CN118220222A - Vehicle slip identification method, control method, device, medium and vehicle - Google Patents
Vehicle slip identification method, control method, device, medium and vehicle Download PDFInfo
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Abstract
The application provides a vehicle slip identification method, a control method, a device, a medium and a vehicle. The vehicle slip identification method comprises the following steps: during running of the vehicle, acquiring theoretical acceleration and actual acceleration of each carriage in real time; and respectively carrying out slip identification on each carriage based on the theoretical acceleration and the actual acceleration to obtain a slip identification result. The method can identify the slip in the braking process of each carriage and the slip in the traction process of each carriage, so that the slip-preventing adjustment control can be independently carried out on each carriage.
Description
Technical Field
The application relates to the field of railway vehicles, in particular to a vehicle slip identification method, a slip control device, a medium and a vehicle.
Background
Wheel slip is an important factor that seriously affects the service life of wheel sets in the process of line operation of railway vehicles, and scratch of wheel set treads also greatly affects riding comfort of passengers, and even endangers driving safety when serious. When the vehicle is towing or braking, if the traction or friction braking force applied is excessive, the adhesion limit is exceeded and relative slip between the wheel set and the track occurs. In severe cases, the wheel set is locked by the brake unit, resulting in severe abrasion of the wheel set tread. Therefore, effective measures must be taken to prevent tread wear caused by wheel set slip.
In the prior art, the train slip control is based on slip control of a signal system, and rainfall data of a single train is obtained by detecting rainfall information on a windshield in front of the running of the train; according to rainfall data reported by a plurality of trains in each track section, independently calculating a track wet-skid state for each track section by adopting a Kalman filtering method; predicting the achievable braking rate of the train in the current track section and the front track section according to the current slip state of the train, the common braking rate of the train and the track wet slip state of the track section where the train is positioned; according to the predicted train, the ATO train speed reference curve of the brake rate update signal system can be realized, so that the train slip control is realized.
The slip control in the prior art only relates to controlling the slip in the braking process, but not the slip in the traction process, and the slip control in the traction process cannot be performed; simultaneously, each carriage cannot be independently subjected to anti-skid adjustment control, and the performance loss of the whole car is large.
Disclosure of Invention
The present application has been made in view of the above-described problems. The application provides a method for identifying the slip of a vehicle, a slip control method, a slip control device, a medium and the vehicle, which not only can identify the slip in the braking process of each carriage, but also can identify the slip in the traction process of each carriage, thereby independently carrying out slip control on each carriage.
According to an aspect of the present application, there is provided a method of identifying a slip of a vehicle, the method comprising:
During running of the vehicle, acquiring theoretical acceleration and actual acceleration of each carriage in real time;
and respectively carrying out slip identification on each carriage based on the theoretical acceleration and the actual acceleration to obtain a slip identification result.
In one embodiment of the application, the method further comprises:
Acquiring gradient information and a vehicle control level of a line section where each carriage is located in real time;
and determining the current theoretical acceleration of each carriage based on the gradient information and the vehicle control level.
In one embodiment of the application, the method further comprises:
Acquiring motor rotation speed information of each carriage in real time;
And respectively determining the current actual acceleration of each carriage based on the motor rotation speed information.
In one embodiment of the present application, the slip identification for each of the cars includes: for each car of the vehicle,
When the relation between the actual acceleration and the theoretical acceleration meets a first preset condition, determining that the carriage slips;
and when the relation between the actual acceleration and the theoretical acceleration does not meet a first preset condition, determining that the carriage does not slip.
In an embodiment of the present application, the first preset condition includes that a ratio of the actual acceleration to the theoretical acceleration is greater than or equal to a preset first adjustment coefficient.
According to a second aspect of the present application, there is provided a method of controlling slip of a vehicle, the method comprising:
identifying a slip compartment in the target vehicle by the vehicle slip identification method according to any one of the above;
and reducing the theoretical acceleration of the slipping carriage until the relation between the actual acceleration of the slipping carriage and the theoretical acceleration meets a second preset condition.
In one embodiment of the present application, the method of reducing the theoretical acceleration of the skid car includes:
and reducing the vehicle control level of the slipping carriage.
In an embodiment of the present application, the second preset condition includes that a ratio of the actual acceleration to the theoretical acceleration is less than or equal to a preset second adjustment coefficient.
According to a third aspect of the present application, there is provided a control apparatus comprising a memory and a processor, the memory having stored thereon a computer program to be executed by the processor, which, when executed by the processor, causes an apparatus mounted with the processor to execute the above-described method of identifying a vehicle slip or the above-described method of controlling a vehicle slip.
According to a fourth aspect of the present application, there is provided a storage medium having stored thereon a computer program which, when executed, causes the computer to execute the above-described vehicle slip identification method or the above-described vehicle slip control method.
According to a fifth aspect of the present application, there is provided a vehicle including the control device described above or the storage medium described above.
According to the vehicle slip identification method, the real-time theoretical acceleration and the real acceleration of the carriages are compared, so that the slip in the braking process of each carriage can be identified, and the slip in the traction process of each carriage can be identified.
According to the vehicle slip control method, the slip carriage is identified through the vehicle slip identification method, and the theoretical acceleration of the slip carriage is adjusted, so that the slip control can be independently carried out on each carriage.
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The above and other objects, features and advantages of the present invention will become more apparent from the following more particular description of embodiments of the present invention, as illustrated in the accompanying drawings. The accompanying drawings are included to provide a further understanding of embodiments of the invention and are incorporated in and constitute a part of this specification, illustrate the invention and together with the embodiments of the invention, and not constitute a limitation to the invention. In the drawings, like reference numerals generally refer to like parts or steps.
FIG. 1 is a schematic block diagram of an electronic device for implementing a method of identifying vehicle slip, a method of controlling vehicle slip, and an apparatus for controlling vehicle slip according to an embodiment of the present invention;
FIG. 2 is a schematic flow chart diagram of a method of identifying vehicle slip in accordance with an embodiment of the application;
FIG. 3 is a schematic flow chart of a method of determining a current theoretical acceleration of a vehicle cabin in accordance with an embodiment of the application;
FIG. 4 is a schematic flow chart of a method of determining the current actual acceleration of a vehicle cabin in accordance with an embodiment of the application;
FIG. 5 is a schematic flow chart diagram of a method of controlling vehicle slip in accordance with one embodiment of the application;
FIG. 6 is a schematic block diagram of an autonomous rail vehicle in accordance with a first embodiment of the application;
fig. 7 is a schematic flowchart of a control method of a vehicle slip according to the first embodiment of the application.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, exemplary embodiments according to the present invention will be described in detail with reference to the accompanying drawings. It should be apparent that the described embodiments are only some embodiments of the present invention and not all embodiments of the present invention, and it should be understood that the present invention is not limited by the example embodiments described herein. Based on the embodiments of the invention described in the present application, all other embodiments that a person skilled in the art would have without inventive effort shall fall within the scope of the invention.
Aiming at the problem that the control of the vehicle slip in the prior art only aims at the slip in the braking process, does not relate to the slip in the traction process, and cannot independently carry out the anti-slip adjustment control on each carriage, the application provides a vehicle slip identification method and a slip control method, which can be applied to an automatic driving railway vehicle and also can be applied to a manual driving railway vehicle.
First, an example electronic apparatus 100 for implementing a vehicle slip identification method, a vehicle slip control method, and a device according to an embodiment of the present invention is described with reference to fig. 1.
As shown in fig. 1, electronic device 100 includes one or more processors 101, one or more storage devices 102, an input device 103, an output device 104, which are interconnected by a bus system 105 and/or other forms of connection mechanisms (not shown). It should be noted that the components and structures of the electronic device 100 shown in fig. 1 are exemplary only and not limiting, as the control device may have other components and structures as desired.
The processor 101 may be a micro control unit (Microcontroller Unit, MCU), a central Processing unit (Central Processing Unit, CPU), a digital signal processor (DIGITAL SIGNAL Processing, DSP), a single chip and embedded device or other form of Processing unit with data Processing and/or instruction execution capabilities, and may control other components in the electronic device 100 to perform desired functions.
The storage 102 may include one or more computer program products that may include various forms of computer-readable storage media, such as volatile memory and/or non-volatile memory. The volatile memory may include, for example, random Access Memory (RAM) and/or cache memory (cache), and the like. The non-volatile memory may include, for example, read Only Memory (ROM), hard disk, flash memory, and the like. One or more computer program instructions may be stored on the computer readable storage medium that may be executed by the processor 101 to implement client functionality and/or other desired functionality in embodiments of the present invention as described below. Various applications and various data, such as various data used and/or generated by the applications, may also be stored in the computer readable storage medium.
The input means 103 may be means by which a user inputs instructions and may include a microphone or a touch screen, among other input devices.
The output device 104 may output various information (e.g., images or sounds) to the outside (e.g., a user), and may include one or more of a display, a speaker, and the like.
Next, a method of identifying a slip of a vehicle according to an embodiment of the present application is described with reference to fig. 2.
As shown in fig. 2, the method for identifying the slip of the vehicle provided by the application comprises the following steps:
In step S210, the theoretical acceleration and the actual acceleration of each vehicle cabin are acquired in real time during the running of the vehicle.
The vehicle in the application can be a railway vehicle, such as a city rail train, a tramway and the like, and can be a single-carriage vehicle or a multi-carriage vehicle.
Here, the theoretical acceleration and the actual acceleration of each vehicle cabin are acquired, and the vehicle slip identification method of the present application may be periodically executed based on the time intervals set in advance to identify the vehicle in which the slip occurs. For example, the time interval may be one or more control cycles, and may be any time value set as required.
The theoretical acceleration in the application can be the acceleration theoretically generated by the control equipment which determines the magnitude of the traction force or the braking force according to the level when the driver adjusts the level handle of the driver controller and applies the traction force or the braking force to the vehicle.
The actual acceleration in the present application may be acceleration that is actually generated by the vehicle under traction or braking force while the vehicle is subjected to friction, air resistance, or the like, and this acceleration may be obtained by actually measuring the vehicle.
Here, the theoretical acceleration and the actual acceleration may be positive or negative, and correspond to the acceleration during traction and braking, respectively.
In step S220, slip recognition is performed on each carriage based on the theoretical acceleration and the actual acceleration, so as to obtain a slip recognition result.
It should be appreciated that the method for identifying the skidding of each carriage may be that theoretical acceleration and actual acceleration are input into a pre-established network model, and the skidding identification result is output, where the network model may be obtained by training a large amount of sample data in advance; or judging the relation between the theoretical acceleration and the actual acceleration, and judging whether the relation meets the pre-established relation or not, wherein the pre-established relation can be obtained by counting actual measurement data.
It should be noted that, the relationship between the theoretical acceleration and the actual acceleration may be a quantitative relationship at the same time, or may be a changing relationship between the theoretical acceleration and the actual acceleration in the same period, for example, a relationship between a rate of increase or decrease of the theoretical acceleration and a rate of increase or decrease of the actual acceleration in one period.
In the application, the specific method for counting the measured data can be an existing method, and can be specifically set according to actual conditions, and the application is not particularly limited to the method.
According to the vehicle slip identification method, the real-time theoretical acceleration and the real acceleration of the carriages are compared, so that the slip in the braking process of each carriage can be identified, and the slip in the traction process of each carriage can be identified.
According to one embodiment of the application, the current theoretical acceleration of the carriage is calculated through gradient information and the vehicle control level. Thus, prior to step S210, the method may further include the following steps S301-S302, as shown in fig. 3.
Step S301, gradient information and vehicle control levels of line sections where all carriages are located are obtained in real time.
Here, the gradient information is gradient information of a current line of the carriage, and as the vehicle runs, gradient information of the line of the carriage may change, and gradient information of different carriages of the same vehicle may also be different, so that the gradient information is acquired in real time through an on-vehicle sensor arranged in the carriage.
The control positions for the manually driven vehicle and the automatically driven vehicle can be obtained from the corresponding control devices. For example, for a manually driven vehicle, a driver controller (simply referred to as a driver controller) is typically mounted on a driver's cab of the rail vehicle, and the driver of the vehicle controls the forward or reverse movement of the vehicle by adjusting the position of a steering handle on the driver controller, and controls the vehicle to pull or brake at each level by adjusting the position of a level handle on the driver controller. When the level handle of the driver is adjusted, the driver outputs a corresponding analog signal, for example, a different potential signal or a pulse width modulation (Pulse Width Modulation, PWM) signal. The control equipment determines the level corresponding to the level handle of the driver at the moment according to the analog signal, and further determines the magnitude of traction or braking force according to the level to control the vehicle. Thus, the control level can be obtained from the control device.
For an autonomous vehicle, the control level may be obtained from a signal system device on the vehicle.
For the control level, the maximum control level may be 100% and the minimum control level may be 0%.
And step S302, determining the current theoretical acceleration of each carriage on the basis of the gradient information and the vehicle control level.
In this embodiment, the current theoretical acceleration a 4 of each carriage during the traction of the train can be calculated based on the gradient information and the control level by the following formula (1):
a4＝x×a1-g×sinb (1)
the unit of a 1 is m/s 2, x is the vehicle control level, b is the gradient angle, the definition of the ascending slope is positive, the descending slope is negative, and g is the gravity acceleration.
The current theoretical acceleration a 8 of each car at the time of train braking is calculated by the following formula (2), and is hereinafter referred to as theoretical deceleration for distinguishing from a 4:
a8＝x×a5+g×sinb (2)
the unit of a 5 is m/s 2, wherein a 5 is the maximum braking target deceleration of the vehicle, namely the deceleration corresponding to 100% of the vehicle control level.
According to one embodiment of the present application, the current actual acceleration of the cabin is calculated based on the motor rotation speed, and thus, before step S210, as shown in fig. 4, the method further includes the following steps S401 to S402.
And S401, acquiring motor rotation speed information of each carriage in real time.
Here, the motor rotation speed information may be acquired from a control device of the motor.
And step S402, determining the current actual acceleration of each carriage based on the motor rotation speed information.
Specifically, the actual acceleration at the time of train traction can be calculated according to the following formula (3):
a3＝(V2-V1)/(t2-t1) (3)
Wherein a 3 is the actual acceleration of the current control level of the carriage, and V 2、V1 is the corresponding wheel end speed at time t 2、t1 respectively.
Here, the sampling time interval between t 2、t1 may be set according to practical situations, which is not particularly limited in the present application.
The actual acceleration at the time of train braking can be calculated according to the following formula (4), and for the purpose of distinguishing from a 3, it is hereinafter referred to as the actual deceleration:
a7＝(V4-V3)/(t4-t3) (4)
Wherein a 7 is the actual deceleration of the current control level of the carriage, and V 4、V3 is the corresponding wheel end speed at time t 4、t3 respectively.
The speed and the acceleration of each carriage are the wheel end speed and the acceleration, and the wheel end speed and the acceleration can be greatly changed when the carriage slips, and the normal speed and the normal acceleration are obviously different, so that the slip of each carriage can be identified.
According to one embodiment of the present application, slip identification is performed for each of the cars, including: for each car of the vehicle,
When the relation between the actual acceleration and the theoretical acceleration meets a first preset condition, determining that the carriage slips;
and when the relation between the actual acceleration and the theoretical acceleration does not meet a first preset condition, determining that the carriage does not slip.
The relation between the actual acceleration and the theoretical acceleration when the slip occurs is defined in the first preset condition, the relation between the actual acceleration and the theoretical acceleration when the slip occurs can be determined through real vehicle testing, the actual acceleration and the theoretical acceleration when the slip occurs can be measured under different line conditions, and the first functional relation between the actual acceleration and the theoretical acceleration can be obtained through fitting.
Through judging the relation between the actual acceleration and the theoretical acceleration, the carriage slipping during the traction or braking of the train can be rapidly found, so that effective measures can be taken to avoid slipping further, and the method is simple and easy to realize.
Preferably, the first preset condition includes that a ratio of the actual acceleration to the theoretical acceleration is greater than or equal to a preset first adjustment coefficient.
Here, when the ratio of the actual acceleration to the theoretical acceleration is equal to or greater than the preset first adjustment coefficient, it is explained that the friction force is reduced due to the line, the actual acceleration is increased, and the wheel slip phenomenon occurs at this time.
The ratio is used as a judging condition, so that the calculated amount in the sliding identification process can be reduced, and the calculation efficiency is submitted.
The embodiment of the application also provides a control method for the vehicle slip, which comprises the following steps:
Step S510 of identifying a slip compartment in the target vehicle by the vehicle slip identification method in any of the above embodiments;
And step S520, reducing the theoretical acceleration of the slipping carriage until the relation between the actual acceleration of the slipping carriage and the theoretical acceleration meets a second preset condition.
The relation between the actual acceleration and the theoretical acceleration during normal running of the vehicle is defined in the second preset condition, the relation between the actual acceleration and the theoretical acceleration during normal running of the vehicle can be determined through real vehicle testing, the actual acceleration and the theoretical acceleration during normal running of the vehicle can be measured under different line conditions, and the second functional relation between the actual acceleration and the theoretical acceleration can be obtained through fitting.
According to the vehicle slip control method, the slip carriage is identified through the vehicle slip identification method, and the theoretical acceleration of the slip carriage is adjusted, so that the slip control can be independently carried out on each carriage in the traction and braking processes.
According to one embodiment of the present application, a method of reducing a theoretical acceleration of the skid car includes: and reducing the vehicle control level of the slipping carriage.
For an autonomous vehicle, the control level of the slipping carriage is reduced by the signal system equipment of the vehicle, and for a manual driving vehicle, the control level of the slipping carriage can be reduced based on the control signal of the driver.
According to an embodiment of the present application, the second preset condition includes that a ratio of the actual acceleration to the theoretical acceleration is less than or equal to a preset second adjustment coefficient.
Here, when the ratio of the actual acceleration to the theoretical acceleration is equal to or less than the preset second adjustment coefficient, it is indicated that the actual acceleration is reduced to the normal range due to the influence of the line friction, and the wheel is no longer slipped.
Specifically, the first adjustment coefficient is greater than the second adjustment coefficient. The intersection does not exist between the judging range of the vehicle slip and the range of the vehicle no longer slip, so that the vehicle can be prevented from not performing anti-slip protection when the vehicle is slipping.
A control method of the vehicle slip according to the first embodiment of the application is described below with reference to fig. 6 to 7.
The vehicle slip control method of the present embodiment is applied to the application scenario of the autonomous rail vehicle shown in fig. 6. As shown in fig. 6, an autonomous rail vehicle generally includes a traction inverter, a brake controller, a vehicle controller and a signal system driven by a motor, and the traction inverter, the brake controller, the vehicle controller and the signal system implement network communication between products through a vehicle communication network. The signal system is used for acquiring gradient information through the gradient sensor, sending a vehicle-related vehicle control instruction and controlling the vehicle to automatically drive; the whole vehicle controller is used for collecting signals of the driver controller to control the whole vehicle and forwarding relevant information of each controller, receiving relevant control commands of the signal system and forwarding the control commands of each controller to control the vehicle; the traction inverter is used for controlling the driving motor to carry out traction and electric braking by receiving a vehicle control instruction and collecting related information such as the rotating speed of the motor; the brake controller is used for controlling the brake system to brake and release by receiving the command of controlling the vehicle.
Next, a specific implementation of the control method of the vehicle slip according to the first embodiment of the application will be described with reference to fig. 7.
As shown in fig. 7, the control method of the vehicle slip of the present embodiment includes the steps of:
Step1: confirming whether the signal system controls the vehicle, if yes, executing the step 2, otherwise ending the flow;
step 2: the signal system collects the signals of the gradient sensor in real time, receives the rotating speed of the motors of the multiple carriages forwarded by the whole vehicle controller, and converts the rotating speed into the vehicle speed information V of the multiple carriages;
Step 3: the signal system calculates theoretical acceleration a 4 and theoretical deceleration a 8 of all carriages in real time under the current control level, and calculates actual acceleration a 3 and actual deceleration a 7 of all carriages in real time under the current control level. The specific calculation formula can be seen from the above formulas (1) to (4).
Step 4: the signal system judges whether the vehicle speed is more than or equal to the minimum allowable anti-skid control vehicle speed V 5, and when the vehicle speed is more than or equal to V 5, the signal system allows anti-skid control.
Step 5: the signal system judges whether the control vehicle is in traction acceleration or not, when the control vehicle is in traction acceleration, the step 6 is executed, and otherwise, the step 10 is executed;
Step 6: comparing whether the acceleration of all carriages meets a 3≥k1*a4 or not by the signal system, and executing the step 7 when the condition a 3≥k1*a4 is met; wherein k 1 is a first adjustment coefficient, k 1 > 1, which can be selected according to the actual vehicle state.
Step 7: the signal system reduces the control level of the carriage at the moment to perform anti-skid control;
Step 8: when the signal system collects that the acceleration of the anti-skid control carriage is recovered to a 3≤k2*a4, executing the step 9; wherein k 2 is a second adjustment coefficient, k 2 is more than 1, and is selected according to the actual vehicle state;
And 9, at the moment, the signal system starts to control and restore the control level of the carriage. Ending the flow.
Step 10: the signal system judges whether the control vehicle is in braking deceleration or not, and when the control vehicle is in braking deceleration, the step 11 is executed;
step 11: comparing whether the deceleration of all carriages meets a 7≥k3*a8 or not by the signal system, and executing the step 12 when the conditions are met; wherein k 3 is a third adjustment coefficient, k 3 > 1, selected according to the actual vehicle state;
step 12: the signal system reduces the control level of the carriage at the moment to perform anti-skid control;
Step 13: when the signal system collects the deceleration of the anti-skid control carriage to be restored to a 7≤k4*a8, executing the step 14; wherein k 4 is a second adjustment coefficient, k 4 is more than 1, and is selected according to the actual vehicle state;
step 14: at this time, the signal system starts to control and restore the control level of the carriage.
In the above step k 1＞k2,k3＞k4, the vehicle slip is determined to be a slip in one range, and the determination of slip recovery is also determined to be a slip in one range, and the determination range for recovering to no slip is not larger than the determination range for slip, thereby preventing the vehicle from not performing anti-slip protection when it is slipping. The range selection is confirmed by the actual state of the vehicle.
In the slip control method of the embodiment, the signal system receives the motor rotating speed of each carriage in real time and calculates and judges whether the carriage slips or not, so that the slip state of each carriage can be determined in real time, other equipment is not required to be additionally arranged for judging whether the vehicle slips or not, and the cost is low; the signal system can independently control the skid resistance of the driving carriage, so that the acceleration and deceleration of the vehicle can be ensured as much as possible, and the parking control precision of the signal system can be improved; the signal system can perform anti-skid control in real time, and anti-skid adjustment can be performed more quickly.
The embodiment of the application also provides a control device, which comprises a memory and a processor, wherein the memory stores a computer program run by the processor, and the computer program, when run by the processor, enables a device provided with the processor to execute the method for identifying the vehicle slip according to any embodiment or the method for controlling the vehicle slip according to any embodiment.
An embodiment of the present application further provides a storage medium, where the storage medium stores a computer program, where the computer program runs on a computer, and when the computer program runs, causes the computer to execute the method for identifying a slip of a vehicle according to any one of the embodiments or the method for controlling a slip of a vehicle according to any one of the embodiments.
The embodiment of the application also provides a vehicle which comprises the control device or the storage medium.
Although the illustrative embodiments have been described herein with reference to the accompanying drawings, it is to be understood that the above illustrative embodiments are merely illustrative and are not intended to limit the scope of the present invention thereto. Various changes and modifications may be made therein by one of ordinary skill in the art without departing from the scope and spirit of the invention. All such changes and modifications are intended to be included within the scope of the present invention as set forth in the appended claims.
Those of ordinary skill in the art will appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the solution. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
In the several embodiments provided by the present application, it should be understood that the disclosed apparatus and method may be implemented in other ways. For example, the above-described device embodiments are merely illustrative, e.g., the division of the elements is merely a logical functional division, and there may be additional divisions when actually implemented, e.g., multiple elements or components may be combined or integrated into another device, or some features may be omitted or not performed.
In the description provided herein, numerous specific details are set forth. However, it is understood that embodiments of the invention may be practiced without these specific details. In some instances, well-known methods, structures and techniques have not been shown in detail in order not to obscure an understanding of this description.
Similarly, it should be appreciated that in order to streamline the invention and aid in understanding one or more of the various inventive aspects, various features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof in the description of exemplary embodiments of the invention. However, the method of the present invention should not be construed as reflecting the following intent: i.e., the claimed invention requires more features than are expressly recited in each claim. Rather, as the following claims reflect, inventive aspects lie in less than all features of a single disclosed embodiment. Thus, the claims following the detailed description are hereby expressly incorporated into this detailed description, with each claim standing on its own as a separate embodiment of this invention.
It will be understood by those skilled in the art that all of the features disclosed in this specification (including any accompanying claims, abstract and drawings), and all of the processes or units of any method or apparatus so disclosed, may be combined in any combination, except combinations where the features are mutually exclusive. Each feature disclosed in this specification (including any accompanying claims, abstract and drawings), may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise.
Furthermore, those skilled in the art will appreciate that while some embodiments described herein include some features but not others included in other embodiments, combinations of features of different embodiments are meant to be within the scope of the invention and form different embodiments. For example, in the claims, any of the claimed embodiments may be used in any combination.
Various component embodiments of the invention may be implemented in hardware, or in software modules running on one or more processors, or in a combination thereof. Those skilled in the art will appreciate that some or all of the functions of some of the modules in an item analysis device according to embodiments of the present invention may be implemented in practice using a microprocessor or Digital Signal Processor (DSP). The present invention can also be implemented as an apparatus program (e.g., a computer program and a computer program product) for performing a portion or all of the methods described herein. Such a program embodying the present invention may be stored on a computer readable medium, or may have the form of one or more signals. Such signals may be downloaded from an internet website, provided on a carrier signal, or provided in any other form.
It should be noted that the above-mentioned embodiments illustrate rather than limit the invention, and that those skilled in the art will be able to design alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The word "comprising" does not exclude the presence of elements or steps not listed in a claim. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The invention may be implemented by means of hardware comprising several distinct elements, and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by one and the same item of hardware. The use of the words first, second, third, etc. do not denote any order. These words may be interpreted as names.
The foregoing description is merely illustrative of specific embodiments of the present invention and the scope of the present invention is not limited thereto, and any person skilled in the art can easily think about variations or substitutions within the scope of the present invention. The protection scope of the invention is subject to the protection scope of the claims.
Claims (11)
1. A method of identifying a slip of a vehicle, the method comprising:
During running of the vehicle, acquiring theoretical acceleration and actual acceleration of each carriage in real time;
and respectively carrying out slip identification on each carriage based on the theoretical acceleration and the actual acceleration to obtain a slip identification result.
2. The method of identifying a slip of a vehicle as defined in claim 1, further comprising:
Acquiring gradient information and a vehicle control level of a line section where each carriage is located in real time;
and determining the current theoretical acceleration of each carriage based on the gradient information and the vehicle control level.
3. The method of identifying a slip of a vehicle according to claim 1 or 2, characterized in that the method further comprises:
Acquiring motor rotation speed information of each carriage in real time;
And respectively determining the current actual acceleration of each carriage based on the motor rotation speed information.
4. A method of identifying a slip of a vehicle as claimed in any one of claims 1 to 3, wherein identifying a slip of each of the carriages includes: for each car of the vehicle,
When the relation between the actual acceleration and the theoretical acceleration meets a first preset condition, determining that the carriage slips;
and when the relation between the actual acceleration and the theoretical acceleration does not meet a first preset condition, determining that the carriage does not slip.
5. The method for identifying a slip of a vehicle according to claim 4, wherein the first preset condition includes a ratio of the actual acceleration to the theoretical acceleration being equal to or greater than a preset first adjustment coefficient.
6. A method of controlling slip of a vehicle, the method comprising:
Identifying a slip compartment in a target vehicle by the vehicle slip identification method according to any one of claims 1 to 5;
and reducing the theoretical acceleration of the slipping carriage until the relation between the actual acceleration of the slipping carriage and the theoretical acceleration meets a second preset condition.
7. The method of controlling slip of a vehicle according to claim 6, characterized in that the method of reducing the theoretical acceleration of the slipping compartment includes:
and reducing the vehicle control level of the slipping carriage.
8. The control method of vehicle slip according to claim 6 or 7, characterized in that the second preset condition includes a ratio of the actual acceleration to the theoretical acceleration being equal to or smaller than a preset second adjustment coefficient.
9. A control apparatus, characterized in that the control apparatus includes a memory and a processor, the memory having stored thereon a computer program that is executed by the processor, the computer program, when executed by the processor, causing an apparatus mounted with the processor to execute the vehicle slip identification method according to any one of claims 1 to 5 or the vehicle slip control method according to any one of claims 6 to 8.
10. A storage medium having stored thereon a computer program which, when run, causes the computer to perform the method of identifying a slip of a vehicle as claimed in any one of claims 1 to 5 or the method of controlling a slip of a vehicle as claimed in any one of claims 6 to 8.
11. A vehicle characterized in that it comprises the control device of claim 9 or the storage medium of claim 10.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311073157.2A CN118220222A (en) | 2023-08-23 | 2023-08-23 | Vehicle slip identification method, control method, device, medium and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311073157.2A CN118220222A (en) | 2023-08-23 | 2023-08-23 | Vehicle slip identification method, control method, device, medium and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN118220222A true CN118220222A (en) | 2024-06-21 |
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ID=91498417
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202311073157.2A Pending CN118220222A (en) | 2023-08-23 | 2023-08-23 | Vehicle slip identification method, control method, device, medium and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN118220222A (en) |
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2023
- 2023-08-23 CN CN202311073157.2A patent/CN118220222A/en active Pending
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