Adaptive drive distribution and anti-slip control method for electric control system of mine monorail crane

Abstract

The application discloses a mine-used monorail crane electric control system self-adaptive driving distribution and anti-slip control method, and particularly relates to the technical field of mine-used monorail crane electric control safety control, and obtains vehicle operation instructions, track slope, crane load weight, crane load swing angle, each driving part wheel speed, motor current, track beam vibration signals and brake pressure; track joint passing events are identified according to the track beam vibration signals, and a joint swing load disturbance coefficient is generated in combination with the crane load swing angle to calculate instantaneous required traction; then, the effective adhesion coefficient is calculated according to the phase difference between the wheel speed and the motor current, a short-time adhesion attenuation window is established, and a non-uniform driving distribution table is generated to control the output of each driving part; when parking or low-speed reversing, the reverse slip torque is predicted, the high-adhesion driving part output reverse holding torque is preferentially locked, and the brake pressure is gradually increased; and the application can reduce the driving wheel idling and micro-slip risk at the wet and slippery joint slope.

Description

Technical Field

[0001] This invention relates to the field of electrical control safety technology for mine monorail cranes, specifically to an adaptive drive allocation and anti-slippage control method for the electrical control system of a mine monorail crane. Background Technology

[0002] Existing mine monorail control systems typically use proportional traction and braking control for multiple drive units based on vehicle speed, lever position, or a single gradient value. When the monorail starts or stops under heavy load in a short, damp joint section behind an uphill switch in the mine, misalignment of the lifting beam joint, fishplate, and suspension chain can cause the front and rear drive wheels to alternately unload within milliseconds. Some drive wheels experience hidden slippage with "speed but low effective traction." Simultaneously, the reverse drag force generated by the load's swing back can counteract the motor braking, while the hydraulic brake has not yet completed pressure buildup, resulting in a slight slippage of the vehicle below the encoder's conventional threshold. Although this slippage distance is small, it can potentially cause load collisions and crushing accidents near narrow shafts, personnel passing, or flammable equipment. Existing fixed-distribution and single-threshold anti-slippage control systems cannot identify and handle these incidents in a timely manner. Summary of the Invention

[0003] The purpose of this invention is to provide an adaptive drive allocation and anti-runaway control method for a mine monorail crane electrical control system, so as to solve the shortcomings in the prior art.

[0004] To achieve the above objectives, the present invention provides the following technical solution: an adaptive drive allocation and anti-slippage control method for a mine monorail crane electrical control system, comprising:

[0005] The vehicle operation command, track gradient, load weight, load swing angle, wheel speed of each drive unit, motor current, rail vibration signal and braking pressure are acquired respectively.

[0006] The rail gap passage event is identified based on the rail beam vibration signal, and the joint swing load disturbance coefficient is generated by combining the hoisting swing angle. The instantaneous required traction force is calculated based on the track slope, hoisting weight and joint swing load disturbance coefficient.

[0007] Based on the phase difference between the wheel speed and motor current of each drive unit, the effective adhesion coefficient of each drive unit is calculated, and a short-time adhesion attenuation window corresponding to the rail gap passage event is established.

[0008] Within the short-term adhesion attenuation window, an unbalanced drive allocation table is generated based on the instantaneous required traction force and the effective adhesion coefficient of each drive unit.

[0009] The output of each drive unit is controlled according to the unbalanced drive allocation table, and the short-term adhesion attenuation window is corrected according to the wheel speed change after the output.

[0010] When parking or changing direction at low speed, the reverse slippage torque is predicted based on the load swing angle, track slope and braking pressure. When the reverse slippage torque is greater than the current holding torque, the drive unit with the highest effective adhesion coefficient is locked to output the reverse holding torque first, and then the braking pressure is increased in stages until the vehicle speed is zero, the load swing angle falls back to the safety threshold and the braking pressure reaches the holding pressure, and then the anti-slippage control is discontinued.

[0011] Preferably, the vehicle operation command is converted into the target running direction and target speed level; the continuously collected track gradient is processed by moving average; the wheel speed of each drive unit and the corresponding motor current are matched according to the drive unit number; the vehicle operation command, track gradient, load weight, load swing angle, wheel speed of each drive unit, motor current, rail vibration signal and braking pressure are added with sampling timestamps under the same clock source to form a vehicle status data group.

[0012] Preferably, identifying rail gap passage events based on rail beam vibration signals includes: extracting short-time energy envelopes from the rail beam vibration signals after removing DC bias to obtain an energy envelope sequence; merging continuous segments in the energy envelope sequence that exceed the superposition of the mean background vibration energy and the standard deviation of the background vibration into joint impact segments; calculating the energy before and after the peak time of the joint impact segment to obtain the energy mutation ratio before and after; when the energy mutation ratio before and after satisfies the rail gap asymmetric impact condition and the duration of the joint impact segment is within the corresponding passage duration range of the rail gap connection area, marking the peak time as the marked time of the rail gap passage event.

[0013] Preferably, the joint swing load disturbance coefficient is generated by combining the swing angle of the hoisting load, including:

[0014] Using the marked time as a reference, the swing angle of the hoisting is intercepted to obtain the swing angle range that includes the change in hoisting swing before and after the rail gap impact; the peak value of the swing angle is calculated within the swing angle range, and the direction of the swing angle change is determined according to the swing angle difference before and after the rail gap impact.

[0015] The direction of the swing angle change is compared with the direction of the track slope. If the two are consistent, it is determined to be a downhill swing.

[0016] The joint swing load disturbance coefficient is generated based on the energy abrupt change ratio before and after, the peak swing angle, and whether it is a downhill swing.

[0017] The preferred method for obtaining instantaneous demand traction force is as follows:

[0018] The foundation slope load component along the track direction is calculated based on the track slope and the load weight; the foundation slope load component is amplified by the joint swing load disturbance coefficient to generate the joint additional traction component.

[0019] The compensation direction of the additional traction component of the joint is determined according to the track slope direction, and the foundation slope load component and the additional traction component of the joint are superimposed in the same direction to obtain the target value of the traction force of the joint section.

[0020] The instantaneous required traction force is obtained by adjusting the rising slope of the target value of the traction force of the joint section based on the joint load disturbance coefficient.

[0021] Preferably, the effective adhesion coefficient of each drive unit is calculated based on the phase difference between the wheel speed and the motor current of each drive unit, including: taking the marked time of the rail gap passage event as a reference, extracting the wheel speed and motor current of each drive unit before and after the joint impact segment;

[0022] Align wheel speed and motor current according to the same sampling timestamp;

[0023] The peak times of wheel speed change and motor current change are determined respectively, and the phase deviation time of the corresponding drive unit is obtained;

[0024] When the peak value of wheel speed change appears before the peak value of motor current change, and there is a wheel speed change but the motor current does not increase synchronously within the continuous sampling interval after the seam impact segment, it is determined that the drive unit has a seam-induced adhesion decrease, and the effective adhesion coefficient of the drive unit is reduced according to the phase deviation time and the abnormal sampling ratio within the continuous sampling interval.

[0025] Preferably, establishing a short-term adhesion attenuation window corresponding to the rail gap passage event includes: taking the moment when the effective adhesion coefficient of the corresponding drive unit first falls below the reference value before the joint impact segment as the starting point of the short-term adhesion attenuation window; continuously calculating the effective adhesion coefficient of the drive unit; when the effective adhesion coefficient continuously recovers to a preset proportion above the reference value before the joint impact segment, and the duration reaches the time required for the drive wheel to roll over one drive wheel circumference, taking the starting time of the continuous recovery interval as the ending point of the short-term adhesion attenuation window; and forming the short-term adhesion attenuation window of the corresponding drive unit from the starting point and the ending point.

[0026] Preferably, within the short-term adhesion attenuation window, an unbalanced drive allocation table is generated based on the instantaneous required traction force and the effective adhesion coefficient of each drive unit, including:

[0027] Based on the remaining time from the end of the short-term adhesion attenuation window at the current moment, the effective adhesion coefficient of the corresponding drive unit is reduced in time sequence to obtain the traction-bearing level;

[0028] The total traction to be allocated is generated based on the instantaneous demand traction force, and the original allocated traction amount is determined according to the rated traction capacity of each drive unit; drive units with a traction capacity lower than the level in front of the window are marked as load-bearing drive units, and the gap traction amount is separated from the original allocated traction amount of the load-bearing drive units.

[0029] The gap traction amount is replenished to the remaining drive units in descending order of the traction capacity, forming an unbalanced drive allocation table that includes the final traction amount, traction direction, load-bearing mark, and replenishment mark.

[0030] Preferably, the output of each drive unit is controlled according to the unbalanced drive allocation table, and the short-term adhesion attenuation window is corrected according to the wheel speed changes after the output, including: according to the final traction amount in the unbalanced drive allocation table, the traction amount of the load-rearing drive unit is reduced in stages, and then the traction amount of the supplementary drive unit is increased in stages; after the segmented output, the wheel speed of each drive unit is continuously acquired, and the wheel speed drop state of the load-rearing drive unit is compared with the wheel speed following state of the supplementary drive unit; when the wheel speed of the load-rearing drive unit drops and the wheel speed of the supplementary drive unit does not suddenly increase, the end point of the short-term adhesion attenuation window is moved forward; when the wheel speed of the load-rearing drive unit continues to lead, or the wheel speed of the supplementary drive unit suddenly increases, the end point of the short-term adhesion attenuation window is moved backward, and the final traction amount of the corresponding drive unit in the unbalanced drive allocation table is reduced simultaneously.

[0031] Preferably, anti-runaway control during parking or low-speed reversal includes: when the target speed is 0, or the target running direction is opposite to the current vehicle speed direction, and the current vehicle speed is not greater than the low-speed judgment speed, calculating the downward trend torque based on the track slope, load weight, and load swing angle; calculating the current braking torque based on the braking pressure and braking contact pressure, and subtracting the current braking torque from the downward trend torque to obtain the reverse runaway torque; when the reverse runaway torque is greater than the current holding torque, selecting the drive unit with the highest effective adhesion coefficient as the locking drive unit to output the reverse holding torque; after the reverse holding torque is output, calculating the holding pressure based on the remaining reverse runaway torque, and gradually increasing the braking pressure to the holding pressure in multiple stages; when the vehicle speed is 0, the load swing angle falls back to within the safety threshold, and the braking pressure reaches the holding pressure, exiting the anti-runaway control.

[0032] The technical effects and advantages provided by the present invention in the above technical solution are as follows:

[0033] This invention differs from existing technologies that distribute traction force based on gear, speed, or a fixed ratio. Its core lies in correlating rail vibration signals with the load's swing angle. It first identifies rail gap passage events, then generates a joint swing disturbance coefficient, and adjusts the instantaneous traction demand accordingly. This invention does not simply detect vehicle slippage; instead, it incorporates the additional traction gap caused by rail gap impact and load swaying along the slope into the traction demand when the drive wheels pass through local anomalies such as fishplate misalignment or turnout joints. This synchronizes traction force establishment with joint disturbance, thereby reducing hidden idling, traction lag, and secondary load swaying in wet, slippery joint sections for heavy-duty monorail cranes.

[0034] This invention differs from existing multi-drive unit proportional output and single-braking anti-slip methods. Its core lies in determining the effective adhesion coefficient by utilizing the phase deviation between the wheel speed and motor current of each drive unit, and establishing a short-term adhesion attenuation window. Within this window, an unbalanced drive distribution table is formed, allowing drive units with decreasing adhesion to yield, while drive units with stable adhesion take over the load. During parking or low-speed reversing, the drive unit with the highest effective adhesion coefficient is prioritized to output reverse holding torque, and braking pressure is increased in stages. This suppresses centimeter-level reverse slippage before the hydraulic brakes fully build up pressure, reducing the risk of slippage during hill starts, reversals, and stop-and-go parking. Attached Figure Description

[0035] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this invention. For those skilled in the art, other drawings can be obtained based on these drawings.

[0036] Figure 1 This is a flowchart of the adaptive drive allocation and anti-slippage control method of the mine monorail crane electrical control system of the present invention.

[0037] Figure 2 This is a flowchart of the method for obtaining instantaneous demand traction force according to the present invention.

[0038] Figure 3 This is a flowchart of the method for obtaining the effective adhesion coefficient of the present invention. Detailed Implementation

[0039] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0040] Example 1, please refer to Figure 1 and Figure 2 and Figure 3 As shown in this embodiment, the adaptive drive allocation and anti-slippage control method of the mine monorail crane electrical control system includes:

[0041] In this embodiment, the vehicle operation command, track gradient, load weight, load swing angle, wheel speed of each drive unit, motor current, rail beam vibration signal and braking pressure are acquired respectively, specifically including the following contents.

[0042] The vehicle's main electronic control controller acquires vehicle operation commands via a control lever, driver's cab buttons, or a remote receiver. These commands include at least forward, reverse, acceleration, deceleration, stopping, and reversing commands, and are converted into target operating directions and target speed levels. For example, when the control lever is pushed forward to the second gear, the main electronic control controller recognizes this as a forward command, sets the target operating direction to forward, and converts the preset speed range corresponding to the second gear into a target speed level of 2. When the lever returns to the neutral position, the target speed level is set to 0.

[0043] The track gradient is obtained by an inclination sensor installed on the monorail crane body. The inclination sensor is arranged along the vehicle's running direction and is used to detect the current track's tilt angle relative to the horizontal plane. To avoid instantaneous vibration errors when the vehicle passes through rail gaps or turnouts, the main electronic control controller performs a sliding average processing on the continuously collected inclination values ​​to obtain the current track gradient.

[0044] The load weight is obtained by a weighing sensor installed at the connection of the lifting beam, the load-bearing trolley, or the hook. The main controller of the electric control calculates the current load weight based on the tension signal output by the weighing sensor. The load swing angle is obtained by an angle sensor installed on the lifting chain or the lifting beam. The load swing angle is used to characterize the degree of swing of the load relative to the vertical direction.

[0045] The wheel speed of each drive unit is obtained by encoders installed on the shaft end of each drive motor or drive wheel. The main controller records the wheel speed value according to the drive unit number. The motor current of each drive unit is obtained by the current sampling module inside the driver and sent to the main controller through the communication bus, so that the wheel speed value and the motor current value correspond one-to-one.

[0046] The rail beam vibration signal is acquired by an acceleration sensor installed on the drive wheel frame or near the rail beam contact area. This rail beam vibration signal reflects the impact vibration generated when the drive wheel passes through rail gaps, fishplate misalignments, or turnout joints. The braking pressure is acquired by a pressure sensor installed on the hydraulic brake line or brake cylinder, and is used to characterize the actual braking force build-up status of the current hydraulic brake.

[0047] The main electronic control unit adds sampling timestamps from the same clock source to the above-mentioned vehicle operation commands, track gradient, load weight, load swing angle, wheel speed of each drive unit, motor current, rail vibration signal and braking pressure, and forms a vehicle status data group according to a preset sampling period. The vehicle status data group serves as input data for subsequent calculation of instantaneous demand traction force, identification of rail gap passing events and judgment of slippage trend.

[0048] The track gap passage event is identified based on the track beam vibration signal, and the joint swing load disturbance coefficient is generated by combining the hoisting swing angle. The instantaneous required traction force is calculated based on the track slope, hoisting weight and joint swing load disturbance coefficient.

[0049] In one possible implementation, the track beam vibration signal is denoted as a(t), and the sampling frequency is... The sampling frequency should be no less than 10 times the upper limit of the main frequency of the rail gap impact. First, remove the DC bias of a(t) to obtain... ,in The average value of the current 1 second of sampled data; then divided by time window. right Short-time energy envelope extraction is performed, and the time window length meets the requirements. ,in Let be the length of the bolted connection zone along the running direction at adjacent rail joints, and v be the current vehicle speed, taken as 0.2 m / s when v is less than 0.2 m / s. The short-time energy of the i-th time window is: ;in, Adjacent time windows slide with a 50% overlap to obtain the energy envelope sequence. When continuous energy values ​​satisfy... When this happens, it is recorded as a candidate segment; among which σb represents the short-term average energy of the vehicle during operation on the nearest 5 m seamless track section, with σb being the corresponding standard deviation. This limit is determined by the background vibration under the same vehicle and track beam conditions, effectively eliminating the influence of low-frequency motor vibration and slow swaying of the load on joint impact identification. The joint impact segment is obtained by merging consecutive candidate segments.

[0050] For the obtained joint impact segments, the peak time of each segment is taken. Equal time before and after Energy, calculate the initial energy and the energy in the later stage The expression is: ;in, The energy jump ratio before and after is: ; ε take This is used to avoid a denominator of 0. The duration of the impact segment at the joint is denoted as... That is, the time difference between the start and end times of a segment. ≥ ,and At that time, it is determined that the rail gap asymmetric impact characteristics are met, and then... The marker is the time of the track gap passage event; where The energy abrupt change ratio distribution of complete joint samples and ordinary rail surface vibration samples on the same track is used to determine the value at the point where the cross-misclassification rate of the two types of samples is the lowest. This determination uses both the abrupt change ratio and the duration to avoid misclassifying continuous bumps and eccentric vibrations of the drive wheels as rail joint passage events.

[0051] At the moment of obtaining the mark After that, with The swing angle θ(t) of the load is intercepted based on the reference. The intercepted interval is... ,in Where l is the effective length of the suspension chain and g is the acceleration due to gravity. This interval corresponds to the half-cycle of the load's swing, covering the process of the load changing from its original swing direction to the downhill drag direction after the rail gap impact. The peak swing angle is calculated using the following formula: The direction of the swing angle change is calculated using the following formula: ; where sgn is the sign function.

[0052] The direction of the track gradient is denoted as =sgn(α), where α is the track slope angle; when = When the direction of the load swing is consistent with the direction of the slope's downward component, it is denoted as downhill swing, and the downhill indicator Q=1; otherwise, Q=0. The joint swing disturbance coefficient is denoted as... Generate using the following formula: ;in, For rail gap impact weight, The weighting of the hoisting swing angle is determined by the traction current fluctuation in historical operating data. , The least squares fit was obtained; The allowable swing angle for lifting is calculated from the minimum clearance between the boundary of the lifted object and the roadway clearance. To avoid overcompensation, The value of is restricted to ,in , To allow for a margin of traction force, This is the basic slope load component. Therefore, the stronger the rail joint impact and the greater the downslope sway of the load, the greater the joint sway disturbance coefficient; if there are no rail joint passage events, then... =1. The lifting weight is denoted as G. Foundation slope load component. Calculate using the following formula: When α > 0, The direction is opposite to the uphill traction direction; when α < 0, The direction is opposite to the downhill traction direction. If it is necessary to consider both the weight of the trolley and the vehicle body, G can be replaced with the total operating weight Gt, which is the sum of the load weight, the trolley weight, and the drive unit weight. Using the slope load component instead of a fixed gear traction value allows the subsequent traction force to change in real time with the slope and load.

[0053] The additional traction component of the joint is denoted as The result is obtained from the joint swing load disturbance coefficient applied to the foundation slope load component: Its compensation direction is determined by the track gradient direction, denoted as . That is, the compensation direction is always used to counteract the downward trend of the load along the slope. If the vehicle is traveling uphill, The direction of traction should be consistent with the direction of traction uphill; if the vehicle is traveling at low speed downhill... The traction direction is consistent with the direction that restricts descent. This treatment ensures that the additional traction component at the joint will not be amplified in the opposite direction due to changes in the running direction.

[0054] The target value of the traction force of the joint section is denoted as The result is obtained by superimposing the foundation slope load component and the joint additional traction component in the same direction: ;in, The traction force for running on a straight track section corresponding to the target speed level is calculated from the traction current of the same vehicle running at a constant speed on a horizontal track. In the formula, Used to overcome the gravitational component of a ramp. It is used to compensate for the transient traction gap caused by rail gap impact and load sway along the slope, thereby forming the target value of traction force for the joint section.

[0055] To obtain the instantaneous required traction force, the rising slope of the target traction force value for the joint segment is limited. The slope limit is determined by the following formula: ;in, The traction force rise slope for a seamless straight track section is calculated from the maximum current change rate under non-slip conditions of the drive wheels; λ is determined by the data set showing the minimum wheel speed fluctuation before and after the joint. The instantaneous required traction force is recursively calculated using the following formula: ;in, .when When it increases, This increases the traction force, allowing it to build up within a shorter time after the impact on the joint; when When the slope is 1, it reverts to the value used in straight track sections, preventing a sudden increase in traction force in normal track sections. This is the result... This refers to the instantaneous traction force required for subsequent drive allocation.

[0056] Based on the phase difference between the wheel speed and motor current of each drive unit, the effective adhesion coefficient of each drive unit is calculated, and a short-time adhesion attenuation window corresponding to the rail gap passage event is established.

[0057] In one possible implementation, each drive unit is numbered j, the marker time of the rail gap passage event is denoted as t0, and the start and end times of the corresponding joint impact segment are denoted as ts and te, respectively. The wheel speed of the j-th drive unit is extracted based on t0. and motor current The selected interval is T1 is the time required for the vehicle to pass through the contact length of one drive wheel, and T2 is the time required for the vehicle to pass through the distance between two adjacent rail gap connecting bolts. The two are determined according to the ratio of the drive wheel contact length and the bolt distance to the current vehicle speed, respectively. When the vehicle speed is less than 0.2 m / s, it is calculated as 0.2 m / s to ensure that the complete change process can still be captured when starting and stopping at low speeds.

[0058] Wheel speed and motor current are aligned according to a unified clock sampling timestamp. If the wheel speed sampling time is... The motor current sampling time is Then, using the sampling period Δt as the time base, the motor current is interpolated to the wheel speed sampling time to obtain... Interpolation uses linear interpolation between adjacent points, calculated as follows: ;in, Therefore, we can obtain the values ​​at the same time. and This avoids misjudgment of phase deviation state due to sampling delay.

[0059] Then, the changes in wheel speed and motor current were calculated. (Previously, the impact segment at the seam was considered.) Using the average value within the range as a benchmark, we obtain: ;

[0060] in, The average front wheel speed of the impact segment at the seam. This represents the average motor current before the impact segment at the seam. Find the values ​​of the motor current within the interval [ts, te + T2]. The maximum absolute value corresponds to the time. and The maximum absolute value corresponds to the time. If multiple identical peak values ​​exist, the earliest occurrence time is taken. The phase deviation time of the j-th drive unit is: ;when When the value is >0, it indicates that the peak value of the wheel speed change occurs before the peak value of the motor current change; when When ≤0, it indicates that there is no phase deviation state of wheel speed leading current.

[0061] To exclude wheel speed changes caused by normal acceleration, the phase deviation state and the continuous sampling interval are used for joint judgment. The continuous sampling interval is [te, te+Tc], where Tc is the time required for the drive wheel to roll one drive wheel circumference from the impact position of the rail gap, determined by the ratio of the drive wheel circumference to the current vehicle speed. If the following conditions are met within this interval... If the number of sampling points is not less than 60% of the total number of sampling points in that interval, then it is determined that the sequential relationship continuously covers the continuous sampling interval following the impact segment of the joint. Here, Take three times the standard deviation of the wheel speed fluctuation before the impact segment at the joint. Take one times the standard deviation of the current fluctuation before the impact segment at the joint;

[0062] It should be noted that the values ​​are based on the following: three standard deviations are used to eliminate random noise from wheel speed, and one standard deviation is used to confirm that the motor current does not show traction enhancement corresponding to the wheel speed, thereby distinguishing between decreased adhesion and normal traction increase.

[0063] when When the effective adhesion coefficient of the j-th driving part is greater than 0 and the above continuous sampling interval judgment is true, it is determined that the j-th driving part has a joint-induced adhesion decrease. The reference value before the impact segment of its joint is denoted as The effective adhesion coefficient can be calculated from the motor current and wheel speed stability when the drive unit is traction-driven at a constant speed on a seamless track section. When joint-induced adhesion degradation occurs, the effective adhesion coefficient is reduced according to the following formula: ;in, To satisfy within the continuous sampling interval The number of sampling points This represents the total number of sampling points in the continuous sampling interval. and The effective adhesion coefficient was obtained by fitting the wheel speed lead time, continuous sampling ratio, and traction slippage records of the same vehicle at rail gaps under different moisture levels, ensuring that the decrease in effective adhesion coefficient was consistent with the actual slippage degree. If the calculated result is lower than... 30%, then according to The lower limit of 30% is determined by the minimum available traction state where the drive wheels remain in contact and are not completely suspended, in order to avoid the complete removal of driving force due to a single abnormal sampling point.

[0064] by First less than The moment is used as the starting point of the short-term attachment attenuation window. Then continue the calculation. When it is continuously maintained When the adhesion rate is above 95% and the duration reaches the rolling time corresponding to one drive wheel circumference, the start time of this continuous holding interval is taken as the end point of the short-term adhesion attenuation window. .

[0065] It should be noted that 95% of the selection is based on the natural fluctuation range of the effective adhesion coefficient during repeated operation of the seamless track section, which confirms that the adhesion has recovered to the level before the joint impact segment. This forms a short-term adhesion attenuation window corresponding to the aforementioned track joint passage event. This window is used to reduce the driving force distribution ratio of the corresponding drive unit before the effect of the seam disappears.

[0066] Within the short-term adhesion attenuation window, an unbalanced drive allocation table is generated based on the instantaneous required traction force and the effective adhesion coefficient of each drive unit.

[0067] In one possible implementation, let the driving unit be numbered j, and the short-time attachment attenuation window corresponding to the j-th driving unit be... The current time is tk. When tk falls within the short-term attachment decay window, the remaining duration of the window is first calculated, i.e., from the end of the window... Subtract the current time tk to obtain the value; simultaneously read the effective adhesion coefficient and the level before the window of the drive unit at the current time. The level before the window is the average effective adhesion coefficient before the rail gap passing event occurs and before the adhesion decline is determined. This average value is taken from the continuous stable sampling interval before the start of the joint impact segment. The length of the stable sampling interval is determined according to the time required for the vehicle to pass through the circumference of one drive wheel, so that it can represent the normal adhesion state of the drive unit when it is not affected by the rail gap.

[0068] After obtaining the remaining duration, the current effective adhesion coefficient is time-series reduced. Specifically: the closer the remaining duration is to the beginning of the short-term adhesion decay window, the greater the reduction; the closer the remaining duration is to the end of the short-term adhesion decay window, the smaller the reduction. The reduction ratio is determined by the proportion of the remaining duration to the total window duration, where the total window duration is... and The difference is calculated. The current effective adhesion coefficient is multiplied by this reduction ratio, and then compared with the level before the window to obtain the traction capacity rating of the j-th drive unit. The traction capacity rating is represented by a tiered system: when the reduced effective adhesion coefficient is not less than 90% of the level before the window, it is classified as high-grade; when the reduced effective adhesion coefficient is less than 90% but not less than 70% of the level before the window, it is classified as medium-grade; and when the reduced effective adhesion coefficient is less than 70% of the level before the window, it is classified as low-grade.

[0069] It should be noted that the values ​​of 90% and 70% are determined by historical wheel speed fluctuation data of trackless operation and wet track gap operation. 90% corresponds to the stable adhesion boundary where the wheel speed does not continuously lead the motor current, and 70% corresponds to the load reduction boundary where the wheel speed has continuously led and further traction is likely to cause idling. Therefore, this classification can distinguish between the state of slight adhesion recovery and the state of still needing load reduction.

[0070] Subsequently, a total traction volume to be allocated is generated based on the instantaneous demand traction force. This total traction volume is equal to the instantaneous demand traction force calculated at the current moment, and a traction direction is assigned according to the vehicle's running direction. When multiple drive units exist, the original allocated traction volume is first calculated according to the normal allocation ratio of each drive unit at the horizontal level before the window. This normal allocation ratio is determined by the proportion of each drive unit's rated traction capacity to the total rated traction capacity of all drive units. The traction capacity rating of each drive unit is compared with its corresponding rating at the horizontal level before the window. If the traction capacity rating of a drive unit is lower than its corresponding rating at the horizontal level before the window, that drive unit is marked as a load-yielding drive unit; if its traction capacity rating has not decreased, it is not marked as a load-yielding drive unit. Through this process, the total traction volume to be allocated is not simply divided equally among the drive units, but rather the drive units that are no longer suitable to bear the original traction volume after being affected by the rail gap are first identified.

[0071] For the marked load-bearing drive units, the allowable retained traction amount is determined based on their traction capacity level. High-level drive units are allowed to retain 100% of their original allocated traction amount, medium-level drive units are allowed to retain 70%, and low-level drive units are allowed to retain 40%. The 70% and 40% are determined as follows: In the medium-level state, the drive wheels still have the main traction capacity, but continuing to output the original allocated traction amount would cause the wheel speed to continuously increase ahead; therefore, most of the traction amount is retained to avoid a sudden drop in traction. In the low-level state, the drive wheels are in a stage where joint-induced adhesion decreases significantly; 40% is retained to maintain wheel-rail contact and speed following, avoiding increased impact during reloading due to complete unloading. Subtracting the allowable retained traction amount from the original allocated traction amount of the load-bearing drive unit yields the corresponding gap traction amount for that drive unit; the gap traction amounts of all load-bearing drive units are added together to obtain the total gap traction amount.

[0072] After obtaining the total gap traction amount, the remaining drive units not marked as load-bearing drive units are designated as replacement targets and sorted from highest to lowest according to their traction capacity level. When the levels are the same, they are further sorted from largest to smallest according to their current effective adhesion coefficient. The drive unit at the top of the sorted list first receives the gap traction amount, and the received amount must not exceed the difference between the drive unit's rated traction capacity and its originally allocated traction amount. If the drive unit at the top of the sorted list cannot fully receive the amount, the remaining portion is passed to the next drive unit until the total gap traction amount is replenished. If the sum of the acceptable traction amounts of all replacement targets is less than the total gap traction amount, the unreplenished portion is deducted from the total allocated traction amount, and the deducted total is used as the actual allocated traction amount to prevent continuous idling caused by forcibly maintaining traction when all drive units have insufficient adhesion.

[0073] After the replacement is completed, the final traction amount, corresponding traction direction, traction capacity level, and whether it is within the short-term adhesion attenuation window for each drive unit at the current moment are recorded to form an unbalanced drive allocation table. The unbalanced drive allocation table is continuously updated according to the sampling time; when a drive unit exits the short-term adhesion attenuation window and its effective adhesion coefficient recovers to the level before the window, the traction capacity level of the drive unit is restored to the corresponding level before the window, and it gradually receives the traction amount that was originally separated. In this way, the adhesion attenuation drive unit reduces the traction load before the rail gap effect disappears, while the adhesion stabilization drive unit takes on the gap traction amount in advance, which not only ensures that the instantaneous demand for traction force is met as much as possible, but also reduces the drive wheel idling when the joint is wet and slippery, the rail beam misalignment and the hoisting swing are superimposed.

[0074] The output of each drive unit is controlled according to the unbalanced drive allocation table, and the short-term adhesion attenuation window is corrected according to the wheel speed change after the output.

[0075] In one possible implementation, the unbalanced drive allocation table includes sampling time, drive unit number, final traction amount, traction direction, load-bearing marker, replacement marker, and start and end times of the short-term attachment attenuation window. Upon arrival of the current sampling time, the original allocated traction amount and final traction amount of the drive unit marked as a load-bearing drive unit are read first, and the difference between the two is used as the load reduction amount for that load-bearing drive unit. The load reduction is not removed all at once, but is executed in three segments, with each segment removing 1 / 3 of the load reduction amount, and an interval of one traction sampling cycle between adjacent segments. The three segments are based on the fact that the wheel speed drop of a mining monorail hoist after passing through the rail gap usually does not complete within a single sampling cycle; segmented removal can avoid sudden changes in drive wheel load causing secondary swaying of the hoist. After the load drive unit completes the first stage of unloading, the supplementary drive unit starts to increase the load. The increase in load of the supplementary drive unit is consistent with the unloading amount that has been removed, and it also increases in three stages. This delays the transfer of the gap traction amount by half a traction sampling cycle, thereby avoiding the supplementary drive unit from bearing a sudden increase in traction amount before the load drive unit has recovered its attachment.

[0076] After segmented output is completed, the wheel speeds of each drive unit are continuously acquired, and the acquisition duration is the rolling time corresponding to the circumference of one drive wheel; this duration can cover the complete contact recovery process after the drive wheel leaves the rail gap impact point. For the unloading drive unit, the average wheel speed before segmented output is taken as the pre-unloading wheel speed, and the average wheel speed after segmented output is taken as the post-unloading wheel speed; when the post-unloading wheel speed is lower than the pre-unloading wheel speed, and the difference is greater than 3 times the standard deviation of the wheel speed before the joint impact segment, it is recorded as a wheel speed drop.

[0077] It should be noted that the 3-times standard deviation is determined by the natural fluctuations of the seamless track section and is used to exclude encoder jitter. For the supplementary drive unit, the change in wheel speed before and after the load increase is taken. If the change does not exceed 3 times the standard deviation of the wheel speed before the joint impact segment, it is recorded as wheel speed following; if it exceeds this value, it is recorded as wheel speed sudden increase. This allows for a comparison between whether the unloading drive unit effectively unloads and whether the supplementary drive unit stably bears the traction.

[0078] When the load-rearing drive unit meets the wheel speed reduction requirement and no sudden increase in wheel speed occurs in the corresponding replacement drive units, it is determined that the adhesion recovery is ahead of schedule. At this time, the end point of the short-term adhesion attenuation window of the load-rearing drive unit is moved forward by half of the stable following time, but the moved end point must not be earlier than the current sampling time; the basis for using half is to retain the remaining confirmation time and avoid the complete end of load reduction in a single wheel speed reduction. After the end point is moved forward, the load-bearing traction level of the load-rearing drive unit in the subsequent unbalanced drive allocation table is re-determined according to the remaining time after the forward movement, so that it gradually recovers its traction capacity.

[0079] If the wheel speed of the unloading drive unit does not decrease and remains higher than the wheel speed before unloading, or if the wheel speed of the supplementary drive unit suddenly increases, it is determined that the rail gap effect is still ongoing. In this case, the endpoint of the corresponding short-term adhesion attenuation window is shifted backward by the amount of rolling time corresponding to one drive wheel circumference; this time coincides with the minimum observation interval required for wheel-rail reattachment. If the same drive unit meets the above shifting condition in two consecutive samplings, the final traction amount of that drive unit in the unbalanced drive allocation table is further reduced to 80% of the current value; the 80% is based on retaining the basic traction to maintain speed following while continuing to release excess traction that is prone to idling. The corrected short-term adhesion attenuation window and traction amount are used to regenerate the unbalanced drive allocation table at the next sampling time.

[0080] When parking or changing direction at low speed, the reverse slippage torque is predicted based on the load swing angle, track slope, and braking pressure. When the reverse slippage torque is greater than the current holding torque, the drive unit with the highest effective adhesion coefficient is locked to output the reverse holding torque first, and then the braking pressure is increased in stages until the vehicle speed is zero, the load swing angle drops back to the safety threshold, and the braking pressure reaches the holding pressure, at which point the anti-slippage control is disengaged.

[0081] In one possible implementation, during the parking or low-speed reversing phase, the system first determines whether the target speed is 0 or whether the target direction of travel is opposite to the current vehicle speed direction based on the vehicle's operating instructions. When either of these conditions is met, and the current vehicle speed is not greater than the low-speed determination speed, the system enters the reverse rollover torque prediction process. The low-speed determination speed is determined by the ratio of the allowable rollover distance to the braking pressure build-up time. The allowable rollover distance is determined by the minimum distance from the parking position to the vent, transfer point, or personnel passing safety boundary. The braking pressure build-up time is measured by the time required for the braking pressure to rise from the current pressure to 90% of the target pressure, thereby ensuring that the prediction is completed before visible rollover occurs.

[0082] Let the track slope be denoted as α, the load weight as G, the load swing angle as θ, and the equivalent radius of the drive wheel as R. First, calculate the gravitational component along the slope direction as Gsinα, then calculate the additional drag component formed by the load swing along the track direction as Gsinθ. When the load swing angle direction is consistent with the slope's downward direction, the additional drag component is positive; when the two directions are opposite, it is negative. Add the two components together and multiply by the equivalent radius of the drive wheel to obtain the downward trend torque before deducting the braking effect.

[0083] The current braking torque is then calculated based on the braking pressure P. When the braking pressure is lower than the braking contact pressure P0, the current braking torque is taken as 0; when the braking pressure is higher than P0, the current braking torque is calculated as KP×(P-P0), where KP is the conversion factor between braking pressure and braking torque, obtained through static testing. Specifically, the braking pressure is gradually increased on a slope, and the pressure and corresponding slope load moment when the vehicle just begins to stop rolling are recorded. The linear slope of multiple sets of data are then taken. The current braking torque is subtracted from the downhill trend torque to obtain the reverse rolling torque; if the subtraction result is less than 0, the reverse rolling torque is taken as 0.

[0084] The current holding torque is the sum of the holding torques output by each drive unit at the current moment, in the opposite direction to the slippage direction. When the reverse slippage torque is greater than the current holding torque, the drive unit with the highest effective adhesion coefficient among all drive units is selected as the locking drive unit; if there are two or more drive units with the same effective adhesion coefficient, the drive unit with the shortest remaining duration of the short-term adhesion decay window is selected. The locking drive unit outputs a reverse holding torque, which is the difference between the reverse slippage torque and the current holding torque, but does not exceed the smaller of the drive unit's rated holding torque and the allowable torque after correction of the effective adhesion coefficient. This avoids applying the holding torque to the drive unit with decreasing adhesion, which could lead to reverse slippage.

[0085] After the locking drive outputs the reverse holding torque, the holding pressure is calculated. The holding pressure is the pressure required to ensure that the braking torque corresponding to the braking pressure is not less than the remaining reverse slippage torque, which is the result of subtracting the reverse holding torque from the reverse slippage torque. If the current braking pressure is lower than the holding pressure, the braking pressure is increased in three stages: stage 1 to 50% of the difference between the current pressure and the holding pressure, stage 2 to 80%, and stage 3 to 100%. The holding time for each stage is the time required for the braking pressure to complete 90% of the pressure change for that stage, which is determined by a pressure build-up response test of the same brake line. Using staged increases can avoid secondary swaying of the load caused by the instantaneous closing of the hydraulic brake, while ensuring that the pressure eventually reaches the value required for slope holding.

[0086] When the wheel speeds of each drive unit show no coded increments within two consecutive sampling periods, the vehicle speed is determined to be 0. When the absolute value of the load swing angle is less than the safety threshold, the load swing angle is determined to have fallen back. The safety threshold is calculated from the effective length of the hoisting chain and the minimum safe clearance between the hoisted object and the fixed object in the roadway, ensuring that the load will not touch the airlock, pipeline, or roadway side within this swing angle. Once the vehicle speed is 0, the load swing angle has fallen back to within the safety threshold, and the braking pressure reaches the holding pressure, the reverse holding torque increment state of the locked drive unit is released, and the anti-runaway control is disengaged.

[0087] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application.

Claims

1. An adaptive drive allocation and anti-slippage control method for a mine monorail crane electrical control system, characterized in that, include: The vehicle operation command, track gradient, load weight, load swing angle, wheel speed of each drive unit, motor current, rail vibration signal and braking pressure are acquired respectively. The rail gap passage event is identified based on the rail beam vibration signal, and the joint swing load disturbance coefficient is generated by combining the hoisting swing angle. The instantaneous required traction force is calculated based on the track slope, hoisting weight and joint swing load disturbance coefficient. Based on the phase difference between the wheel speed and motor current of each drive unit, the effective adhesion coefficient of each drive unit is calculated, and a short-time adhesion attenuation window corresponding to the rail gap passage event is established. Within the short-term adhesion attenuation window, an unbalanced drive allocation table is generated based on the instantaneous required traction force and the effective adhesion coefficient of each drive unit. The output of each drive unit is controlled according to the unbalanced drive allocation table, and the short-term adhesion attenuation window is corrected according to the wheel speed change after the output. When parking or changing direction at low speed, the reverse slippage torque is predicted based on the load swing angle, track slope and braking pressure. When the reverse slippage torque is greater than the current holding torque, the drive unit with the highest effective adhesion coefficient is locked to output the reverse holding torque first, and then the braking pressure is increased in stages until the vehicle speed is zero, the load swing angle falls back to the safety threshold and the braking pressure reaches the holding pressure, and then the anti-slippage control is discontinued.

2. The adaptive drive allocation and anti-slippage control method for the mine monorail crane electrical control system according to claim 1, characterized in that, Convert vehicle operation commands into target operating direction and target speed level; The continuously collected track slopes are processed using a moving average method. Match the wheel speed of each drive unit with the corresponding motor current according to the drive unit number; add sampling timestamps from the same clock source to the vehicle operation command, track gradient, load weight, load swing angle, wheel speed of each drive unit, motor current, rail vibration signal and braking pressure to form a vehicle status data group.

3. The adaptive drive allocation and anti-slippage control method for the mine monorail crane electrical control system according to claim 1, characterized in that, Identifying rail gap passage events based on rail vibration signals includes: extracting short-time energy envelopes from the rail vibration signals after removing DC bias to obtain an energy envelope sequence; merging continuous segments in the energy envelope sequence that exceed the sum of the mean and standard deviation of the background vibration energy into a joint impact segment; calculating the energy before and after the peak moment of the joint impact segment to obtain the energy mutation ratio before and after; when the energy mutation ratio before and after satisfies the rail gap asymmetric impact condition and the duration of the joint impact segment is within the corresponding passage duration range of the rail gap connection area, marking the peak moment as the marker moment of the rail gap passage event.

4. The adaptive drive allocation and anti-slippage control method for the mine monorail crane electrical control system according to claim 3, characterized in that, The joint swing load disturbance coefficient is generated by combining the hoisting swing angle, including: Using the marked time as a reference, the swing angle of the hoisting is intercepted to obtain the swing angle range that includes the change in hoisting swing before and after the rail gap impact; the peak value of the swing angle is calculated within the swing angle range, and the direction of the swing angle change is determined according to the swing angle difference before and after the rail gap impact. The direction of the swing angle change is compared with the direction of the track slope. If the two are consistent, it is determined to be a downhill swing. The joint swing load disturbance coefficient is generated based on the energy abrupt change ratio before and after, the peak swing angle, and whether it is a downhill swing.

5. The adaptive drive allocation and anti-slippage control method for the mine monorail crane electrical control system according to claim 4, characterized in that, The method for obtaining instantaneous demand traction force is as follows: The foundation slope load component along the track direction is calculated based on the track slope and the load weight; the foundation slope load component is amplified by the joint swing load disturbance coefficient to generate the joint additional traction component. The compensation direction of the additional traction component of the joint is determined according to the track slope direction, and the foundation slope load component and the additional traction component of the joint are superimposed in the same direction to obtain the target value of the traction force of the joint section. The instantaneous required traction force is obtained by adjusting the rising slope of the target value of the traction force of the joint section based on the joint load disturbance coefficient.

6. The adaptive drive allocation and anti-slippage control method for the mine monorail crane electrical control system according to claim 5, characterized in that, Based on the phase difference between the wheel speed and the motor current of each drive unit, the effective adhesion coefficient of each drive unit is calculated, including: Based on the marked time of the rail gap passage event, the wheel speed and motor current of each drive unit before and after the joint impact segment are extracted; Align wheel speed and motor current according to the same sampling timestamp; The peak times of wheel speed change and motor current change are determined respectively, and the phase deviation time of the corresponding drive unit is obtained; When the peak value of wheel speed change appears before the peak value of motor current change, and there is a wheel speed change but the motor current does not increase synchronously within the continuous sampling interval after the seam impact segment, it is determined that the drive unit has a seam-induced adhesion decrease, and the effective adhesion coefficient of the drive unit is reduced according to the phase deviation time and the abnormal sampling ratio within the continuous sampling interval.

7. The adaptive drive allocation and anti-slippage control method for the mine monorail crane electrical control system according to claim 1, characterized in that, Establishing a short-term adhesion attenuation window corresponding to a rail gap passage event includes: taking the moment when the effective adhesion coefficient of the corresponding drive unit first falls below the reference value before the joint impact segment as the starting point of the short-term adhesion attenuation window; continuously calculating the effective adhesion coefficient of the drive unit; when the effective adhesion coefficient continuously recovers to a preset proportion above the reference value before the joint impact segment, and the duration reaches the time required for the drive wheel to roll over one drive wheel circumference, taking the starting time of the continuous recovery interval as the ending point of the short-term adhesion attenuation window; and forming the short-term adhesion attenuation window of the corresponding drive unit from the starting point and the ending point.

8. The adaptive drive allocation and anti-slippage control method for the mine monorail crane electrical control system according to claim 1, characterized in that, Within the short-term adhesion decay window, an unbalanced drive allocation table is generated based on the instantaneous demand traction force and the effective adhesion coefficient of each drive unit, including: Based on the remaining time from the end of the short-term adhesion attenuation window at the current moment, the effective adhesion coefficient of the corresponding drive unit is reduced in time sequence to obtain the traction-bearing level; The total traction to be allocated is generated based on the instantaneous demand traction force, and the original allocated traction amount is determined according to the rated traction capacity of each drive unit; drive units with a traction capacity lower than the level in front of the window are marked as load-bearing drive units, and the gap traction amount is separated from the original allocated traction amount of the load-bearing drive units. The gap traction amount is replenished to the remaining drive units in descending order of the traction capacity, forming an unbalanced drive allocation table that includes the final traction amount, traction direction, load-bearing mark, and replenishment mark.

9. The adaptive drive allocation and anti-slippage control method for the mine monorail crane electrical control system according to claim 8, characterized in that, The output of each drive unit is controlled according to the unbalanced drive allocation table, and the short-term adhesion attenuation window is corrected according to the wheel speed changes after the output. This includes: according to the final traction amount in the unbalanced drive allocation table, first the load-rearing drive unit reduces the traction amount in segments, and then the supplementary drive unit increases the traction amount in segments; after segmented output, the wheel speed of each drive unit is continuously acquired, and the wheel speed decline state of the load-rearing drive unit is compared with the wheel speed following state of the supplementary drive unit; when the wheel speed of the load-rearing drive unit declines and the wheel speed of the supplementary drive unit does not suddenly increase, the end point of the short-term adhesion attenuation window is moved forward; when the wheel speed of the load-rearing drive unit continues to lead, or the wheel speed of the supplementary drive unit suddenly increases, the end point of the short-term adhesion attenuation window is moved backward, and the final traction amount of the corresponding drive unit in the unbalanced drive allocation table is reduced simultaneously.

10. The adaptive drive allocation and anti-slippage control method for the mine monorail crane electrical control system according to claim 9, characterized in that, Anti-runaway control during parking or low-speed reversal includes: when the target speed is 0, or the target running direction is opposite to the current vehicle speed direction, and the current vehicle speed is not greater than the low-speed judgment speed, calculating the downward trend torque based on the track slope, load weight, and load swing angle; calculating the current braking torque based on the braking pressure and braking contact pressure, and subtracting the current braking torque from the downward trend torque to obtain the reverse runaway torque; when the reverse runaway torque is greater than the current holding torque, selecting the drive unit with the highest effective adhesion coefficient as the locking drive unit to output the reverse holding torque; after the reverse holding torque is output, calculating the holding pressure based on the remaining reverse runaway torque, and gradually increasing the braking pressure to the holding pressure in multiple stages; when the vehicle speed is 0, the load swing angle falls back to within the safety threshold, and the braking pressure reaches the holding pressure, the anti-runaway control is disengaged.

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