Train adhesion state sensing system and method
By installing an adhesion state perception system on the train, real-time detection of axle speed and bogie deceleration is achieved. Combined with a multi-dimensional judgment matrix, the braking force is optimized, solving the problem of inaccurate adhesion state reflection in existing technologies and improving train operation safety and efficiency.
Patent Information
- Application Number
- CN202510930750.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-07-07
- Publication Date
- 2025-09-16
AI Technical Summary
Existing technologies are unable to accurately and in real time reflect the adhesion status of the line, resulting in insufficient train safety distance or low operating efficiency, the risk of collision and high passenger complaint rates.
By installing an adhesion state perception system on the train, the axle speed and bogie deceleration are detected in real time using detection devices and brake control devices. Combined with a multi-dimensional judgment matrix, including the axle sliding state, number and deceleration, the adhesion level of the train is judged, and the braking force is optimized through the brake control device.
It improves train operation efficiency and safety, reduces braking distance and time, and enhances adaptability and reliability in adverse weather conditions.
Smart Images
Figure CN120646060A_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the technical field of rail trains, and in particular to a system and method for sensing the adhesion state of a train. Background Art
[0002] In the field of urban rail transit, severe weather (such as heavy rain and heavy snow) can make the track surface slippery, resulting in a decrease in the wheel-rail adhesion coefficient, an increase in the braking distance, and the risk of train rear-end collisions, seriously affecting driving safety.
[0003] Currently, the industry generally uses a fixed, unified adhesion coefficient approach for line design. This approach cannot accurately and in real time reflect line adhesion conditions and has certain limitations: An overestimated adhesion coefficient can lead to insufficient safe distance between trains, posing a risk of collision; an underestimation of the adhesion coefficient can result in low line operating efficiency and increase passenger complaint rates.
[0004] In order to ensure the operational safety and efficiency of urban rail transit systems, it is necessary to perceive the wheel-rail adhesion status of running trains in real time.
[0005] Application Contents The present application solves at least one of the technical problems in the related art to a certain extent, and provides a train adhesion state sensing system and method that can sense the wheel-rail adhesion state of a running train in real time.
[0006] To achieve the above-mentioned purpose, the present application provides a train adhesion state sensing system in the first aspect, wherein the train includes a plurality of adhesion state sensing units, wherein the adhesion state sensing units include a detection device and a brake control device, wherein the detection device is used to detect the rotation speed of each axle and / or the deceleration of each bogie in the adhesion state sensing unit; the brake control device includes a signal acquisition module and a control operation module; the signal acquisition module is connected to the detection device and is used to collect the rotation speed of each axle and / or the deceleration of each bogie in the adhesion state sensing unit; the control operation module is connected to the signal acquisition module and is configured to : Obtaining the rotational speed of each axle and / or the deceleration of each bogie in the adhesion state sensing unit, and calculating the running speed and deceleration of the train based on the rotational speed of each axle and / or the deceleration of each bogie; determining the number of sliding axles and / or the sliding state of each axle in the adhesion state sensing unit based on the running speed of the train and the rotational speed of each axle; and determining the adhesion level of the train based on one of the adhesion level determination parameters or a combination of the adhesion level determination parameters, wherein the adhesion level determination parameters include the deceleration of the train, the sliding state of each axle in the adhesion state sensing unit, and the number of sliding axles in the adhesion state sensing unit.
[0007] In this embodiment, the train's real-time adhesion state is detected by measuring the train's deceleration, axle sliding status, and the number of sliding axles. This allows for adjustment of the train's braking force based on this real-time adhesion state. Compared to existing operational planning based on fixed adhesion coefficients, this approach offers greater accuracy and reliability, thereby improving train operational efficiency and safety. Furthermore, the simultaneous determination of the train's adhesion level based on both train-level and axle-level data avoids interference from a single data point, enhancing the accuracy and comprehensiveness of the determined adhesion level.
[0008] In some embodiments of the present application, the judgment factors of the sliding state of the axle include the speed difference between the rotational speed of the axle and the running speed of the train, and / or the deceleration of the axle; the control operation module is configured to: divide the adhesion level of the train and the corresponding sliding state level of the axle; divide the speed difference interval and / or deceleration interval corresponding to the sliding state level of different axles; judge the current sliding state level of the axle according to the speed difference interval to which the current speed difference between the rotational speed of each axle and the running speed of the train belongs, and / or the deceleration interval to which the current deceleration of each axle belongs, and judge the current adhesion level of the train according to the current sliding state level of the axle.
[0009] In this embodiment, by dividing the numerical ranges of various axle sliding state data corresponding to different adhesion levels, the system can accurately match various train data detected and calculated in real time to the current adhesion level, allowing the system to adapt to changes in adhesion state under different trains, different lines and different weather conditions, which helps to improve the reliability and stability of the system.
[0010] In some embodiments of the present application, the control operation module is configured to: divide the axle number intervals corresponding to the different sliding state levels of the axles; count the number of axles in the adhesion state perception unit that currently belong to each speed difference interval and / or deceleration interval, and determine the axle number interval to which the counted number of axles belongs; and determine the sliding state level of the axle based on the axle number interval to which the number of axles belongs.
[0011] In this embodiment, interference is filtered out by using a quantity threshold, thereby avoiding misjudgment of a single data and being able to more accurately reflect the rail surface adhesion state.
[0012] In some embodiments of the present application, the control operation module is configured to: divide the deceleration interval and the sliding axle number interval corresponding to the adhesion level of different trains; calculate the current deceleration of the train according to the rotational speed of each axle in the unit, and judge the current number of sliding axles in the unit according to the running speed of the train and the rotational speed and / or deceleration of each axle; judge the current adhesion level of the train according to the deceleration interval to which the current deceleration of the train belongs, the sliding axle number interval to which the current number of sliding axles in the adhesion state sensing unit belongs, and the current sliding state level of the axle.
[0013] In this embodiment, by combining the train deceleration, the number of sliding axles, and the sliding status of the axles, a multi-dimensional judgment matrix is formed by incorporating multiple judgment factors, which greatly improves the anti-interference ability of the perception system.
[0014] In some embodiments of the present application, the control operation module is configured to: set a first speed difference threshold and / or a first deceleration threshold; calculate the speed difference between the rotational speed of each axle and the train running speed, and / or calculate the sliding deceleration of each axle based on the rotational speed of each axle; when the speed difference of a single axle exceeds the first speed difference threshold, and / or the deceleration of a single axle exceeds the first deceleration threshold, determine that the axle is a sliding axle, and count the number of all sliding axles in the adhesion state sensing unit.
[0015] In this embodiment, by detecting the rotation speed or deceleration of the axle, the system can detect the sliding axle in real time. This real-time detection function helps to promptly detect the sliding state of the train and provides an important basis for subsequent braking control.
[0016] In some embodiments of the present application, the detection device includes an axle speed sensor, which is used to detect the rotational speed of the axle; the control operation module is configured to: set a first parameter value; sort the axle speeds detected by all axle speed sensors in the adhesion state sensing unit according to numerical values, and select the axle speed sorted as the first parameter value as the running speed of the train.
[0017] In this embodiment, the running speed of the train is determined by referring to all axle speeds at the same time, which can eliminate speed calculation errors caused by abnormal speed of individual axles to a certain extent and improve the accuracy of speed calculation.
[0018] In some embodiments of the present application, the detection device includes an accelerometer, which is used to detect the deceleration of the bogie in which it is located; the control operation module is configured to: set a second parameter value; perform differential calculation on the running speed of the train to obtain a first train deceleration, obtain the bogie deceleration detected by all the accelerometers in the adhesion state sensing unit, sort the first train deceleration and all bogie decelerations according to numerical value, and select the deceleration value sorted as the second parameter value as the deceleration of the train.
[0019] In this embodiment, this multi-source data fusion method helps to improve the accuracy and reliability of deceleration calculation.
[0020] In some embodiments of the present application, the control operation module is in communication with a train control system and sends the determined train adhesion level to the train control system.
[0021] In this embodiment, after receiving the adhesion level information sent by the control operation module, the train control system can optimize the braking control strategy according to the actual adhesion state of the train, more accurately control the braking process of the train, reduce the braking distance and braking time, and improve driving safety and efficiency.
[0022] In some embodiments of the present application, the train adhesion state sensing system includes a first adhesion state sensing unit and a second adhesion state sensing unit, the first adhesion state sensing unit includes a first control operation module, and the second adhesion state sensing unit includes a second control operation module; the first control operation module and the second control operation module are respectively arranged in the vehicles at both ends of the train, and are used to collect the axle speed and / or deceleration of each axle of the vehicles at both ends to determine the adhesion level of the train.
[0023] In this embodiment, the control calculation module collects the axle speed and deceleration data detected by the sensors of the leading and trailing vehicles, thereby improving the real-time and accuracy of adhesion state perception.
[0024] In some embodiments of the present application, the train control system is configured to: obtain the train adhesion level judged by the first control operation module and the second control operation module; when the train adhesion levels judged by the two are inconsistent, the train adhesion level judged by the control operation module of the head vehicle set in the train running direction shall prevail.
[0025] In this embodiment, the judgment of the control calculation module of the head vehicle is taken as the basis, which can ensure that the train can still maintain stable braking control performance in complex environments, thereby improving the adaptability and reliability of the train.
[0026] On the second aspect, the present application provides a train adhesion state perception method based on the above-mentioned train adhesion state perception, including: detecting the rotational speed of each axle; calculating the train running speed and the train deceleration based on the rotational speed of each axle; judging the number of sliding axles or the sliding state of each axle based on the train running speed and the rotational speed of each axle; judging the adhesion level of the train based on the deceleration of the train, and the sliding state of the axle or the number of sliding axles.
[0027] The above description is only an overview of the technical solution of the present disclosure. In order to more clearly understand the technical means of the present disclosure, which can be implemented in accordance with the contents of the specification, and to make the above and other purposes, features and advantages of the present disclosure more obvious and easy to understand, the specific implementation methods of the present disclosure are listed below. BRIEF DESCRIPTION OF THE DRAWINGS
[0028] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the embodiments or descriptions of the prior art. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.
[0029] Figure 1 is a flow chart of evaluating the adhesion level of a train by the adhesion state perception system according to an embodiment of the present application; Figure 2 It is a schematic diagram of the hardware structure of the main control valve according to the implementation scheme of the present application. DETAILED DESCRIPTION
[0030] In order to make the technical problems, technical solutions and beneficial effects to be solved by this application more clearly understood, this application is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.
[0031] In the embodiments of the present application, prefixes such as "first" and "second" are used only to distinguish different description objects and have no limiting effect on the position, order, priority, quantity or content of the described objects. The use of prefixes such as ordinal numbers to distinguish description objects in the embodiments of the present application does not constitute a restriction on the described objects. For the statement of the described objects, please refer to the description in the context of the claims or embodiments, and the use of such prefixes should not constitute an unnecessary restriction. In addition, in the description of this embodiment, unless otherwise specified, the meaning of "plurality" is two or more.
[0032] The following describes the technical solutions in the embodiments of the present application in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " represents "or." For example, A / B can represent A or B. "And / or" in this document is merely a description of the association relationship between associated objects, indicating that three relationships can exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, or B exists alone.
[0033] In the several embodiments provided in the embodiments of the present application, it should be understood that the disclosed systems and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection of some interfaces, devices or units, which can be electrical, mechanical or other forms.
[0034] In this application, the terms "one embodiment", "some embodiments", "examples", "specific examples", or "some examples" mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and the features of different embodiments or examples without contradiction.
[0035] Urban rail transit, a vital component of modern urban transportation, has become the preferred choice for urban residents due to its speed, punctuality, safety, and environmental friendliness. In the rail transit sector, "adhesion" refers to the friction between the wheels and the rails. This friction enables the wheels to transmit power and braking force through contact with the rails, thereby enabling the train to operate in various states, including starting, accelerating, decelerating, and braking.
[0036] The quality of wheel-rail adhesion directly impacts train safety and efficiency. When the wheel-rail adhesion coefficient is high, the friction between the wheels and rails is greater, allowing the train to more effectively transmit power and braking forces. However, when the wheel-rail adhesion coefficient is low (such as when the track surface is slippery in inclement weather), the friction between the wheels and rails decreases, potentially leading to longer braking distances, reduced traction efficiency, and even dangerous situations such as wheel spin or sliding.
[0037] Currently, when designing the interface between vehicle systems and signal systems, the industry adopts a unified fixed adhesion coefficient approach to line operation design after comprehensively evaluating factors such as train braking capacity, line operation requirements, and the characteristics of above-ground and underground lines. The adhesion coefficient determined by this approach cannot accurately and in real time reflect the adhesion status of the line and has certain limitations: 1. The adhesion coefficient is estimated too high, resulting in insufficient safe distance between trains and the risk of collision.
[0038] 2. The adhesion coefficient is assessed too low, resulting in low line operation efficiency and increased passenger complaint rate.
[0039] Therefore, in order to ensure the operational safety and efficiency of urban rail transit systems, it is necessary to perceive the wheel-rail adhesion state of running trains in real time.
[0040] In order to solve the above problems, this application proposes a train adhesion state sensing system, which can adjust the braking force of the train according to the real-time wheel-rail adhesion status by sensing the wheel-rail adhesion state of the train in real time, thereby ensuring the safety and efficiency of the train operation.
[0041] Hereinafter, embodiments of the present application will be described in detail with reference to the accompanying drawings.
[0042] As attached Figures 1 to 2 As shown, in an exemplary embodiment of the present application, the train adhesion state perception system is used to perceive the adhesion state of the train. To facilitate the intuitive judgment of the adhesion state by the train control system and the train driver, the present technical solution divides the adhesion state of the train into levels and judges the adhesion level of the train, thereby realizing the perception of the adhesion state of the train.
[0043] In some embodiments, the train adhesion state sensing system is divided into multiple adhesion state sensing units, each adhesion state sensing unit is used to sense the adhesion state of one or more vehicles in the train, and all adhesion state sensing units cover the adhesion state sensing of all vehicles in the train.
[0044] In some embodiments, the train includes a detection device and a brake control unit (BCU). The BCU is a core electronic device that controls vehicle braking and is responsible for receiving commands, processing signals, and outputting brake pressure. It is installed in each car or each bogie of the train.
[0045] The detection device includes an axle speed sensor and an accelerometer. The axle speed sensor is installed on each axle of the train to detect the rotational speed of each axle. The accelerometer is installed on each bogie of the train to detect the deceleration of the bogie.
[0046] In some embodiments, the adhesion state sensing unit includes a detection device and a brake control device. In the adhesion state sensing unit, the brake control device of the train is used as the adhesion state sensing device to sense the adhesion state of the train.
[0047] It should also be understood that not all brake control devices are included in the adhesion state sensing unit. This is determined by the specific division of the adhesion state sensing units and the configuration of the brake control devices. For example, if each vehicle is assigned a adhesion state sensing unit and each bogie is equipped with a brake control device, each vehicle has two bogies and therefore two brake control devices. Therefore, one brake control device on each vehicle is selected as the adhesion state sensing device for this unit.
[0048] It should also be understood that the vehicles and number of adhesion state sensing units installed can be determined based on actual conditions and needs. Adhesion state sensing units do not need to be installed on all vehicles of a train; they can be installed on some vehicles of a train. For example, axle speed sensors can be installed only on the first and last vehicles in the train's direction of travel, and only the brake control devices in the first and last vehicles in the train's direction of travel can be used as adhesion state sensing devices; or axle speed sensors can be installed on all vehicles of a train, but only the brake control devices in the first and last vehicles in the train's direction of travel can be used as adhesion state sensing devices.
[0049] It should also be understood that the brake control devices described below all refer to brake control devices with adhesion state sensing function in the adhesion state sensing unit.
[0050] In some embodiments, the brake control device of the adhesion state sensing unit includes a signal acquisition module and a control operation module. The signal acquisition module is connected to the detection device and is used to collect the rotation speed of each axle and / or the deceleration of each bogie in the unit. The control operation module is connected to the signal acquisition module, and the control operation module is connected to the signal acquisition module. Figure 1 The process in , which is configured as: Obtaining the rotational speed of each axle and / or the deceleration of each bogie in the adhesion state sensing unit, and calculating the running speed and deceleration of the train based on the rotational speed of each axle and / or the deceleration of each bogie; Determining the number of sliding axles and / or the sliding state of each axle in the adhesion state sensing unit based on the running speed of the train and the rotation speed of each axle; The adhesion level of the train is determined based on one or a combination of adhesion level determination parameters, where the adhesion level determination parameters include the train's deceleration, the sliding state of each axle in the adhesion state sensing unit, and the number of sliding axles in the adhesion state sensing unit.
[0051] This embodiment detects the train's real-time adhesion state by measuring the train's deceleration, axle sliding status, and the number of sliding axles. This allows for adjustment of the train's braking force based on this real-time adhesion state. Compared to existing operational planning based on fixed adhesion coefficients, this approach offers greater accuracy and reliability, thereby improving train operational efficiency and safety. Furthermore, the simultaneous determination of the train's adhesion level based on both train-level and axle-level data avoids interference from a single data point, enhancing the accuracy and comprehensiveness of the determined adhesion level.
[0052] In some embodiments, the control operation module is communicatively connected to the train control system and sends the determined train adhesion level to the train control system. The train control system receives the adhesion levels determined by the control operation modules of all adhesion state sensing units, integrates the determination results of all control operation modules with the train's driving conditions, and determines the adhesion level of the train.
[0053] In this embodiment, the adhesion level of a train is comprehensively determined based on the adhesion status of each unit, making the determined adhesion level more consistent with the train's actual adhesion state. For example, in rainy or snowy weather, when a train enters a tunnel or underground track from a surface track, the adhesion between the wheels and rails of the vehicle ahead of the train increases as the track changes from wet to dry, while the adhesion between the wheels and rails of the vehicle behind the train remains unchanged. The adhesion status of each adhesion state sensing unit can reflect the different road conditions of the train's route. Simultaneously referencing multiple data points can make the determined adhesion level of the train more accurate and comprehensive.
[0054] In some embodiments, the determining factor of the axle's coasting state includes a speed difference between the axle's rotational speed and the train's running speed, and / or the axle's deceleration; the control calculation module is configured to: Classify the adhesion level of the train and the corresponding sliding state level of the axle; dividing the speed difference intervals and / or deceleration intervals corresponding to the coasting state levels of different axles; The current sliding state level of the axle is determined based on the speed difference range between the current rotation speed of each axle and the running speed of the train, and / or the deceleration range to which the current deceleration of each axle belongs, and the current adhesion level of the train is determined based on the current sliding state level of the axle.
[0055] In some embodiments, the control calculation module is further configured to: calculate the slip rate of the axle according to the axle rotation speed and the running speed of the train; Dividing the vehicle into slip rate intervals and / or deceleration intervals and axle quantity intervals corresponding to the sliding state levels of different axles; determining a slip rate interval to which a current slip rate of each axle belongs, and / or a deceleration interval to which a current deceleration belongs, counting the number of axles currently belonging to each slip rate interval and / or deceleration interval, and determining whether the counted number of axles belonging to each interval belongs to a corresponding axle number interval; According to the axle number ranges among the counted axles, the current sliding state level of the corresponding axles is determined, and the current adhesion level of the train is determined according to the current sliding state level of the axles.
[0056] In this embodiment, by dividing various axle slip data into numerical ranges corresponding to different adhesion levels, the system can accurately match various train data detected and calculated in real time to the current adhesion level. This allows the system to adapt to variations in adhesion across different trains, lines, and weather conditions, helping to improve system reliability and stability and reduce system failures or misjudgments caused by adhesion changes. This facilitates timely adjustment of braking strategies in adverse weather conditions, preventing extended braking distances and the risk of rear-end collisions caused by reduced wheel-rail adhesion, thereby optimizing operational efficiency and enhancing driving safety.
[0057] In some embodiments, the control operation module is further configured to: Dividing the number of axles into intervals corresponding to the sliding state levels of different axles; The number of axles currently belonging to each speed difference interval and / or deceleration interval in the adhesion state sensing unit is counted, and the axle number interval to which the counted number of axles belongs is determined; and the slip state level of the axles is determined based on the axle number interval to which the number of axles belongs.
[0058] In some embodiments, the control operation module is further configured to: count the number of axles in the adhesion state sensing unit that currently belong to each speed difference interval and / or deceleration interval, and determine the number of axles in the counted Belong to each Whether the number of axles in the interval belongs to the corresponding axle number interval; if so, it is determined that the sliding state of the axle reaches the corresponding sliding state level.
[0059] In this embodiment, by setting a quantity threshold to filter out interference, misjudgment of single data is avoided, and the rail surface adhesion state can be reflected more accurately.
[0060] In some embodiments, the slip ratio .in, is the running speed of the train, is the shaft speed of each axis.
[0061] It should be understood that since the slip ratio is calculated by dividing the speed difference between each axle by the running speed of the train, the step of determining the slip status level by the speed difference between the axle speed and the running speed of the train already includes determining the slip status level by the slip ratio.
[0062] In some embodiments, the control operation module is configured to: Divide the deceleration range and the number of sliding axles corresponding to different train adhesion levels; Calculating the current deceleration of the train based on the rotational speed of each axle in the unit, and determining the current number of sliding axles in the unit based on the running speed of the train and the rotational speed and / or deceleration of each axle; The current adhesion level of the train is determined based on the deceleration range to which the current deceleration of the train belongs, the sliding axle number range to which the current number of sliding axles in the adhesion state sensing unit belongs, and the current sliding state level of the axle.
[0063] In this embodiment, a multi-dimensional judgment matrix is formed by incorporating multiple judgment factors, combining the train deceleration, the number of sliding axles, and the sliding status of the axles. This greatly improves the anti-interference ability of the perception system, makes the judgment result of the adhesion level highly consistent with the actual adhesion status, and ensures the safety and operational efficiency of the train.
[0064] In some embodiments, the adhesion level of the train, the sliding state level of the axle, the speed difference range, the slip rate range, the deceleration range, the axle number range and the sliding axle number range can all be manually divided and set, and then preset into the control operation module, or they can be set by the control operation module through a software algorithm. Both methods can be selected according to actual conditions.
[0065] In some embodiments, a method for determining the number of sliding axes is provided. In this method, the control calculation module is configured to: Setting a first speed difference threshold and / or a first deceleration threshold; Calculating the speed difference between the rotational speed of each axle and the running speed of the train, and / or calculating the coasting deceleration of each axle based on the rotational speed of each axle; When the speed difference of a single axle exceeds a first speed difference threshold, and / or the deceleration of a single axle exceeds a first deceleration threshold, the axle is determined to be a sliding axle, and the number of all sliding axles in the adhesion state sensing unit is counted.
[0066] By detecting the rotational speed or deceleration of the axle, the system can detect the sliding axle in real time. This real-time detection function helps to promptly detect the sliding state of the train and provides an important basis for subsequent braking control.
[0067] In some embodiments, a method for calculating the coasting deceleration of each axle is provided, wherein the control calculation module is configured to perform differential calculation on the acquired rotation speed of the rotating shaft to obtain the deceleration of the rotating shaft.
[0068] In some embodiments, a method is provided for calculating the running speed and deceleration of a train by using the rotational speed of each axle of a control computing module. The control computing module is configured to: A first parameter value is set, and the axle speeds detected by all axle speed sensors in the adhesion state sensing unit are sorted by numerical value, and the axle speed sorted by the first parameter value is selected as the running speed of the train.
[0069] Exemplarily, the first parameter value is specifically set to be the second in ascending order, that is, the axle speed ranked second largest is selected as the running speed of the train.
[0070] In this embodiment, the running speed of the train is determined by referring to all axle speeds at the same time, which can eliminate speed calculation errors caused by abnormal speed of individual axles to a certain extent and improve the accuracy of speed calculation.
[0071] Furthermore, the braking control device includes an accelerometer for detecting the deceleration of the bogie in which it is located. The control operation module is configured as follows: Set the second parameter value, perform differential calculation on the train's running speed to obtain the first train deceleration, obtain the bogie deceleration detected by all accelerometers in the adhesion state sensing unit, sort the first train deceleration and all bogie decelerations by numerical value, and select the deceleration value sorted as the second parameter value as the train deceleration.
[0072] In this embodiment, the system fuses deceleration data from multiple sources. This multi-source data fusion method helps to improve the accuracy and reliability of deceleration calculation and reduce inaccurate deceleration calculation caused by errors from a single data source.
[0073] In some embodiments, an evaluation matrix for determining adhesion level based on the train deceleration, the number of sliding axles in a unit, and the sliding state level of the axles in the unit is as shown in Table 1: Table 1 Adhesion level evaluation matrix
[0074] In some embodiments, the control host classifies adhesion levels into normal, poor, severe, and bad according to the adhesion coefficient from large to small, and the priority of adhesion level evaluation is determined as "bad" higher than "severe" higher than "poor" higher than "normal".
[0075] For example, the deceleration level of the current train is judged to be "serious", the level of the number of sliding axles of the current train is judged to be "poor", the level of the sliding state of the current axle is judged to be "normal", and finally the adhesion level is judged to be "serious".
[0076] At the same time, the adhesion levels can be divided according to actual needs and are not limited to the four levels exemplified in this embodiment.
[0077] In some embodiments, the train adhesion state sensing system is divided into a first adhesion state sensing unit and a second adhesion state sensing unit. The first adhesion state sensing unit includes a first control operation module, and the second adhesion state sensing unit includes a second control operation module. The first control operation module and the second control operation module are respectively arranged in the vehicles at both ends of the train, and are used to collect the axle speed and / or deceleration of each axle of the vehicles at both ends to determine the adhesion level of the train.
[0078] Because the leading car is the first to contact track conditions (such as slippery areas caused by rain or snow), it is most sensitive to changes in wheel-rail forces and can sense sudden changes in adhesion first. The trailing car is subjected to the greatest coupler compression force, has a significant tendency for wheel-rail sliding, and responds more clearly to adhesion degradation. In this embodiment, the control calculation module collects axle speed and deceleration data detected by sensors on the leading and trailing cars, improving the real-time and accuracy of adhesion state perception.
[0079] In some embodiments, the train control system is configured to obtain the train adhesion levels determined by the first control operation module and the second control operation module. If the two control operation modules disagree, the train adhesion level determined by the control operation module located in the leading vehicle in the train's direction of travel shall prevail. In other words, the master-slave determination of the brake control device is tied to the train's direction of travel.
[0080] In complex operating environments, such as inclement weather and curved tracks, different control modules may make inconsistent judgments due to varying interference. By taking the judgment of the control module of the leading vehicle as the standard, the train can maintain stable braking control performance in complex environments, improving its adaptability and reliability. Furthermore, the leading vehicle in the train's direction of travel is often the first to experience changes in operating conditions. Taking the judgment of the control module of the leading vehicle as the standard helps improve the timeliness and accuracy of adhesion state perception.
[0081] In some embodiments, the brake control device includes a main control valve, which is used as a sticking state sensing device, and the signal acquisition module and the control operation module are both provided in the main control valve. Figure 2 ,The hardware composition of the main control valve also includes a power module, a ,communication module and a data recording module.
[0082] The power module is used to convert the vehicle's power voltage into the device's internal voltage level and then supply power to each module. The communication module communicates data with other adhesion state sensing units to obtain adhesion state information of other units; The control calculation module is used to calculate and process the data received from the network and the data collected locally to obtain the adhesion status of the vehicle or unit; The data recording module is used to record fault data and operation data in a long-term and stable manner; The signal acquisition module can collect the speed signal of each shaft speed sensor of this unit, the slope signal of the inclinometer, etc.
[0083] In some embodiments, the present application further provides a train adhesion state sensing method based on the above-mentioned train adhesion state sensing, comprising: Detect the rotation speed of each axle; Calculate the train's running speed and train deceleration based on the rotational speed of each axle; Determine the number of sliding axles or the sliding status of each axle based on the train's running speed and the rotation speed of each axle; The train's adhesion level is determined based on the train's deceleration and the sliding state or number of axles.
[0084] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present application should be covered and fall within the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.
Claims
1. A train adhesion state sensing system, characterized in that: The train includes a plurality of adhesion state sensing units, each of which includes: a detection device for detecting the rotational speed of each axle and / or the deceleration of each bogie in the adhesion state sensing unit; A brake control device, comprising a signal acquisition module and a control calculation module; The signal acquisition module is connected to the detection device and is used to collect the rotation speed of each axle and / or the deceleration of each bogie in the adhesion state sensing unit; The control operation module is connected to the signal acquisition module and is configured as follows: obtaining the rotational speed of each axle and / or the deceleration of each bogie in the adhesion state sensing unit, and calculating the running speed and deceleration of the train based on the rotational speed of each axle and / or the deceleration of each bogie; determining the number of sliding axles and / or the sliding state of each axle in the adhesion state sensing unit according to the running speed of the train and the rotation speed of each axle; The adhesion level of the train is determined based on one or a combination of adhesion level determination parameters, wherein the adhesion level determination parameters include the deceleration of the train, the sliding state of each axle in the adhesion state sensing unit, and the number of sliding axles in the adhesion state sensing unit.
2. The train adhesion state sensing system according to claim 1, characterized in that: The factors determining the sliding state of the axle include the speed difference between the axle rotation speed and the running speed of the train, and / or the deceleration of the axle; The control operation module is configured as follows: Classify the adhesion level of the train and the corresponding sliding state level of the axle; dividing the speed difference intervals and / or deceleration intervals corresponding to the coasting state levels of different axles; The current sliding state level of the axle is determined based on the speed difference range between the current speed difference of each axle and the running speed of the train, and / or the deceleration range to which the current deceleration of each axle belongs, and the current adhesion level of the train is determined based on the current sliding state level of the axle.
3. The train adhesion state sensing system according to claim 2, characterized in that: The control operation module is configured as follows: dividing the number of axles into intervals corresponding to the sliding state levels of different axles; counting the number of axles currently belonging to each speed difference interval and / or deceleration interval in the adhesion state sensing unit, and determining the axle number interval to which the counted number of axles belongs; The slippage state level of the axles is determined based on the axle number range to which the number of axles belongs.
4. The train adhesion state sensing system according to claim 2, characterized in that: The control operation module is configured as follows: Divide the deceleration range and the number of sliding axles corresponding to different train adhesion levels; Calculating the current deceleration of the train based on the rotational speed of each axle in the unit, and determining the current number of sliding axles in the unit based on the running speed of the train and the rotational speed and / or deceleration of each axle; The current adhesion level of the train is determined according to the deceleration range to which the current deceleration of the train belongs, the sliding axle number range to which the current number of sliding axles in the adhesion state sensing unit belongs, and the current sliding state level of the axle.
5. The train adhesion state sensing system according to any one of claims 1 to 4, characterized in that: The control operation module is configured as follows: Setting a first speed difference threshold and / or a first deceleration threshold; Calculating the speed difference between the rotational speed of each axle and the running speed of the train, and / or calculating the coasting deceleration of each axle based on the rotational speed of each axle; When the speed difference of a single axle exceeds a first speed difference threshold, and / or the deceleration of a single axle exceeds a first deceleration threshold, the axle is determined to be a sliding axle, and the number of all sliding axles in the adhesion state sensing unit is counted.
6. The train adhesion state sensing system according to any one of claims 1 to 4, characterized in that: The detection device includes an axle speed sensor, which is used to detect the rotation speed of the axle; The control operation module is configured as follows: Set the first parameter value; The axle speeds detected by all axle speed sensors in the adhesion state sensing unit are sorted according to numerical values, and the axle speed ranked as the first parameter value is selected as the running speed of the train.
7. The train adhesion state sensing system according to any one of claims 1 to 4, characterized in that: The detection device includes an accelerometer, and the accelerometer is used to detect the deceleration of the bogie on which it is located; The control operation module is configured as follows: Set the second parameter value; A first train deceleration is obtained by differentiating the running speed of the train, and the bogie decelerations detected by all the accelerometers in the adhesion state sensing unit are obtained. The first train deceleration and all the bogie decelerations are sorted according to their numerical values, and the deceleration value sorted as the second parameter value is selected as the train deceleration.
8. The train adhesion state sensing system according to claim 1, characterized in that: The train adhesion state sensing system includes a first adhesion state sensing unit and a second adhesion state sensing unit, wherein the first adhesion state sensing unit includes a first control operation module, and the second adhesion state sensing unit includes a second control operation module; The first control calculation module and the second control calculation module are respectively arranged at the two end vehicles of the train, and are used to collect the axle speed and / or deceleration of each axle of the two end vehicles to determine the adhesion level of the train.
9. The train adhesion state sensing system according to claim 8, characterized in that: The train control system is configured to: obtain the train adhesion level judged by the first control operation module and the second control operation module; when the train adhesion levels judged by the two are inconsistent, the train adhesion level judged by the control operation module of the head vehicle set in the direction of train operation shall prevail.
10. A train adhesion state sensing method based on the train adhesion state sensing according to any one of claims 1 to 9, characterized in that: include: Detect the rotation speed of each axle; Calculate the train's running speed and train deceleration based on the rotational speed of each axle; Determine the number of sliding axles or the sliding status of each axle based on the train's running speed and the rotation speed of each axle; The train's adhesion level is determined based on the train's deceleration and the sliding state or number of axles.