KR102235624B1 - Measuring system for realtime maximum frictional force for a railroad vehicle - Google Patents

Abstract

The real-time maximum adhesive force measurement system for a railroad vehicle is provided adjacent to a wheel of a railroad vehicle, and includes a measurement unit for deriving an adhesion coefficient of the railroad vehicle. At this time, the measuring unit is driven by receiving power from the front end of the wheel, a measuring wheel in contact with the rail, a pressing part that presses the measuring wheel to contact the rail, and the measuring wheel, And a power generation braking unit that measures the rotational speed of the measuring wheel.

Description

Real-time maximum adhesive force measurement system for railway vehicles{MEASURING SYSTEM FOR REALTIME MAXIMUM FRICTIONAL FORCE FOR A RAILROAD VEHICLE}

The present invention relates to a maximum adhesive force measurement system, and more particularly, to a real-time maximum adhesive force measurement system for a railway vehicle capable of measuring the maximum value of the adhesive force acting between a wheel and a rail in real time when the railway vehicle is operated.

The adhesive force is a kind of force similar to the frictional force acting between the wheel and the rail of a railroad vehicle, and the maximum value of the adhesive force changes depending on conditions such as the surface condition of the wheel or rail.

In this case, the maximum value of the adhesive force corresponds to the maximum value of the braking force and propulsion force of the railroad vehicle, and when the braking force acting on the wheel by the brake device exceeds the adhesive force, the wheel slides on the rail, and the propulsion device When the driving force acting exceeds the adhesive force, revolution occurs, causing damage to the wheels and rails.

As described above, the maximum value of the adhesive force is a very important factor in the operation of a railroad vehicle, but currently running trains do not have a device or system capable of measuring or estimating the adhesive force. After this occurs, the method of reducing the braking force or propulsion is controlled.

In addition, until now, only a method of indirectly estimating adhesive force through an image or measuring through a separate detection vehicle has been disclosed, and thus the necessity of a system for measuring such adhesive force is increasing.

Korean Patent Registration No. 10-1940834

Accordingly, the technical problem of the present invention is conceived in this respect, and an object of the present invention relates to a real-time maximum adhesive force measurement system for a railway vehicle capable of measuring the maximum adhesive force of a running railway vehicle in real time.

A real-time maximum adhesive force measurement system according to an embodiment for realizing the object of the present invention is provided adjacent to a wheel of a railway vehicle, and includes a measurement unit for deriving an adhesive coefficient of the railway vehicle. At this time, the measuring unit is driven by receiving power from the front end of the wheel, a measuring wheel in contact with the rail, a pressing part that presses the measuring wheel to contact the rail, and the measuring wheel, And a power generation braking unit that measures the rotational speed of the measuring wheel.

In one embodiment, a pair of the measuring wheels are positioned on the rail, and the measuring unit may further include a measuring axle connecting the pair of measuring wheels to each other.

In one embodiment, the pressing part and the measuring axle are connected by a pair of pressing links, and the pressure applied from the pressing part may be provided to the measuring wheel through the pressing links.

In one embodiment, the measuring axle and the pressure links are connected by bearings, and the measuring wheel may be passively rotated as the wheel of the railway vehicle is driven.

In one embodiment, the power generation brake unit and the measurement axle are connected by a power transmission unit, and power generated as the measurement wheel rotates may be provided to the power generation brake unit through the power transmission unit.

In one embodiment, the power generation braking unit rotates by the power provided through the power transmission unit, and when the adhesion coefficient is measured, a drive motor that generates a variable power generation braking force, and the number of rotations of the measuring wheel are measured. It may include an encoder to perform.

In one embodiment, the power generation braking force generated by the driving motor may be varied in any one of a sine or cosine pattern, a triangular sawtooth pattern, and a square sawtooth pattern.

In one embodiment, the measuring unit may be located at a front end of a wheel of the railway vehicle.

In one embodiment, the pressing unit may be any one of a hydraulic actuator, a pneumatic actuator, an electromechanical actuator, and an electromagnet actuator.

In one embodiment, the diameter of the measuring wheel may be smaller than the diameter of the wheel of the railway vehicle.

In one embodiment, the measurement unit, the pressing force applied from the pressing unit, the generation braking force generated by the power generation braking unit, the measured rotational speed of the measurement wheel, the radius of the measurement wheel and the inertia of the measurement axle Based on the moment, it may further include a calculation unit for deriving the adhesion coefficient of the railroad vehicle.

In one embodiment, the adhesion coefficient (μ) of the railway vehicle is calculated by the following equation,

는 발전 제동부의 발전 제동력,

은 철도차량의 저항일 수 있다. Where R is the radius of the measuring wheel, J is the moment of inertia of the measuring axle, M is the wheel weight of the measuring wheel,

Is the power generation braking force of the power generation brake unit,

May be the resistance of a railroad vehicle.

According to the embodiments of the present invention, it is possible to measure the maximum adhesive force during actual operation of a railroad vehicle in real time, so that it is possible to more effectively perform braking control such as skidding prevention during operation of a railroad vehicle. The safety of the vehicle can be further improved.

In addition, by using the maximum adhesive force measured in real time, it is possible to actively utilize the maintenance of railway vehicles and management of weak adhesive strength.

In particular, through a relatively simple configuration, real-time measurement of adhesive force is possible by additionally providing a measuring unit on the vehicle body of a railroad vehicle, and it can be easily provided in a currently running railroad vehicle, so it is highly practical and reduces manufacturing cost. Can be minimized.

That is, in order to derive the measurement factors for the measurement of adhesive force, only the minimum configuration of the pressing unit, the power generation braking unit, the measurement wheel and the measurement axle is included. It is easy to measure the necessary measurement factors and the result of the measured adhesive force. Can further improve the reliability of.

In this case, the measuring wheel is pressed by the pressing unit, but is only passively rotated according to the driving of the railroad vehicle, and thus it can be designed to have a minimal influence on the driving of the actual railroad vehicle.

In addition, by forming the diameter of the measuring wheel to be smaller than the diameter of the wheel of the railway vehicle, energy loss or reduction in ride comfort in the process of measuring the adhesive force can be minimized.

1 is a schematic diagram showing forces acting on a wheel during braking of a railroad vehicle.
Figure 2 is a side view showing a real-time maximum adhesive force measurement system for a railroad vehicle according to an embodiment of the present invention.
3 is a front view showing the measurement unit of FIG. 2.
FIG. 4 is a graph showing the behavior of the measurement wheel in the measurement system of FIG. 1, and FIG. 5 is a graph showing the behavior of the measurement wheel when the adhesive force decreases in the measurement system of FIG. 1.

The present invention will be described in detail in the text, since various modifications can be made and various forms can be obtained. However, this is not intended to limit the present invention to a specific form disclosed, it should be understood to include all changes, equivalents, or substitutes included in the spirit and scope of the present invention. In describing each drawing, similar reference numerals have been used for similar elements. Terms such as first and second may be used to describe various elements, but the elements should not be limited by the terms.

The above terms are used only for the purpose of distinguishing one component from another component. The terms used in the present application are only used to describe specific embodiments, and are not intended to limit the present invention. Singular expressions include plural expressions unless the context clearly indicates otherwise.

In the present application, terms such as "comprise" or "consist of" are intended to designate the presence of features, numbers, steps, actions, elements, parts, or combinations thereof described in the specification, but one or more other features. It is to be understood that the presence or addition of elements or numbers, steps, actions, components, parts, or combinations thereof, does not preclude in advance the possibility of the presence or addition.

Unless otherwise defined, all terms used herein including technical or scientific terms have the same meaning as commonly understood by one of ordinary skill in the art to which the present invention belongs. Terms as defined in a commonly used dictionary should be interpreted as having a meaning consistent with the meaning in the context of the related technology, and should not be interpreted as an ideal or excessively formal meaning unless explicitly defined in the present application. Does not.

Hereinafter, preferred embodiments of the present invention will be described in more detail with reference to the accompanying drawings.

1 is a schematic diagram showing forces acting on a wheel during braking of a railroad vehicle.

First, referring to FIG. 1, when the railroad vehicle proceeds in the illustrated'progress direction', the force acting on the wheels 1 of the railroad vehicle is Yunjung (M), the resistance of the railroad vehicle (Fr), and the adhesive force ( Fa) and power generation braking force (Fb).

In this case, the wheel weight M is defined as being applied to the axle 3 with a vertical force applied to the rail 3 by the wheel 1.

Accordingly, when a force acts as shown in FIG. 1, an equation such as the following equation (1) is obtained through the equation of rotational motion of the wheel.

식 (1)

Equation (1)

In addition, the following equation (2) is derived from the equation of translational motion between the wheel 1 and the rail 3.

식 (2)

Equation (2)

는 차륜의 각속도, v는 차륜과 레일 사이의 병진운동 속도를 의미하며, 상기 식 (1) 및 식 (2)에서 부호는 철도차량이 가속되는 경우가 (+)인 것으로 정의된다. In this case, J is the moment of inertia of the wheel, R is the radius of the wheel,

Is the angular speed of the wheel, v is the speed of translational movement between the wheel and the rail, and in Equations (1) and (2), the sign is defined as (+) when the railroad vehicle is accelerated.

및

을 정의할 수 있다. On the other hand, the translational acceleration between the wheel and the rail and the angular acceleration of the wheel are converted into linear motion, respectively, as shown in Equations (3) and (4) below.

And

Can be defined.

식 (3)

Equation (3)

식 (4)

Equation (4)

In this case, the above formula (4) can be expressed by the following formula (5).

식 (5)

Equation (5)

의 조건을 만족시키는 경우, 차륜의 감속도는 실제 철도차량의 감속도보다 더 급격하여 활주가 진전되는 상태라 할 수 있다. 이 때,

및

은 차량이 정지하는 제동 중을 가정하므로 음수이다. On the other hand, a run is generated when the braking force acting on the wheel of a railroad vehicle exceeds the adhesive force, and considering the definition of such a run,

When the condition of is satisfied, the deceleration of the wheel is more rapid than the deceleration of the actual railroad vehicle, and the sliding progress can be said. At this time,

And

Is negative as it assumes that the vehicle is stopping while braking.

의 조건을 만족시키는 경우, 활주가 발생하지 않았거나 재점착 중인 것으로 판단할 수 있다. Unlike this,

If the condition of is satisfied, it can be judged that the slide has not occurred or is re-adhesive.

That is, based on the above contents, the detection condition for whether or not the slide proceeds can be defined as shown in the following equations (6) and (7).

식 (6)

Equation (6)

식 (7)

Equation (7)

는 최대 점착계수이다. In this case, if the adhesive force when the railroad vehicle is gliding is defined as the maximum adhesive force, it can be defined as in Equation (8) below. in this case,

Is the maximum adhesion coefficient.

식 (8)

Equation (8)

에 대하여 정리하면, 하기 식 (9)와 같이 최대 점착계수를 계산하는 식이 도출된다. Thus, by substituting the above equation (7) into the equation (8) (in this case, equation (7) represents a condition greater than 0, but in order to calculate the maximum adhesion coefficient, the left side of equation (7) becomes 0. I assume),

In summary, an equation for calculating the maximum adhesion coefficient is derived as shown in Equation (9) below.

식 (9)

Equation (9)

In other words, through Equation (9) as described above, the maximum adhesive force, which is the adhesive force when the railroad vehicle is running, can be obtained, and for the railroad vehicle running on the actual rail, the state of the railroad can be artificially induced. If possible, it is possible to derive the maximum adhesion of the actual railroad vehicle in real time.

Hereinafter, the maximum adhesive force measurement system in the embodiment of the present invention will be described in detail with respect to the derivation of the maximum adhesive force in real time through induction of such an artificial sliding state, and the calculation of the maximum adhesive coefficient through it.

Figure 2 is a side view showing a real-time maximum adhesive force measurement system for a railroad vehicle according to an embodiment of the present invention. 3 is a front view showing the measurement unit of FIG. 2.

2 and 3, a real-time maximum adhesive force measurement system for a railroad vehicle (hereinafter referred to as a measurement system) 10 according to the present embodiment includes a measurement unit 200 provided in the vehicle body 100 of the railroad vehicle. do.

The railway vehicle 100 includes a vehicle body 100 and a front wheel 110 and a rear wheel 120 provided under the vehicle body 100, and the front wheel 110 and the rear wheel 120 ) Proceeds on the rail 300.

In this case, as shown in FIG. 2, the measurement unit 200 may be provided at the front end of the front end 101 of the vehicle body 100, the front end of the front wheel 110, and of course, FIG. 2 Unlike shown in FIG. 2, it may be provided at a rear end of the rear wheel 120 or between the front wheel 110 and the rear wheel 120.

However, in order to effectively utilize the measured adhesive force information to prevent sliding, it may be located at the front end or the rear end of the railroad vehicle 10 in the traveling direction.

The railroad vehicle 100 is not a separate test vehicle, but is an actual operating vehicle that carries passengers or cargo. In the case of this embodiment, a measurement unit additionally provided to the actual railroad vehicle 100 ( Through 200), it is characterized in that the maximum adhesive force of the railroad vehicle 100 is measured in real time.

Hereinafter, the measurement unit 200 will be described in more detail.

The measuring unit 200 includes a measuring wheel 210, a pressing part 220, a power generation braking part 230, a measuring axle 240, a power transmission part 250, and an operation part 260.

The measuring wheel 210 is positioned so as to contact each of the pair 211 and 212 on the rail 300, is not provided with a rotational driving force, and the railroad vehicle 100 moves on the rail 300 Accordingly, it is passively rotated by the frictional force with the rail 300.

In this case, the pair of measurement wheels 211 and 212 are connected to each other by the measurement axle 240, so that the rotation of the measurement wheels 211 and 212 eventually ends with the measurement axle 240 Induces the rotation of.

In addition, the measurement wheels 211 and 212 and the measurement axle 240 are constrained and connected so as not to rotate relative to each other, and accordingly, the rotation of the measurement wheels 211 and 212 is minimized and loss is minimized. It is transmitted to the axle 240 for measurement.

The diameter of the measuring wheels 211 and 212, which will be described as hereinafter 210), is formed smaller than the diameter of the wheels 110 and 120 of the railway vehicle, as shown, and thus, the diameter of the measuring wheel is small As it is formed, it is possible to minimize energy loss during braking and to minimize deterioration in ride comfort, etc. in a railroad vehicle that actually carries passengers or cargo.

The pressing part 220 is located above the measuring axle 240 and is connected to the measuring axle 240 and the first and second pressing links 221 and 222.

In this case, the first pressure link 221 is connected to be adjacent to the first measurement wheel 211 side, and the second pressure link 222 is adjacent to the second measurement wheel 212 side. It is connected, and the first and second pressure links 221 and 222 may be disposed to be spaced apart from each other by a predetermined distance.

The pressing unit 220 applies pressure to the measuring axle 240 through the first and second pressing links 221 and 222, and finally, the pressure is applied to the measuring wheel 210.

That is, the pressing unit 220 applies a force to the measurement wheel 210 in a vertical direction, that is, from an upper to a lower direction toward the rail 300, through which the measurement wheel 210 Yunjung of will change. At this time, the weight of the measuring wheel 210 may be derived in consideration of the load of the measuring unit 200 and the railroad vehicle 100, excluding the load applied by the pressing unit 220 Are all constant values and can be preset values.

In this case, the pressing unit 220 may be any one of a hydraulic actuator, a pneumatic actuator, an electromechanical actuator, and an electromagnet actuator, and if a vertical load is applied to the measuring wheel 210, the type is not limited. .

On the other hand, the first and second pressure links 221, 222, although not shown, a bearing is fixed in the center, and the measurement axle 240 is connected through the bearing.

Thus, the measurement axle 240 is not provided with rotational driving force through the pressing unit 220, and accordingly, the measurement wheel 210 provides only a load in the vertical direction from the pressing unit 220 You will receive.

As described above, when a load is applied to the measurement wheel 210 through the pressing part 220, an adhesive force acts between the measurement wheel 210 and the rail 300, so that the measurement wheel ( 210) is rotated.

The power generation braking unit 230 includes a driving motor 232 and an encoder 235, and the power generation braking unit 230 is connected to the measurement axle 240 through the power transmission unit 250.

That is, the power transmission unit 250 includes a first power transmission unit 251 connected to the drive shaft 231 of the drive motor 232, and a second power transmission unit connected to the measurement axle 240 ( 252), and the first and second power transmission units 251 and 252 are connected to each other to transmit power.

In this case, the first and second power transmission units 251 and 252 are connected to each other by gear coupling, or are connected to each other through a chain or belt, so that it is necessary to minimize the loss of driving force in the driving transmission process.

Meanwhile, as described above, when the measurement wheel 210 rotates by applying a load of the pressing unit 220, the measurement axle 240 also rotates, and the measurement axle 240 The rotational force is transmitted to the driving motor 232 through the power transmission unit 250.

That is, through the rotation of the measuring wheel 210, the rotor of the drive motor 232 rotates.

In this case, when the measurement unit 200 enters the measurement mode, the driving motor 232 generates a variable generation braking force, and the generated generation braking force is transmitted to the driving motor 232 for the measurement. The axle 240, that is, the rotational force transmitted from the measurement wheel 210 is canceled, or further, the rotation of the measurement wheel 210 is variable by the power generation braking force.

On the other hand, the variable power generation braking force generated by the driving motor 232 may be provided in a repeating pattern having a predetermined period, for example, a sine or cosine pattern, a triangular sawtooth pattern, a square It may be any one of a serrated pattern.

Further, when the drive motor 232 generates the power generation braking force in the measurement mode, the encoder 235 measures the number of rotations of the measurement wheel 210 through the drive motor 232.

When entering the measurement mode, the calculation unit 260 calculates the adhesion coefficient based on the factors derived above.

는 상기 발전 제동부(230)의 발전 제동력,

은 철도차량(100)의 저항으로 정의될 수 있다. That is, using the equation (9), the calculation unit 260 can calculate the maximum adhesion coefficient μ, in the equation (9), R is the radius of the measurement wheel 210, J is the measurement The moment of inertia of the axle 240, M is the wheel weight of the measuring wheel 210,

Is the power generation braking force of the power generation braking unit 230,

May be defined as the resistance of the railroad vehicle 100.

)은, 상기 구동 모터(232)의 발전 제동력을 측정하여 도출될 수 있고, 상기 철도차량(100)의 저항(

)은 상기 철도차량이 가지고 있는 선로의 구배 등과 같은 선로정보를 통해 추정이 가능하다. In this case, the wheel weight (M) of the measuring wheel 210 may be derived through other preset loads in addition to the load applied from the pressing unit 220 as described above, and the power generation braking unit 230 ) Of power generation braking force (

), can be derived by measuring the power generation braking force of the drive motor 232, the resistance (

) Can be estimated through track information such as the slope of the track possessed by the railway vehicle.

Therefore, through the above equation (9), in the calculation unit 260, in real time, the maximum adhesion force of the rail on which the railway vehicle 100 is operated can be calculated in real time, and the braking force of the railway vehicle 100 is applied by using this Can be used for

FIG. 4 is a graph showing the behavior of the measurement wheel in the measurement system of FIG. 1, and FIG. 5 is a graph showing the behavior of the measurement wheel when the adhesive force decreases in the measurement system of FIG. 1.

First, referring to FIG. 4, it is assumed that the power generation braking force generated through the drive motor 232 of the power generation braking unit 230 is provided in a pattern of a sine graph, and this power generation braking force is generated as shown in graph A. .

In addition, the adhesive force calculated through the calculation unit 260 is the same as in graph B, and the rotational speed of the measuring wheel 210 measured by the encoder 235 is as in graph C.

Based on this, reviewing the state of change in graphs A, B, and C of FIG. 4, when the power generation braking force begins to exceed the maximum adhesive force (ie, X in FIG. 4), the adhesive force does not increase any more, It can be seen that a state in which the rotational speed of the measurement wheel 210 rapidly decreases, that is, a sliding state occurs.

Thereafter, when the power generation braking force begins to drop below the maximum adhesive force (i.e., Y in Fig. 4), the sliding state is restored and it can be confirmed that the rotational speed of the measuring wheel 210 returns to the normal speed. have.

That is, as described above, it is possible to derive a change in adhesive force through the measurement unit 200, and information on the maximum adhesive force, which is a state in which the sliding starts to occur, can be derived in real time for the actual railway vehicle. .

Thus, based on the information on the maximum adhesive force, it can be utilized for braking of the operated railroad vehicle 10, and through this, the sliding of the railroad vehicle 10 can be prevented, thereby achieving a more stable operation.

On the other hand, referring to FIG. 5, when the maximum adhesive force is relatively reduced, it can be seen that the degree of sliding (change in the amount of slide and the size of the amount of run in the section between X and Y) increases, and the maximum adhesive force is the actual railroad You can check the effect on the run of the vehicle.

According to the embodiments of the present invention, it is possible to measure the maximum adhesive force during actual operation of a railroad vehicle in real time, so that it is possible to more effectively perform braking control such as skidding prevention during operation of a railroad vehicle. The safety of the vehicle can be further improved.

In addition, by using the maximum adhesive force measured in real time, it is possible to actively utilize the maintenance of railway vehicles and management of weak adhesive strength.

In particular, through a relatively simple configuration, real-time measurement of adhesive force is possible by additionally providing a measuring unit on the vehicle body of a railroad vehicle, and it can be easily provided in a currently running railroad vehicle, so it is highly practical and reduces manufacturing cost. Can be minimized.

That is, in order to derive the measurement factors for the measurement of adhesive force, only the minimum configuration of the pressing unit, the power generation braking unit, the measurement wheel and the measurement axle is included. It is easy to measure the necessary measurement factors and the result of the measured adhesive force. Can further improve the reliability of.

In this case, the measuring wheel is pressed by the pressing unit, but is only passively rotated according to the driving of the railroad vehicle, and thus it can be designed to have a minimal influence on the driving of the actual railroad vehicle.

In addition, by forming the diameter of the measuring wheel to be smaller than the diameter of the wheel of the railway vehicle, energy loss or reduction in ride comfort in the process of measuring the adhesive force can be minimized.

Although the above has been described with reference to preferred embodiments of the present invention, those skilled in the art will be able to variously modify and change the present invention without departing from the spirit and scope of the present invention described in the following claims. You will understand that you can.

10: maximum adhesive force measurement system 100: vehicle body
110: front wheel 120: rear wheel
200: measuring unit 210: measuring wheel
220: pressurization unit 230: power generation braking unit
232: drive motor 235: encoder
240: measuring axle 250: power transmission unit
260: operation unit 300: rail

Claims (12)

It is provided to be adjacent to the wheel of the railroad vehicle, and includes a measuring unit for deriving the adhesion coefficient of the railroad vehicle,
The measuring unit,
A measurement wheel that contacts a rail at a front end of the wheel;
A measuring axle connecting the measuring wheel;
A pressing unit for pressing the measuring wheel to contact the rail; And
It includes a power generation braking unit connected to the measurement axle by a power transmission unit,
The power generation brake unit,
A drive motor that rotates by the power provided through the power transmission unit and generates a power generation braking force that varies when the adhesion coefficient is measured; And
A real-time maximum adhesive force measurement system comprising an encoder that measures the number of revolutions of the measuring wheel. The method of claim 1,
The measuring wheel is a real-time maximum adhesive force measurement system, characterized in that a pair is located on the rail. The method of claim 2,
The pressing part and the measuring axle are connected by a pair of pressing links,
The pressure applied from the pressing unit is provided to the measuring wheel through the pressing links. The method of claim 3,
The measuring axle and the pressure links are connected by bearings,
The measuring wheel is a real-time maximum adhesive force measurement system, characterized in that the passive rotation as the wheel of the railway vehicle is driven. The method of claim 2,
The power generated as the measuring wheel rotates is provided to the power generation braking unit through the power transmission unit. delete The method of claim 5,
The power generation braking force generated by the drive motor is variable in any one of a sine or cosine pattern, a triangular sawtooth pattern, and a square sawtooth pattern. The method of claim 1, wherein the measuring unit,
Real-time maximum adhesive force measurement system, characterized in that located at the front end of the wheel of the railway vehicle. The method of claim 1, wherein the pressing part,
A real-time maximum adhesive force measurement system, characterized in that it is any one of a hydraulic actuator, a pneumatic actuator, an electromechanical actuator, and an electromagnet actuator. The method of claim 1,
A real-time maximum adhesive force measurement system, characterized in that the diameter of the measuring wheel is smaller than the diameter of the wheel of the railway vehicle. The method of claim 1, wherein the measuring unit,
The adhesion of the railway vehicle based on the pressing force applied by the pressing part, the power generation braking force generated by the power generation braking part, the measured rotation speed of the measuring wheel, the radius of the measuring wheel and the moment of inertia of the measuring axle. Real-time maximum adhesive force measurement system, characterized in that it further comprises a calculation unit for deriving the coefficient. The method of claim 11, wherein the adhesion coefficient (μ) of the railway vehicle is,
It is calculated by the following formula,

Where R is the radius of the measuring wheel, J is the moment of inertia of the measuring axle, M is the wheel weight of the measuring wheel,

Is the power generation braking force of the power generation brake unit,

Real-time maximum adhesive force measurement system, characterized in that the resistance of the railroad vehicle.

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