A rail transit vehicle adhesion control method, device, equipment and medium

Abstract

The application discloses a rail transit vehicle adhesion control method, device, equipment and medium, and the method steps comprise: monitoring whether wheel pair of the vehicle is in free running during vehicle running; starting adhesion control when free running is monitored; during adhesion control, judging the severity of the current free running, and if the severity reaches a preset state control, reducing the traction force of the motor in the vehicle according to a segmented and graded load reduction strategy, wherein the segmented and graded load reduction strategy is divided into multiple control sections in time sequence, and each control section is respectively reduced by a specified proportion of the traction force according to different speed levels, and the average load reduction rate of each control section is kept within the maximum allowed power change range of a single motor per unit time. The application can avoid the severe change of motor power in the case of severe free running, reduce the influence on the network side current harmonics, and improve the safety and stability of vehicle operation.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit vehicle control technology, and in particular to a rail transit vehicle adhesion control method, device, equipment and medium. BACKGROUND

[0002] In the process of rail transit vehicle network-side-machine-side-rail-side full-link control, the front and rear ends will be mutually coupled, making the situation of the rail transit vehicle in the operation process very complex. The network-side current will not only be affected by the network-side control and motor control, but also be significantly affected by the rapid change of the rear-end load power when the adhesion control intervenes to adjust the motor torque due to the occurrence of free sliding under poor wheel-rail adhesion conditions, resulting in the inability to meet the requirements of the application scenarios with high requirements for network-side current.

[0003] In the prior art, the suppression of rail transit vehicle network-side current harmonics is usually achieved by using hardware devices or network-side four-quadrant control, which mainly ensures that the network-side current harmonics meet the operation requirements when the vehicle is in a stable state. The purpose of adhesion control is to suppress the controlled sliding of the wheelset and to maximize the traction / braking force between the wheel and the rail. The adhesion control method in the prior art only considers the traction / braking force between the wheel and the rail to control the target of suppressing the wheelset free sliding. To suppress the free sliding, the motor torque needs to be adjusted, and under low adhesion conditions, the traditional adhesion control usually adopts the strategy of fast reduction and slow increase to adjust the torque, i.e., the load is reduced to a specified value at one time, and the subsequent loading process is increased slowly. According to this type of adjustment method, it is inevitable to cause rapid, frequent or even large adjustment of the motor power, which in turn will have a very significant impact on the network-side current, easily causing the network-side current low-frequency harmonics to exceed the standard, affecting the safe operation of the vehicle. SUMMARY

[0004] The technical problem to be solved by the present application is to provide a rail transit vehicle adhesion control method, device, equipment and medium, which can effectively avoid the drastic change of motor power under the condition of free sliding, reduce the impact on network-side current harmonics, and improve the safety and stability of vehicle operation.

[0005] To solve the above technical problems, the technical solution provided by the present application is as follows:

[0006] A rail transit vehicle adhesion control method, comprising the following steps:

[0007] monitoring whether the wheelset of the vehicle is free sliding during the driving of the rail vehicle;

[0008] starting adhesion control when it is monitored that the wheelset of the vehicle is free sliding;

[0009] In the adhesion control process, the severity of the current idle coasting is determined, and if the severity reaches a preset state control, the traction force of the motor in the vehicle is reduced according to a segmented and graded load reduction strategy. In the segmented and graded load reduction strategy, a plurality of control segments are sequentially arranged in time order, each control segment includes two or more sub-control segments, and each sub-control segment in each control segment reduces the traction force by a specified percentage according to different speed levels, and the average load reduction rate of each control segment is maintained within the maximum allowable power change range per unit time of a single motor.

[0010] Further, the speed levels of each sub-control segment in each control segment in the segmented and graded load reduction strategy are sequentially increased, that is, the load reduction speed of the previous sub-control segment is less than the load reduction speed of the subsequent sub-control segment.

[0011] Further, the method further comprises calculating a load reduction slope in real time during the adhesion control process and comparing the load reduction slope with the grid-side power response limit value corresponding to the current motor. If the real-time calculated load reduction slope is less than the grid-side power response limit value corresponding to the current motor, control is performed according to the real-time load reduction slope, otherwise, the grid-side power response limit value of the current motor within the entire vehicle or the entire section is recalculated according to the power load and unload conditions of each motor of the entire vehicle or the entire section to limit the load reduction slope.

[0012] Further, in the load reduction slope limiting, the grid-side power response limit value corresponding to the current motor is used as the maximum value of the motor power adjustment, and the maximum traction force reduction speed is calculated according to the grid-side power response limit value corresponding to the current motor.

[0013] Further, in the load reduction slope limiting, when the actual calculated traction force adjustment value is less than the maximum traction force change value per unit time allowed by the current motor, the actual calculated traction force adjustment value is adjusted.

[0014] Further, the grid-side power response limit value corresponding to the current motor is determined according to the power change value allowed by the entire vehicle or the entire section per unit time, and the power change value allowed by the single motor per unit time after average distribution, and the grid-side power response limit value corresponding to the single motor considering the entire section or the entire section is determined according to the sum of the actual power changes of the other motors except the current motor in the entire section or the entire section, and the power change value allowed by the entire vehicle or the entire section per unit time.

[0015] Further, the method further comprises setting different torque holding times and stabilization times according to the acceleration state of the vehicle after the adhesion control, wherein the holding time and the stabilization time corresponding to a larger vehicle acceleration are set to be greater than the holding time and the stabilization time corresponding to a smaller vehicle acceleration.

[0016] Further, when the vehicle is in traction working condition, if the acceleration of the vehicle is greater than a first preset threshold, the first holding time and the first stabilizing time are set, if the acceleration of the vehicle is less than a second preset threshold, the second holding time and the second stabilizing time are set, and if the acceleration of the vehicle is within a range between the first preset threshold and the second preset threshold, the holding time and the stabilizing time are set according to a specified proportion, the first holding time is greater than the second holding time, and the first stabilizing time is greater than the second stabilizing time.

[0017] Further, the monitoring of the idling coasting state of the vehicle comprises:

[0018] The wheel-rail speed data in the driving process of the vehicle is acquired and filtered;

[0019] The wheel pair acceleration and the creep speed are extracted from the filtered wheel-rail speed data;

[0020] Whether the wheel pair idles and coasts is judged according to the extracted acceleration and creep speed.

[0021] Further, the severity of the idling and coasting is further judged according to the acceleration.

[0022] An adhesion control device for a rail transit vehicle, comprising:

[0023] A monitoring module for monitoring whether the wheel pair of the vehicle idles and coasts in the driving process of the rail vehicle;

[0024] An intervention control module for starting the intervention adhesion control when the wheel pair of the vehicle is monitored to idle and coast;

[0025] An adhesion control module for judging the severity of the current idling and coasting in the adhesion control process, and performing load reduction on the traction force of the motor in the vehicle according to a segmented and graded load reduction strategy if the severity reaches a preset state control, the segmented and graded load reduction strategy is divided into a plurality of control segments in time sequence, each control segment includes two or more sub-control segments, each sub-control segment in each control segment respectively reduces the traction force by a specified proportion according to different speed levels, and the average load reduction rate of each control segment is kept within the maximum allowable power change range of a single motor per unit time.

[0026] Further, the adhesion control module is further used for calculating the load reduction slope in real time and comparing it with the grid side power response limit value corresponding to the current motor in the adhesion control process, if the real-time calculated load reduction slope is less than the grid side power response limit value corresponding to the current motor, the control is performed according to the real-time load reduction slope, otherwise, the grid side power response limit value of the current motor within the whole vehicle or the whole section vehicle is recalculated according to the load increase and decrease of each motor power of the whole vehicle or the whole section vehicle to limit the load reduction slope.

[0027] An electronic device comprising a processor and a memory for storing a computer program, the processor being configured to execute the computer program to perform the method as described above.

[0028] A computer readable storage medium storing a computer program which, when executed by a processor, performs the method as described above.

[0029] Compared with the prior art, the present application has the advantages that: the present application monitors the free rolling state of the wheel set of the vehicle during the driving of the vehicle, intervenes in the adhesion control when the free rolling of the wheel set of the vehicle is monitored, adopts a segmented and graded control strategy for load reduction when the degree of the free rolling reaches a preset state, divides the entire control process into multiple control segments by using the segmented and graded control strategy, and reduces the load according to different speed levels in each control, so that the influence of the one-time rapid and large-scale adjustment of the motor power on the grid-side current under the low adhesion condition can be avoided, the adhesion control for the harmonic optimization of the grid-side current is realized, and the influence on the grid-side current can be inhibited while the free rolling is inhibited in time and the traction braking force is guaranteed. BRIEF DESCRIPTION OF DRAWINGS

[0030] Figure 1 is the implementation flowchart of the adhesion control method of the rail transit vehicle in embodiment 1 of the present application.

[0031] Figure 2 is the principle schematic diagram of the relationship between the acceleration and the creep speed in the specific application embodiment of the present application.

[0032] Figure 3 is the implementation principle schematic diagram of the segmented and graded load reduction strategy in the specific application embodiment of the present application.

[0033] Figure 4 is the principle schematic diagram of the setting of the holding time in the holding stage in the specific application embodiment of the present application.

[0034] Figure 5 is the principle schematic diagram of the setting of the stable time in the stable stage in the specific application embodiment of the present application.

[0035] Figure 6 is the implementation flowchart of the adhesion control method of the rail transit vehicle in embodiment 2 of the present application.

[0036] Figure 7 is the principle schematic diagram of the implementation of the adhesion control of the rail transit vehicle in embodiment 2 of the present application. DETAILED DESCRIPTION

[0037] The present application is further described below in combination with the drawings of the specification and the specific preferred embodiments, but the protection scope of the present application is not limited thereby.

[0038] As shown in the present disclosure, unless the context clearly indicates otherwise, the words "one", "an", "a", and / or "the" do not specify a singular number, but can include a plural number. The words "first", "second", and similar words used in the present disclosure do not indicate any order, number, or importance, but are only used to distinguish different components. Similarly, the words "include" or "contain" and similar words mean that the elements or objects before the words encompass the elements or objects listed after the words and their equivalents, and do not exclude other elements or objects.

[0039] Embodiment 1

[0040] As shown in the present disclosure, unless the context clearly indicates otherwise, the words "one", "an", "a", and / or "the" do not specify a singular number, but can include a plural number. The words "first", "second", and similar words used in the present disclosure do not indicate any order, number, or importance, but are only used to distinguish different components. Similarly, the words "include" or "contain" and similar words mean that the elements or objects before the words encompass the elements or objects listed after the words and their equivalents, and do not exclude other elements or objects. Figure 1 The steps of the rail transit vehicle adhesion control method of the present embodiment include:

[0041] Step S1: monitoring whether the wheelset of the vehicle is in free rolling during the running of the vehicle;

[0042] Step S2: starting the adhesion control when it is monitored that the wheelset of the vehicle is in free rolling;

[0043] Step S3: during the adhesion control, judging the severity of the current free rolling, and if the severity reaches a preset state, controlling the traction force of the motor in the vehicle according to a segmented and graded load reduction strategy, wherein the segmented and graded load reduction strategy is divided into multiple control segments in time sequence, each control segment includes two or more sub-control segments, each sub-control segment reduces the traction force by a specified percentage according to different speed levels, and the average load reduction rate of each control segment is kept within the maximum allowed power change range of a single motor per unit time.

[0044] When the wheelset of the vehicle is in severe free rolling under low adhesion conditions, a one-time rapid load reduction may cause a severe change in motor power, which in turn may cause the low-frequency harmonic of the grid-side current to exceed the standard. The present embodiment monitors the free rolling state of the wheelset of the vehicle during the running of the vehicle, starts the adhesion control when it is monitored that the wheelset of the vehicle is in free rolling, judges the severity of the free rolling during the adhesion control, and adopts a segmented and graded control strategy for load reduction when the severity reaches a preset state. The segmented and graded control strategy divides the entire control process into multiple control segments, each control segment reduces the load according to different speed levels, which can avoid the impact of one-time rapid and large-scale adjustment of the motor power under low adhesion conditions on the grid-side current, realize the adhesion control of the grid-side current harmonic optimization, and suppress the impact on the grid-side current while ensuring the timely suppression of free rolling and the guarantee of the traction and braking force, thereby realizing the optimization of functions and performance in the whole vehicle.

[0045] In the present embodiment, the step S1 of monitoring the free rolling state of the vehicle specifically includes:

[0046] Step S101. Obtain the wheel-rail speed data during vehicle driving and perform filtering processing;

[0047] Step S102. Extract the wheel-set acceleration and creep speed from the filtered wheel-rail speed data;

[0048] Step S103. Determine whether the wheel-set has wheel spin or skid according to the extracted acceleration and creep speed.

[0049] In this embodiment, by simultaneously extracting the acceleration and creep speed and using the acceleration and creep speed to jointly judge the state of wheel spin or skid of the wheel-set, the wheel spin or skid can be quickly and accurately identified, the accuracy of wheel spin or skid identification and judgment can be improved, and then timely and earlier intervention in adhesion control can be carried out when wheel spin or skid occurs, the loss degree of traction braking force can be reduced, the adjustment range of motor power can be reduced, and the motor unloading slope can be reduced to a certain extent, avoiding the rapid development of wheel spin or skid, and ensuring the safe operation of the vehicle.

[0050] In a specific application embodiment, step S101 can adopt one or a combination of filtering methods such as low-pass filtering, average filtering, Kalman filtering, etc., to perform filtering processing on the extracted speed data to ensure the quality of the extracted data.

[0051] In a specific application embodiment, as Figure 2 shown, set the acceleration range values a1, a2 (a1 < a2), and set the creep speed range values s1, s2 (s1 < s2), set the comprehensive index of acceleration and creep speed according to acceleration a1 corresponding to creep speed s2 and acceleration a2 corresponding to creep speed s1. When the wheel-set acceleration and creep speed exceed the set corresponding indexes at the same time, it is determined that the wheel-set has wheel spin or skid. For example, set the acceleration judgment index as a3 and the creep judgment speed as s3, a3 is a certain value within the range of (a1, a2), and s3 is a certain value within the range of (s1, s2). If the currently extracted data simultaneously satisfies that the acceleration is greater than a3 and the creep speed is greater than s3, it is determined that the current is in the state of wheel spin or skid.

[0052] In this embodiment, it also includes judging the severity of wheel spin or skid occurrence according to the acceleration to identify slow wheel spin or skid and severe and rapid wheel spin or skid, and performing unloading control in time when severe wheel spin or skid is identified. For example, when it is judged that wheel spin occurs according to the comprehensive index of wheel-set creep speed and acceleration, if the acceleration is less than a certain threshold a (a1 < a < a2), it is determined that the current is in a slow wheel spin state, that is, the change of the wheel-set speed is relatively slow; if the acceleration is greater than a certain threshold a (a1 < a < a2), it is determined that the current is in a severe wheel spin, that is, the change of the wheel-set speed is relatively fast, distinguishing slow wheel spin or skid and severe and rapid wheel spin or skid.

[0053] The above indexes, thresholds, etc. can be configured according to experience or experimental values, and can be determined according to actual needs.

[0054] It can be understood that, in addition to the above idle running identification method, other idle running identification methods can also be used according to actual needs, such as comprehensive judgment of other vehicle running indexes.

[0055] In this embodiment, the speed levels of each sub-control section in each control section in the segmented and graded load shedding strategy are sequentially increased, that is, the load shedding speed of the previous sub-control section is less than that of the next sub-control section, so that the load shedding is gradually and rapidly increased in one control section, and the next control section continues to load shedding according to the same trend as the previous control section. By using the above segmented and graded load shedding strategy, the load shedding rate is gradually changed at different time periods, which not only avoids one-time rapid and large-scale load shedding and reduces the influence on the grid-side current harmonics, but also shortens the load shedding time as much as possible. The number of control sections can be set according to actual needs.

[0056] In a specific application embodiment, as shown in Figure 3 two control sections k1 and k2 are divided, each control section is divided into two control sub-sections, each control section first load shedding at a lower speed v1, and then load shedding at a higher speed v2, that is, the traction force is reduced by a certain percentage at a slower speed, and then the load shedding is continued at a slower speed for a certain time. The average load shedding rate is maintained within the maximum allowable power change range per unit time of a single motor during the entire control process, which can effectively avoid the influence of load shedding on the grid-side current harmonics, while shortening the load shedding time.

[0057] It can be understood that each control section in the segmented and graded load shedding strategy can also be configured to load shedding according to different change trends, and the control speeds of different sub-sections in different control sections can be configured according to actual needs. Taking two control sections in Figure 3 for example, control section k1 first load shedding at a lower speed v1, and then load shedding at a higher speed v2, and control section k2 first load shedding at a speed v1', which is slightly greater than speed v1, and then load shedding at a speed v2', which is slightly greater than speed v2, so that the overall load shedding rate of control section k2 is slightly higher than that of control section k1, which can ensure that there is no influence on the grid-side current harmonics, while further shortening the load shedding time. Control section k2 can also be configured to first load shedding at speed v2, and then load shedding at speed v1, that is, the change trend is opposite to that of control section k1, first load shedding at high speed, and then load shedding at slow speed, which can be configured according to actual needs.

[0058] It can be understood that, in addition to the above-mentioned judgment logic processing, a fuzzy strategy or other methods can also be used for load reduction control processing to avoid the impact of one-time rapid load reduction on the grid-side current harmonics.

[0059] Further, the embodiment also includes setting different torque holding time and stabilization time according to the acceleration state of the vehicle after the adhesion control, wherein the holding time and the stabilization time corresponding to a larger vehicle acceleration are set to be greater than the holding time and the stabilization time corresponding to a smaller vehicle acceleration. That is, during the motor torque recovery process after the idle sliding is inhibited, different torque holding times are set according to the comprehensive judgment of the vehicle running condition. If the vehicle acceleration is large, a larger holding time is configured, and if the vehicle acceleration is small, a smaller holding time is configured. The stabilization time is set similarly, and when the motor torque is recovered to a certain percentage of the maximum motor torque before the idle sliding, a certain time is maintained, so that the torque holding time and the stabilization time can be set in combination with the running state of the vehicle. In the case where the basic functions and performance of the adhesion control are not affected, the rapid and large-scale adjustment of the motor power under low adhesion conditions can be further avoided, and the impact on the grid-side current is reduced.

[0060] In the embodiment, when it is a traction working condition, if the acceleration of the vehicle is greater than a first preset threshold, a first holding time and a first stabilization time are set, if the acceleration of the vehicle is less than a second preset threshold, a second holding time and a second stabilization time are set, and if the acceleration of the vehicle is within a range between the first preset threshold and the second preset threshold, the holding time and the stabilization time are set according to a specified proportion. The first holding time is greater than the second holding time, and the first stabilization time is greater than the second stabilization time. Specifically, as shown in Figure 4 , under the traction working condition, when the vehicle acceleration is large and the vehicle running is less affected by the idle sliding, the holding time is set to be long (the maximum time is t2); when the vehicle acceleration is small and the vehicle running is greatly affected by the idle sliding, the holding time is set to be short (the minimum time is t1). As shown in Figure 5 , when the vehicle acceleration is large and the vehicle running is less affected by the idle sliding, the percentage of the stabilization time is set to be low (the minimum is a%), and the stabilization time is longer (the longest time is t4); when the vehicle acceleration is small and the vehicle running is greatly affected by the idle sliding, the percentage of the stabilization time is set to be high (the minimum is b%, b<100), and the stabilization time is shorter (the shortest time is t3).

[0061] For example, the vehicle acceleration range (a1 vehicle , a2 vehicle ) is set, when the vehicle acceleration is less than a1 vehicle , the holding time and the stabilization time are set to be minimum values t1 and t3; when the vehicle acceleration is greater than a2 vehicleWhen the vehicle acceleration is between a1 vehicle and a2 vehicle , the holding and stabilizing time is set in proportion.

[0062] It can be understood that the automatic adjustment of the holding and stabilizing time of the traction / braking force is set according to the comprehensive judgment of the train running state, which can be processed by the above fixed logic linearly, or the relevant parameter values can be obtained by fuzzy strategy, neural network or other control methods according to the creep speed, acceleration and other indicators.

[0063] The embodiment also provides a rail transit vehicle adhesion control device, which comprises:

[0064] A monitoring module is configured to monitor whether the wheelset of the vehicle is in free rolling during driving of the rail vehicle.

[0065] An intervention control module is configured to start adhesion control when it is monitored that the wheelset of the vehicle is in free rolling.

[0066] An adhesion control module is configured to judge the severity of the current free rolling during the adhesion control, and to reduce the traction force of the motor in the vehicle according to a segmented and graded load shedding strategy if the severity reaches a preset state control, wherein the segmented and graded load shedding strategy is divided into a plurality of control segments in time sequence, each control segment comprises two or more sub-control segments, each sub-control segment in each control segment reduces the traction force by a specified proportion according to different speed levels, and the average load shedding rate of each control segment is kept within the maximum allowable power change range of a single motor per unit time.

[0067] In the embodiment, the monitoring module comprises:

[0068] A filtering unit is configured to obtain wheel-rail speed data during driving of the vehicle and perform filtering processing.

[0069] A speed extraction unit is configured to extract the wheelset acceleration and creep speed from the wheel-rail speed data after filtering processing.

[0070] A judgment unit is configured to judge whether the wheelset is in free rolling according to the extracted acceleration and creep speed.

[0071] In the embodiment, the adhesion control module is further configured to set different torque holding time and stabilizing time according to the acceleration state of the vehicle after the adhesion control, wherein the holding time and the stabilizing time corresponding to a larger vehicle acceleration are set to be greater than the holding time and the stabilizing time corresponding to a smaller vehicle acceleration.

[0072] The rail transit vehicle adhesion control device in the embodiment corresponds to the above-mentioned rail transit vehicle adhesion control method, and will not be described again.

[0073] Embodiment 2:

[0074] The embodiment is basically the same as Embodiment 1, except that the embodiment further comprises, in the adhesion control process, real-time calculation of the load shedding slope and comparison with the grid-side power response limit value corresponding to the current motor, if the real-time calculated load shedding slope is less than the grid-side power response limit value corresponding to the current motor, control is performed according to the real-time load shedding slope, otherwise, according to the power load shedding or adding of each motor of the whole train or the whole car, the grid-side power response limit value of the current motor within the range of the whole train or the whole car is recalculated for load shedding slope limitation.

[0075] As shown in FIG. 2, the steps of the adhesion control method of the rail transit vehicle of the embodiment include: Figure 6

[0076] Step S1: monitoring whether the wheelset of the vehicle is in free rolling during the running of the rail vehicle;

[0077] Step S2: starting the adhesion control when it is monitored that the wheelset of the vehicle is in free rolling;

[0078] Step S3: in the adhesion control process, real-time calculation of the load shedding slope and comparison with the grid-side power response limit value corresponding to the current motor, if the real-time calculated load shedding slope is less than the grid-side power response limit value corresponding to the current motor, control is performed according to the real-time load shedding slope, otherwise, according to the power load shedding or adding of each motor of the whole train or the whole car, the grid-side power response limit value of the current motor within the range of the whole train or the whole car is recalculated for load shedding slope limitation;

[0079] Step S4: in the adhesion control process, judging the severity of the current free rolling, if the severity reaches a preset state control, the traction force of the motor in the vehicle is reduced according to the segmented and graded load shedding strategy, the segmented and graded load shedding strategy is divided into a plurality of control sections in time sequence, each control section includes two or more sub-control sections, each sub-control section in each control section reduces the traction force by a specified percentage according to different speed levels, and the average load shedding rate of each control section is maintained within the power change range allowed by a single motor per unit time.

[0080] The embodiment can realize the linkage grid-side control by setting the power adjustment rate limit value considering the front-end power response capability in the adhesion control after the free rolling, and can realize load shedding when severe free rolling occurs in combination with the segmented and graded load shedding strategy, so as to avoid the rapid and large adjustment of the motor power under low adhesion conditions as much as possible, and greatly reduce the influence on the grid-side current, while ensuring that the basic functions and performance of the adhesion control are not affected.

[0081] ​In the embodiment, in the load reduction slope limitation, the maximum value of the motor power adjustment is the grid-side power response limit value corresponding to the current motor, and the maximum traction force reduction speed is calculated according to the grid-side power response limit value corresponding to the current motor.

[0082] In the embodiment, in the load reduction slope limitation, when the actual calculated traction force adjustment value is less than the maximum traction force change value allowed by the current motor per unit time, the adjustment is performed according to the actual calculated traction force adjustment value.

[0083] In the embodiment, the grid-side power response limit value corresponding to the current motor is determined according to the power change value allowed by the whole vehicle or the whole rack per unit time and the power change value allowed by the single motor per unit time after average distribution, and the grid-side power response limit value corresponding to the single motor considering the whole rack or the whole vehicle is determined according to the sum of the actual power changes of the other motors except the current motor in the whole rack or the whole vehicle and the power change value allowed by the whole vehicle or the whole rack per unit time.

[0084] In the specific application embodiment, the grid-side power response limit value corresponding to the single motor is calculated according to the following formula:

[0085] P axle_ave = P Σ / N (1)

[0086] Wherein, P Σ is the power change value allowed by the whole vehicle or the whole rack per unit time, which is an external determined value; P alxe_ave is the power change value allowed by the single motor per unit time after average distribution.

[0087] The grid-side power response limit value corresponding to the single motor considering the whole rack or the whole vehicle is calculated according to the following formula:

[0088] P axle = P ∑ -∑P actual_i (2)

[0089] Considering that idling coasting may not exist in all shafts, ∑P actual_i represents the sum of the actual power changes of the other motors in the whole rack or the whole vehicle, and P axle represents the grid-side power response limit value corresponding to the single motor in different situations, P axle is the maximum value P Σ when the power of the other motors is stable, and the minimum value of P axle is P alxe_aveAfter obtaining the estimated grid-side power response limit for a single motor, this grid-side power response limit is regarded as the maximum value of the single motor power regulation, and the maximum traction force reduction speed of the motor during idling is calculated based on this limit. For example, it can be calculated using F = P / v, where F is the maximum allowable change in traction force of the motor per unit time.

[0090] The actual load reduction slope, adhesion control will adjust the motor traction force in real time according to the wheelset acceleration and creep speed using PID control. For example... Figure 7 As shown, this embodiment first monitors the speed signal torque command of the vehicle wheelsets in real time to identify and judge wheel spin. When wheel spin is detected, ① if the actual calculated traction force adjustment value is less than the calculated maximum allowable traction force change value per unit time of the motor, the adjustment is made according to the actual calculated traction force adjustment value; otherwise, based on the load reduction and load conditions of each motor in the whole frame or whole car, the current grid-side power response limit of the motor in the whole frame or whole car is recalculated to limit the load reduction slope; ② if the wheel spin is very severe, the traction force adjustment according to the normal calculation result may exceed the maximum allowable traction force change value per unit time of the motor, then... Furthermore, with the goal of rapidly suppressing idling while considering the idling suppression effect, load reduction is carried out according to a segmented and graded load reduction strategy. This involves first controlling the reduction of traction force at a slower speed at different control terminals, followed by load reduction at a faster speed (the specific execution order of fast and slow speeds can be configured according to actual needs), keeping the average load reduction rate within the maximum allowable power change range of a single motor per unit time. Then, the holding and stabilization time is set according to the vehicle's acceleration and other driving conditions, which can ensure that the basic functions and performance of adhesion control are not affected, while avoiding rapid and large-scale adjustments of motor power under low adhesion conditions, thus reducing the impact on grid-side current.

[0091] The rail transit vehicle adhesion control device in this embodiment includes:

[0092] The monitoring module is used to monitor whether the wheelset of the rail vehicle is spinning or slipping during operation.

[0093] The intervention control module is used to initiate adhesion control when wheel slippage of the vehicle is detected.

[0094] The adhesion control module is used to determine the severity of the current idling coasting during the adhesion control process. If the severity reaches the preset state, the control will reduce the traction force of the motor in the vehicle according to the segmented and graded load reduction strategy. The segmented and graded load reduction strategy is divided into multiple control segments according to the time sequence. Each control segment includes two or more sub-control segments. Each sub-control segment in each control segment reduces the traction force by a specified proportion according to different speed levels, and keeps the average load reduction rate of each control segment within the range of the maximum allowable power change of a single motor per unit time.

[0095] The adhesion control module is also used to calculate the load shedding slope in real time during the adhesion control process and compare the load shedding slope with the grid side power response limit corresponding to the current motor, if the real-time calculated load shedding slope is less than the grid side power response limit corresponding to the current motor, the control is performed according to the real-time load shedding slope, otherwise, according to the power load shedding or adding of each motor of the whole train or the whole section of the train, the grid side power response limit of the current motor in the whole train or the whole section of the train is recalculated to limit the load shedding slope.

[0096] The adhesion control device of the rail transit vehicle in the embodiment corresponds to the adhesion control method of the rail transit vehicle described above, and will not be described again.

[0097] The application also provides an electronic device, including a processor and a memory, the memory is used to store a computer program, and the processor is used to execute the computer program to perform the method in the above embodiment.

[0098] It can be understood that the above method of the embodiment can be executed by a single device, such as a computer or a server, and can also be applied to a distributed scenario to be completed by multiple devices cooperating with each other, in the case of a distributed scenario, one of the multiple devices can only execute one or more steps in the above method of the embodiment, and the multiple devices interact to complete the above method. The processor can be implemented in the form of a general-purpose CPU, a microprocessor, an application-specific integrated circuit, or one or more integrated circuits, and is used to execute related programs to implement the above method of the embodiment. The memory can be implemented in the form of a read-only memory ROM, a random access memory RAM, a static storage device, and a dynamic storage device. The memory can store an operating system and other application programs, and when the above method of the embodiment is implemented by software or firmware, the related program code is saved in the memory and executed by the processor.

[0099] The embodiment further provides a computer readable storage medium having a computer program stored therein, and the computer program is executed by a processor to implement the method in the above embodiment.

[0100] Those skilled in the art will appreciate that the embodiments of the present application described above can be provided as a method, system, or computer program product. Accordingly, the present application can take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present application can take the form of a computer program product on one or more computer readable storage media (including, but not limited to, disk memory, CD-ROMs, optical storage devices, etc.) embodying computer readable program code. The present application is described in terms of flowcharts and / or block diagrams in accordance with embodiments of the application. It will be understood that each block of the flowchart and / or block diagrams, and combinations of blocks in the flowchart and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general purpose computer, special purpose computer, embedded processing system, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart and / or block diagram block or blocks. These computer program instructions can also be stored in a computer readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer readable memory produce an article of manufacture including instructions which implement the function specified in the flowchart and / or block diagram block or blocks. Figure 1 one or more flowcharts and / or block diagrams. Figure 1 one or more flowcharts and / or block diagrams. Figure 1 one or more flowcharts and / or block diagrams. Figure 1 one or more flowcharts and / or block diagrams. Figure 1 one or more flowcharts and / or block diagrams. Figure 1 one or more flowcharts and / or block diagrams.

[0101] The foregoing is merely illustrative of the principles of the application, and various modifications can be made by those skilled in the art without departing from the scope of the application. The above description is embodied in the best mode presently contemplated by the inventors. The application, however, is capable of other embodiments and of being practiced and carried out in various ways. Accordingly, the application is not intended to be limited to the embodiments described above but is to be accorded the widest scope consistent with the principles and features disclosed herein.

Claims

1. A method of adhesion control for a rail vehicle, characterized by the steps of The method comprises the following steps: monitoring whether the wheelset of the vehicle is in free rolling during the running of the vehicle; starting the intervention adhesion control when the wheelset of the vehicle is in free rolling; during the adhesion control, judging the severity of the current free rolling, and if the severity reaches a preset state control, reducing the traction force of the motor in the vehicle according to a segmented and graded load reduction strategy, wherein the segmented and graded load reduction strategy is divided into multiple control segments in time sequence, each control segment includes two or more sub-control segments, and each sub-control segment in each control segment reduces the traction force by a specified percentage according to different speed levels, and the average load reduction rate of each control segment is kept within the maximum allowable power change range of a single motor per unit time; further comprising calculating the load reduction slope in real time during the adhesion control and comparing it with the grid-side power response limit value corresponding to the current motor, if the real-time calculated load reduction slope is less than the grid-side power response limit value corresponding to the current motor, control is performed according to the real-time load reduction slope, otherwise, according to the power increase and decrease of each motor in the whole vehicle or the whole train, the grid-side power response limit value of the current motor in the whole vehicle or the whole train is recalculated to limit the load reduction slope; the grid-side power response limit value corresponding to the current motor is determined according to the power change value allowed by the whole vehicle or the whole train per unit time, the power change value allowed by a single motor per unit time after average distribution, and the grid-side power response limit value corresponding to a single motor considering the whole train or the whole train is determined according to the sum of the actual power changes of other motors except the current motor in the whole train or the whole train, the power change value allowed by the whole vehicle or the whole train per unit time.

2. The adhesion control method for a rail vehicle according to claim 1, characterized by, In the segmented and graded load reduction strategy, the speed levels of each sub-control segment in each control segment are sequentially increased, that is, the load reduction speed of the previous sub-control segment is less than that of the next sub-control segment.

3. The adhesion control method for a rail vehicle according to claim 1, characterized by, In the load reduction slope limiting, the grid-side power response limit value corresponding to the current motor is used as the maximum value of the motor power regulation, and the maximum traction force reduction speed is calculated according to the grid-side power response limit value corresponding to the current motor.

4. The rail vehicle adhesion control method of claim 1, wherein, In the load reduction slope limiting, when the actual calculated traction force regulation value is less than the maximum traction force change value allowed by the current motor per unit time, the regulation is performed according to the actual calculated traction force regulation value.

5. The adhesion control method for a rail vehicle according to any one of claims 1 to 4, characterized by, Further comprising setting different torque holding time and stabilization time according to the acceleration state of the vehicle after the adhesion control, wherein the holding time and the stabilization time corresponding to a larger vehicle acceleration are set to be greater than the holding time and the stabilization time corresponding to a smaller vehicle acceleration.

6. The adhesion control method for a rail vehicle according to claim 5, characterized by, When it is a traction working condition, if the acceleration of the vehicle is greater than a first preset threshold, a first holding time and a first stabilization time are set, if the acceleration of the vehicle is less than a second preset threshold, a second holding time and a second stabilization time are set, and if the acceleration of the vehicle is within the range between the first preset threshold and the second preset threshold, the holding time and the stabilization time are set according to a specified proportion, the first holding time is greater than the second holding time, and the first stabilization time is greater than the second stabilization time.

7. The adhesion control method for a rail vehicle according to any one of claims 1 to 4, characterized by, The method for monitoring the free rolling state of the vehicle comprises the following steps: obtaining wheel-rail speed data during the running of the vehicle and performing filtering processing; extract wheel pair acceleration and creep speed from the filtered wheel-rail speed data; determine whether wheel pair is in free rolling according to the extracted acceleration and creep speed.

8. The rail vehicle adhesion control method of claim 7, wherein, determine the severity of free rolling according to the acceleration.

9. A rail vehicle adhesion control device for use in the rail vehicle adhesion control method according to any one of claims 1 to 8, characterized by comprise: a monitoring module for monitoring whether the wheel pair of the railway vehicle is in free rolling during the running of the railway vehicle; an intervention control module for starting intervention adhesion control when the wheel pair of the vehicle is in free rolling; an adhesion control module for determining the severity of the current free rolling during the adhesion control, and reducing the traction force of the motor in the vehicle according to a segmented and graded load reduction strategy if the severity reaches a preset state control, wherein the segmented and graded load reduction strategy is divided into multiple control segments in time sequence, each control segment includes two or more sub-control segments, and each sub-control segment in each control segment reduces the traction force by a specified percentage according to different speed levels, and the average load reduction rate of each control segment is kept within the maximum allowable power change range of a single motor per unit time.

10. The adhesion control device for rail transit vehicles according to claim 9, characterized in that, The adhesion control module is also used to calculate the load reduction slope in real time during the adhesion control and compare it with the grid side power response limit value corresponding to the current motor, if the real-time calculated load reduction slope is less than the grid side power response limit value corresponding to the current motor, the control is performed according to the real-time load reduction slope, otherwise, according to the power load and unload conditions of each motor of the whole train or whole section of the vehicle, the grid side power response limit value of the current motor within the whole train or whole section of the vehicle is recalculated to limit the load reduction slope.

11. An electronic device comprising a processor and a memory for storing a computer program, characterized in that The processor is used to execute the computer program to perform the method of any one of claims 1-8.

12. A computer readable storage medium storing a computer program, characterized in that, The computer program is executed by the processor to implement the method of any one of claims 1-8.

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