition is judged, and the judgment result is output to the on-board control system.

6. The system according to any one of claims 1 to 4, characterized in that: The physical structure of the wheel-rail adhesion state measuring device includes: a fixing component, a pressure control component, a connecting component, a test wheel, an acceleration control component, a braking control component and a speed measuring component.

7. The system according to claim 6, characterized in that The control structure of the wheel-rail adhesion state measuring device includes: a control center, a speed detector, a pressure detector, a brake controller, an acceleration controller, a pressure controller and a position controller; wherein the control center is connected to the vehicle-mounted control system, the speed detector is connected to the speed measuring component, the pressure detector, the pressure controller and the position controller are connected to the pressure control component, the brake controller is connected to the brake control component, and the acceleration controller is connected to the acceleration controller.

8. A method for real-time measurement of wheel-rail adhesion state of rail transit, characterized in that: The method comprises: Obtain the real-time operating conditions of the train and the intended execution conditions of the train from the on-board control system; The wheel-rail adhesion state measurement device is used to perform the wheel-rail adhesion state measurement based on the limit test or the wheel-rail adhesion state measurement based on the target action according to the real-time operating condition of the train and the intended execution condition of the train.

9. The method according to claim 8, characterized in that The wheel-rail adhesion state measurement based on the extreme test includes: measurement based on the extreme acceleration test and measurement based on the extreme braking test; and / or, The target action-based wheel-rail adhesion state measurement includes: a target acceleration action-based measurement and a target braking action-based measurement.

10. The method according to claim 9, characterized in that If the real-time operating condition of the train is a traction condition or a non-traction and non-braking condition, performing a measurement based on an extreme acceleration test; If the real-time operating condition of the train is a braking condition, a measurement based on an extreme braking test is performed.

11. The method according to claim 9, characterized in that If the train intends to perform traction operation, measurement based on the target acceleration action is performed; If the train intends to perform a braking operation, a measurement based on the target braking action is performed.

12. The method according to any one of claims 8 to 11, characterized in that: By performing wheel-rail adhesion state measurement based on limit test, a real-time wheel-rail adhesion coefficient or a wheel-rail safety adhesion coefficient is calculated, and a triplet data including the real-time wheel-rail adhesion coefficient or the wheel-rail safety adhesion coefficient is output to the vehicle control system; and / or, By performing wheel-rail adhesion state measurement based on the target action, the feasibility of the train's intended execution condition is judged, and the judgment result is output to the on-board control system.

13. A computer-readable storage medium storing one or more programs, characterized in that: When the one or more programs are executed, the real-time measurement method of the rail transit wheel-rail adhesion state as described in any one of claims 8 to 12 can be implemented.

14. An electronic device comprising a processor, a communication interface, the computer-readable storage medium of claim 13, and a communication bus; wherein: The processor, the communication interface, and the computer-readable storage medium communicate electronically with each other via a communication bus; characterized in that: The processor is configured to execute a program stored in a computer-readable storage medium.

Images