CN112061177A - Locomotive adhesion control method based on optimal traction torque online search - Google Patents
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Abstract
The invention discloses a locomotive adhesion control method based on optimal traction torque online search, which comprises the following steps: step S1, carrying out idle running detection on the locomotive axles, and identifying the axle which is idle running firstly in the locomotive as a searching axle and the other axles as receiving axles; step S2, obtaining the optimal traction torque of the searching shaft suitable for running under the current rail surface working condition through an optimal torque online searching algorithm; and step S3, based on the optimal traction torque of the searching shaft, rapidly responding to the change of the adhesion weight caused by the shaft weight transfer phenomenon, and adjusting the optimal traction torque of each receiving shaft. The invention designs an adhesion control strategy based on the whole vehicle, considers the integrity of the locomotive and analyzes the influence of the axle weight transfer phenomenon of the vehicle body on the adhesion weight of each axle; the advantage of independent torque adjustment of the shaft control type traction system is utilized, and the shafts are coordinated and matched, so that the overall traction force of the locomotive can be effectively increased, and the overall traction performance of the locomotive is improved.
Description
Technical Field
The invention belongs to the technical field of locomotive traction control, and particularly relates to a locomotive adhesion control method based on optimal traction torque online search.
Background
With the development of economy in China, heavy haul railway transportation becomes an important part of transportation. Heavy duty locomotives typically employ electric locomotives, with operating power provided by traction motors. The conversion of power provided by the traction motor into traction for locomotive operation is dependent upon the adhesion between the wheel rails. Along with the increase of the running speed of the heavy-duty locomotive and the increase of the carrying capacity, the problem of wheel rail adhesion becomes a key problem for improving the traction performance of the heavy-duty locomotive.
Wheel-rail contact forces are shown in figure 1. Under the action of wheel torque T, the wheel generates backward driving force F to the steel railtAt the same time, the rail surface also generates an opposite adhesion force F to the wheelad. Positive pressure F generated by axle load when wheel is in contact with railGAnd the contact part of the wheel and the steel rail can generate elastic deformation. According to the Hertz' theory of contact, the contact surface between the wheel rails forms an elliptical contact patch under the influence of elastic deformation. The contact patch is divided into an adhesion region having no relative slip and a slip region having relative slip. When the locomotive wheels move relative to the rail surface, the rail surface can generate corresponding adhesive force to the wheels due to the adhesion effect between the wheel rails, and the locomotive is driven to move forwards. The quality of the adhesion directly affects the exertion of the traction force of the locomotive and the stability and safety of the locomotive operation.
The adhesion process is complex, and has strong nonlinearity, time-varying property and randomness. The factors causing the environmental deterioration of the contact surface of the wheel rails such as oil stains and water cause the remarkable reduction of the adhesion utilization between the wheel rails. For example, when the rail surface environment is changed from dry to wet, the adhesion utilization rate will decrease by 40%, and when the ambient humidity is increased from 20% to 100%, the adhesion utilization rate will decrease by 17%. When the driving force provided by the traction motor is larger than the maximum adhesive force provided by the wheel rail adhesion, the wheels can be caused to idle, so that the traction force of the locomotive is reduced, the exertion of the actual traction power is influenced, and even the wheels and the rails are seriously damaged. To fully develop the adhesion between the wheel rails, the locomotive is equipped with an associated adhesion control system. The adhesion control system can effectively inhibit the idle running of wheels through torque adjustment, improve the adhesion utilization of the wheel track, and enable the locomotive to operate in a high adhesion state. The measures are important for ensuring the stable traction force of the locomotive in the running process and improving the transportation capacity.
The adhesion control system is generally included in a locomotive traction transmission system, and mainly includes a driver operation control part, a locomotive traction transmission part, and an adhesion control part, and a composition diagram of the whole system is shown in fig. 2. The adhesion control part mainly comprises an idle detection unit, an algorithm control unit and a torque adjusting unit. Accurate wheel spin detection is a key premise for guaranteeing real-time performance and reliability of adhesion control and realizing efficient utilization between wheel rails. Under the traction condition of the locomotive, when the locomotive line conditions suddenly change, such as water, oil stains and the like, or a driver suddenly improves a given traction torque, the driving force provided by the traction torque of a locomotive traction wheel is greater than the maximum adhesive force provided by a rail surface, so that normal adhesion between wheel rails is damaged, the adhesive force provided by a steel rail is greatly reduced, the wheel idles, and the acceleration of the wheel is obviously improved.
The adhesion coefficient μ and the creep rate λ are closely related and are the main non-linear terms in adhesion theory. In practical engineering, an adhesion characteristic curve is usually drawn according to the relationship between the adhesion coefficient and the creep speed or the creep rate, so as to reflect the adhesion state between the wheel rails, and the corresponding relationship between the adhesion coefficient and the creep rate is shown in fig. 3. In the adhesion characteristic curve, the slope at the maximum value of the adhesion coefficient is zero, which is called the adhesion peak point. The left side of the adhesion peak point is an adhesion area, the slope of the curve in the area is positive, and the adhesion coefficient is increased along with the increase of the creep rate; the right side of the adhesion peak point is a run-out region, the slope of the curve in the region is negative, and the adhesion coefficient is reduced along with the increase of the creep rate. The traction force of the locomotive is in direct proportion to the adhesion coefficient between the wheel rails, and the maximum traction force can be obtained by maintaining the operation point near the adhesion peak point. When the driving force provided by the locomotive traction torque is larger than the maximum adhesive force provided by the rail surface, the normal adhesion between the wheel and the rail is damaged, the wheel idles, the creep rate is increased rapidly, and the adhesion coefficient is reduced rapidly. The main objective of adhesion control is to detect whether the adhesion of the wheel rail is stable, and to maintain the operation point in the adhesion stable region, especially maintain the operation point near the adhesion peak point, so as to obtain the maximum traction force.
The current combined adhesion control method is widely applied to locomotive adhesion control, and the specific control process is as follows: firstly, the acceleration of the wheels is judged, when the acceleration exceeds a certain threshold value, the slipping phenomenon is serious, and the driving torque of a driving wheel is quickly reduced; if the acceleration of the wheel does not exceed the threshold value, the creep speed is calculated according to the vehicle speed, and when the creep speed is larger than a certain value, the motor torque is adjusted to a larger extent. The schematic diagram of the combined adhesion control is shown in fig. 4, the algorithm of the combined adhesion control method is simple, the reaction speed is high, the wheel set is ensured not to continuously idle, the reliability is high, the method is suitable for different working conditions, and the method is the most extensive adhesion control method applied to domestic locomotives at present. However, in the control method of the combined correction method, on one hand, the motor torque needs to be greatly reduced to eliminate the idle running/sliding which occurs, and on the other hand, the motor torque needs to be slowly increased to prevent the secondary idle running/sliding, the adhesion working point is often far away from the adhesion peak point, and although the idle running/sliding phenomenon can be eliminated, the adhesion utilization rate is generally low.
The locomotive is taken as an integral structure, the adhesion weight of the whole locomotive is certain, and the performance of the overall traction performance of the locomotive depends on the adhesion effect of wheel pairs where axles are located. The maximum adhesive force exerted by each shaft wheel pair is more different due to the influence of the shaft weight transfer phenomenon and the available adhesive weight of each shaft of the locomotive has corresponding load increase and load reduction. Due to the interaction between the shafts, when any shaft of the locomotive idles, the normal adhesion between other shaft wheel rails can be interfered, and even the idle running can be generated. At present, most of scholars at home and abroad mainly conduct research around adhesion control aiming at single-shaft adhesion control, neglects the characteristics of overall control of each shaft of a locomotive, often cannot give full play to the overall traction power of the locomotive in practical application, and has great limitation.
Disclosure of Invention
In order to overcome the limitation of the existing adhesion control technology, the invention provides a locomotive adhesion control method based on the optimal traction torque online search.
The invention is realized by the following technical scheme:
the locomotive adhesion control method based on the optimal traction torque online search comprises the following steps:
step S1, carrying out idle running detection on the locomotive axles, and identifying the axle which is idle running firstly in the locomotive as a searching axle and the other axles as receiving axles;
step S2, obtaining the optimal traction torque of the searching shaft suitable for running under the current rail surface working condition through an optimal torque online searching algorithm;
and step S3, based on the optimal traction torque of the searching shaft, rapidly responding to the change of the adhesion weight caused by the shaft weight transfer phenomenon, and adjusting the optimal traction torque of each receiving shaft.
The invention takes the axle which is firstly idle of the locomotive as a searching axle and the other axles as receiving axles. When the locomotive runs to the working condition of a bad rail surface, the wheel pair is in idle running triggering adhesion control. Based on the classification, the searching shaft searches for the optimal traction torque suitable for running under the current rail surface working condition through an optimal torque online searching algorithm, and transmits the obtained optimal torque information to the receiving shaft. The receiving shaft takes the optimal torque as a reference, and the optimal traction torque available for the receiving shaft is adjusted according to the quick response of the change of the adhesion weight caused by the shaft weight transfer phenomenon. According to the invention, through the mutual matching between the searching shaft and the receiving shaft, each wheel pair is quickly matched with the current road condition of the rail surface, the idle running is inhibited, and the adhesion performance between the wheel and the rail is recovered.
Preferably, the idle detection process of step S1 of the present invention specifically includes:
step S11, detecting the creep speed v of the wheel pair in the running process of the locomotivesAnd an acceleration a;
step S12, comparing the detection signal with a preset threshold value;
and step S13, if the detection signals exceed the preset threshold value, the axle where the wheel pair is located is judged to be idle.
Preferably, step S2 of the present invention specifically includes:
step S21, rapidly reducing the traction torque of the searching shaft until the searching shaft idles, wherein the traction torque of the searching shaft is T1；
Step S22, gradually increasing the traction torque of the search axle by a preset range, with the increase of the traction torque, when the driving force provided by the traction torque exceeds the maximum adhesive force provided by the rail surface, the adhesion of the wheel and the rail is damaged, and when the wheel pair idles again, recording the traction torque output value of the search axle at the moment, namely the maximum traction torque T of the search axle under the current rail surface working conditionmax；
Step S23, based on the maximum traction torque TmaxDetermining the optimum traction torque of the search shaft as Top1：
Top1＝K·Tmax
In the formula, K is an optimum torque adjustment coefficient.
Preferably, the present invention further comprises, after step S23:
step S24, after obtaining the optimal traction torque, the traction torque of the searching shaft after idling is reduced and adjusted until the idling is finished, and the traction torque of the searching shaft is quickly restored to the optimal traction torque range;
and step S25, judging the working condition change condition of the current running rail surface of the locomotive, and carrying out optimization control according to the judgment result.
Preferably, the step S25 of the present invention specifically includes the following steps:
gradually increasing the traction torque of the searching shaft by a preset amplitude, along with the increase of the traction torque, when the driving force provided by the traction torque exceeds the maximum adhesive force provided by the rail surface, the adhesion of the wheel and the rail is damaged, and when the wheel pair idles again, recording the traction torque output value of the searching shaft at the moment, namely obtaining a new maximum traction torque TnewAnd based on the newly obtained maximum traction torque TnewAnd maximum traction torque T in step S22maxJudging the change condition of the working condition of the current running rail surface of the locomotive:
if newly obtained maximum traction torque TnewLess than or equal to the original maximum traction torque Tmax(ii) a Judging that the locomotive is still in the current rail surface working condition and updating the maximum traction torque value TmaxIs TnewAnd returns to execute step S23-step S24;
if TnewGreater than TmaxAnd if the wheel is not idled in a certain range and the current rail surface working condition of the locomotive is judged to be changed, recovering the normal traction torque value before the adhesion control of the locomotive is triggered.
Preferably, step S3 of the present invention specifically includes:
step S31, calculating the difference of vertical loads of each receiving shaft of the locomotive relative to the searching shaft;
step S32, calculating the optimal traction torque of each receiving shaft based on the difference value of the vertical load of each receiving shaft relative to the searching shaft and the optimal traction torque of the searching shaft;
and step S33, rapidly recovering the traction torque of each receiving shaft to the optimal traction torque range.
Preferably, step S31 of the present invention specifically includes:
step S311, calculating the vertical load N of each axle of the locomotive according to the following formula1，N2，N3，N4(ii) a Wherein N is1For searching for vertical load of the shaft, N2，N3，N4Vertical loads of the first receiving shaft, the second receiving shaft and the third receiving shaft;
step S312, calculating the difference value of the vertical load of each receiving shaft relative to the searching shaft based on the vertical load of each axle of the locomotive:
in the formula,. DELTA.N21、ΔN31、ΔN41The difference values of the vertical loads of the first receiving shaft, the second receiving shaft and the third receiving shaft relative to the searching shaft are respectively; fad1In order to search the adhesion force of the shaft wheel pair; fad2、Fad3、Fad4The adhesive force of the first receiving shaft, the second receiving shaft and the third receiving shaft pair respectively; 2L is the center distance of the bogie; 2l is the bogie wheelbase; h is the height of the car coupler from the rail surface; h is the height between a traction point of the bogie and a rail surface;
step S313, calculating the difference of the vertical load with the minimum wheel set adhesion force, thereby obtaining:
preferably, the optimal traction torque of each receiving shaft obtained in step S32 of the present invention is:
in the formula, alphaopiI is 2,3,4 is the optimum torque adjustment coefficient for each receiving shaft, Top2、Top2、Top3The optimal traction torque of the first receiving shaft, the second receiving shaft and the third receiving shaft is respectively.
The invention has the following advantages and beneficial effects:
1. under the condition of rail surface condition change, the method can actively search and match the maximum traction torque of the current rail surface environment, and enables the wheel rail adhesion working point to stably operate near the adhesion peak point all the time, thereby obtaining the efficient utilization of adhesion; the improvement of the adhesion utilization rate not only can effectively improve the traction performance of the train, shorten the braking distance and improve the riding comfort of passengers, but also can obviously reduce the idle running/sliding of the train and avoid the serious scratch of the wheel rail, thereby prolonging the service life of the wheel rail.
2. Different from a single-shaft adhesion control method, the invention designs an adhesion control strategy based on the whole vehicle, considers the integrity of the locomotive and analyzes the influence of the axle weight transfer phenomenon of the locomotive body on the adhesion weight of each axle; the advantage of independent torque adjustment of the shaft control type traction system is utilized, and the shafts are coordinated and matched, so that the overall traction force of the locomotive can be effectively increased, and the overall traction performance of the locomotive is improved.
Drawings
The accompanying drawings, which are included to provide a further understanding of the embodiments of the invention and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the invention and together with the description serve to explain the principles of the invention. In the drawings:
FIG. 1 is a schematic diagram illustrating the generation of adhesion between wheel and rail;
FIG. 2 is an overall composition diagram of the adhesion control system;
FIG. 3 is a graph of typical adhesion characteristics;
FIG. 4 is a prior art combination correction control schematic;
FIG. 5 is a schematic representation of the idle detection flow of the present invention;
FIG. 6 is a control flow chart of the optimal torque online search algorithm of the present invention;
FIG. 7 is a flow chart of an adhesion control method of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is further described in detail below with reference to examples and accompanying drawings, and the exemplary embodiments and descriptions thereof are only used for explaining the present invention and are not meant to limit the present invention.
Example 1
Compared with the existing adhesion control method for a single shaft, the method for controlling the adhesion of the locomotive based on the optimal traction torque online search is provided, and is used for overall control of each shaft of the locomotive, and the principle of the method of the embodiment is as follows: the four axles of the locomotive are divided into two types, the axle which is firstly idled of the locomotive is used as a searching axle, and the other axles are used as receiving axles. When the locomotive runs to the working condition of a bad rail surface, the wheel pair is in idle running triggering adhesion control. Based on the classification, the searching shaft searches for the optimal traction torque suitable for running under the current rail surface working condition through an optimal torque online searching algorithm, and transmits the obtained optimal torque information to the receiving shaft. The receiving shaft takes the optimal torque as a reference, and the optimal traction torque available for the receiving shaft is adjusted according to the quick response of the change of the adhesion weight caused by the shaft weight transfer phenomenon. Through the mutual matching between the searching shaft and the receiving shaft, each wheel pair is enabled to be quickly matched with the current road condition of the rail surface, idle running is inhibited, and the adhesion performance between the wheel and the rail is recovered.
Specifically, as shown in fig. 7, the method of this embodiment includes the following steps:
and step S1, performing idle running detection on the locomotive axles, and identifying the axle which is idle running firstly in the locomotive as a searching axle and the other axles as receiving axles. In the embodiment, four axles of the locomotive are divided into two types, the axle which is firstly idled of the locomotive is used as a searching axle, and the other axles are used as receiving axles. In the embodiment, the axle at the front section of the locomotive is firstly idled as a searching axle, and the other axles are receiving axles.
In step S1, the idle running detection method in this embodiment adopts an idle running recognition method combining creep speed and wheel circumferential acceleration, which is common in practical engineering, and an idle running detection schematic diagram is shown in fig. 5. The method comprises the following steps:
acquiring the creep speed v of the wheel pair during the running process of the locomotivesAnd signals such as the acceleration a and the like are compared with preset threshold values, relevant threshold value parameters are obtained through analysis of a large number of actual operation experimental data of the locomotive, and if the detection signal values exceed the specified threshold value range, the wheelset is judged to be idle.
And step S2, obtaining the optimal traction torque of the searching shaft suitable for running under the current rail surface working condition through an optimal torque online searching algorithm.
Locomotive given initial traction torque T0And (4) normally operating on the rail surface. When the front rail surface is suddenly deteriorated, the control flow of the optimal torque online search algorithm is shown in fig. 6, and specifically includes the following processes:
T1＝T0-C1·t1 (1)
In the formula: c1Adjusting the coefficient for torque droop; t is t1The torque down duration.
In the stage 2, the traction torque is continuously reduced, so that the idling phenomenon is restrained. After the idle is completely stopped, a gradual small increase in tractive torque is initiated at this time. Along with the increase of the traction torque, when the driving force provided by the traction torque exceeds the maximum adhesive force provided by the rail surface, the adhesion of the wheel and the rail is damaged, the wheel idles again, the content of the adhesion characteristic curve is known, the operation point is positioned in the range of the adhesion peak point, the output value of the traction torque at the moment is recorded, and the output value is the maximum traction torque T under the current rail surface working conditionmax。
Tmax＝T1+C2·t2 (2)
In the formula: c2Adjusting the coefficient for torque rise; t is t2The torque rise duration.
Based on the obtained maximum torque value as the critical maximum traction torque of the wheel to spin, and in order to avoid the wheel from spinning againIdling occurs, the recorded traction torque is adjusted to be slightly smaller than the maximum torque range, and the optimal traction torque value T of the shaft is searchedop1。
Top1＝K·Tmax (3)
In the formula: and K is the optimal torque adjustment coefficient.
And 3, after the optimal traction torque value is obtained, because the wheel idles at the moment, repeating the torque reduction adjustment process after the wheel idles in the stage 1, and after the wheel idles and stops, quickly recovering the traction torque to the optimal traction torque range by taking the optimal traction torque value as a reference, wherein the traction torque is T at the moment3。
T3＝T1+C3·t3 (4)
In the formula: c3Adjusting the coefficient for torque recovery; t is t3The torque recovery duration.
And 4, judging whether the current locomotive drives away from the severe rail surface environment. Repeating the step 2 process to obtain the maximum traction torque T againnew. If newly obtained maximum traction torque TnewLess than or equal to the original maximum traction torque Tmax. Judging that the locomotive is still in the working condition of the bad rail surface, and updating the maximum traction torque value TmaxIs Tnew(ii) a If TnewGreater than TmaxAnd (3) determining that the locomotive is driven out of the severe rail surface environment if the wheels do not idle within a certain range, ending the algorithm control process, and recovering the normal traction torque value before the locomotive adhesion control is triggered.
And step S3, based on the optimal traction torque of the searching shaft, rapidly responding to the change of the adhesion weight caused by the shaft weight transfer phenomenon, and adjusting the optimal traction torque of each receiving shaft.
The step S3 of the present embodiment specifically includes the following steps:
(1) calculating the difference value of the vertical load of each axle of the locomotive by the formulas (5) to (8)
In the formula: fad1、Fad2、Fad3、Fad4Respectively showing the adhesive force of each shaft wheel pair arranged in sequence according to the advancing direction; n is a radical of1，N2，N3，N4Respectively vertical loads of all shafts; 2L is the center distance of the bogie; 2l is the bogie wheelbase; h is the height of the car coupler from the rail surface; h is the height between the traction point of the bogie and the rail surface.
Based on vertical loads N of each axis1，N2，N3，N4And respectively calculating the difference value of the vertical load of the shaft 2, the shaft 3 and the shaft 4 relative to the shaft 1 to obtain:
in the formula: delta N21，ΔN31，ΔN41The difference in vertical load of axis 2 (receiver axis), axis 3 (receiver axis), and axis 4 (receiver axis) relative to axis 1 (search axis), respectively.
During locomotive operation, the first axle is relieved of the most load and the least available adhesive weight. When the traction torque is constant, at the sameUnder the condition of a rail surface, the maximum adhesive force available by the second shaft, the third shaft and the fourth shaft is larger than that of the first shaft. Therefore, in order to increase the reliability of the adhesion control system, the adhesion force of each axis is at a minimum value F in the process of calculating the difference in vertical loadad1Calculating to obtain:
(2) calculating the optimal traction torque of each shaft of the receiving shaft
The locomotive tractive torque and the actual stick torque are comparable under normal operating conditions. Therefore, when performing the correlation calculation of the optimal traction torques of the respective receiving shafts, it is considered that the traction torques are approximately proportional to the vertical loads of the shafts, as shown in equation (15)
Topi＝KN·Ni,i＝1,2,3,4 (15)
In the formula: kNThe coefficient of proportionality of traction torque and shaft vertical load is shown.
The optimal traction torque of each shaft of the receiving shaft is obtained by combining the equations (12), (13) and (14):
in the formula: alpha is alphaopiAnd i is 2,3 and 4, which are respectively the optimal torque regulating coefficients, and relevant adjustment is carried out according to the actual operation condition of the locomotive.
(3) And rapidly recovering the traction torque of each receiving shaft to the optimal traction torque range based on the obtained optimal traction torque of each receiving shaft.
As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
The above-mentioned embodiments are intended to illustrate the objects, technical solutions and advantages of the present invention in further detail, and it should be understood that the above-mentioned embodiments are merely exemplary embodiments of the present invention, and are not intended to limit the scope of the present invention, and any modifications, equivalent substitutions, improvements and the like made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (8)
1. The locomotive adhesion control method based on the optimal traction torque online search is characterized by comprising the following steps of:
step S1, carrying out idle running detection on the locomotive axles, and identifying the axle which is idle running firstly in the locomotive as a searching axle and the other axles as receiving axles;
step S2, obtaining the optimal traction torque of the searching shaft suitable for running under the current rail surface working condition through an optimal torque online searching algorithm;
and step S3, based on the optimal traction torque of the searching shaft, rapidly responding to the change of the adhesion weight caused by the shaft weight transfer phenomenon, and adjusting the optimal traction torque of each receiving shaft.
2. The method for locomotive adhesion control based on optimal tractive torque online search of claim 1, wherein the idle detection process of step S1 specifically comprises:
step S11, detecting the creep speed v of the wheel pair in the running process of the locomotivesAnd an acceleration a;
step S12, comparing the detection signal with a preset threshold value;
and step S13, if the detection signals exceed the preset threshold value, the axle where the wheel pair is located is judged to be idle.
3. The method for locomotive adhesion control based on optimal tractive torque online search of claim 1, wherein the step S2 specifically comprises:
step S21, rapidly reducing the traction torque of the searching shaft until the searching shaft idles, wherein the traction torque of the searching shaft is T1；
Step S22, gradually increasing the traction torque of the search axle by a preset range, with the increase of the traction torque, when the driving force provided by the traction torque exceeds the maximum adhesive force provided by the rail surface, the adhesion of the wheel and the rail is damaged, and when the wheel pair idles again, recording the traction torque output value of the search axle at the moment, namely the maximum traction torque T of the search axle under the current rail surface working conditionmax；
Step S23, based on the maximum traction torque TmaxDetermining the optimum traction torque of the search shaft as Top1：
Top1＝K·Tmax
In the formula, K is an optimum torque adjustment coefficient.
4. The method for locomotive adhesion control based on optimal tractive torque online search of claim 3, wherein the step S23 is followed by further comprising:
step S24, after obtaining the optimal traction torque, the traction torque of the searching shaft after idling is reduced and adjusted until the idling is finished, and the traction torque of the searching shaft is quickly restored to the optimal traction torque range;
and step S25, judging the working condition change condition of the current running rail surface of the locomotive, and carrying out optimization control according to the judgment result.
5. The method for controlling adhesion of a locomotive based on-line optimal tractive torque search of claim 4, wherein the step S25 comprises the following steps:
gradually increasing the traction torque of the searching shaft by a preset amplitude, along with the increase of the traction torque, when the driving force provided by the traction torque exceeds the maximum adhesive force provided by the rail surface, the adhesion of the wheel and the rail is damaged, and when the wheel pair idles again, recording the traction torque output value of the searching shaft at the moment, namely obtaining a new maximum traction torque TnewAnd based on the newly obtained maximum traction torque TnewAnd maximum traction torque T in step S22maxJudging the change condition of the working condition of the current running rail surface of the locomotive:
if newly obtained maximum traction torque TnewLess than or equal to the original maximum traction torque Tmax(ii) a Judging that the locomotive is still in the current rail surface working condition and updating the maximum traction torque value TmaxIs TnewAnd returns to execute step S23-step S24;
if TnewGreater than TmaxAnd if the wheel is not idled in a certain range and the current rail surface working condition of the locomotive is judged to be changed, recovering the normal traction torque value before the adhesion control of the locomotive is triggered.
6. The method for locomotive adhesion control based on optimal tractive torque online search of claim 1, wherein the step S3 specifically comprises:
step S31, calculating the difference of vertical loads of each receiving shaft of the locomotive relative to the searching shaft;
step S32, calculating the optimal traction torque of each receiving shaft based on the difference value of the vertical load of each receiving shaft relative to the searching shaft and the optimal traction torque of the searching shaft;
and step S33, rapidly recovering the traction torque of each receiving shaft to the optimal traction torque range.
7. The method of claim 6, wherein the locomotive adhesion control method based on the on-line optimal traction torque search,
the step S31 specifically includes:
step S311, calculating the vertical load N of each axle of the locomotive according to the following formula1，N2，N3，N4(ii) a Wherein N is1For searching for vertical load of the shaft, N2，N3，N4Vertical loads of the first receiving shaft, the second receiving shaft and the third receiving shaft;
step S312, calculating the difference value of the vertical load of each receiving shaft relative to the searching shaft based on the vertical load of each axle of the locomotive:
in the formula,. DELTA.N21、ΔN31、ΔN41The difference values of the vertical loads of the first receiving shaft, the second receiving shaft and the third receiving shaft relative to the searching shaft are respectively; fad1In order to search the adhesion force of the shaft wheel pair; fad2、Fad3、Fad4The adhesive force of the first receiving shaft, the second receiving shaft and the third receiving shaft pair respectively; 2L is the center distance of the bogie; 2l is the bogie wheelbase; h is the height of the car coupler from the rail surface; h is the height between a traction point of the bogie and a rail surface;
step S313, calculating the difference of the vertical load with the minimum wheel set adhesion force, thereby obtaining:
8. the method of claim 7, wherein the locomotive adhesion control method based on the on-line optimal traction torque search,
the optimal traction torque of each receiving shaft obtained in step S32 is:
in the formula, alphaopiI is 2,3,4 is the optimum torque adjustment coefficient for each receiving shaft, Top2、Top2、Top3The optimal traction torque of the first receiving shaft, the second receiving shaft and the third receiving shaft is respectively.
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