Drive Anti-slip Control of Three-module Distributed Drive Virtual Track Trains

doi:10.3969/j.issn.1004-132X.2026.09.027

Abstract

Abstract:

Aiming at the slipping problems caused by the articulated structure and multi-wheel configuration of virtual track trains， a three-module distributed anti-slip control model was proposed， including driver control， anti-slip control and torque coordination control modules. The driver control was based on fuzzy control algorithm. With the speed errors and the change rate as the inputs， the pedal opening degree was output to achieve precise tracking of the vehicle's target speed. The anti-slip control adopted the PID algorithm based on slip rate deviation to adjust motor driving torque and effectively suppress wheel slippage. To solve the problems of steering deviation caused by torque differences， the “coaxial low selection” principle was proposed to achieve the coordination of torques of coaxial wheels and ensure driving stability. The simulation results show that the errors of this model are less than 0.5% in speed control. Without the application of anti-slip control， the slip rate of the vehicle wheels and the driving torque show obvious fluctuations， verifying the necessity of anti-slip control measures. Under the conditions of low adhesion coefficient and mating road surface， the system may achieve stable control of slip rate and improvement of acceleration performance. Compared with sliding mode control， the results of experiments show that the PID control performs better in terms of control accuracy and system stability. Under the conditions of open road surfaces， the torque coordination module unifies the torque of coaxial wheels through the “coaxial low selection” strategy， effectively avoiding steering deviations and enhancing the vehicle's handling stability.

Key words: virtual rail train, distributed drive, driver model, drive anti-slip control, slip rate, torque coordination control

摘要：

针对虚拟轨道列车因铰接结构与多车轮配置引发的打滑问题，提出了一种三模块分布式防滑控制模型，包含驾驶员控制、防滑控制与转矩协调控制模块。驾驶员控制基于模糊控制算法，以速度误差及其变化率为输入，输出踏板开度，实现车辆目标速度精准跟踪。防滑控制采用基于滑转率偏差的PID算法，调节电机驱动力矩，有效抑制车轮打滑。为解决因力矩差异引起的转向偏差问题，提出“同轴低选”原则，实现同轴车轮力矩协调，保障行驶稳定性。仿真结果表明：该模型在速度控制中的误差小于0.5%；在未施加防滑控制的情况下，车轮滑转率及驱动力矩表现出明显波动，验证了防滑控制措施的必要性；在低附着系数及对接路面工况下，系统可实现滑转率稳定控制与加速性能改善。将该方法与滑模控制方法进行对比实验，结果显示，PID控制在控制精度与系统稳定性方面表现更优。在对开路面工况下，转矩协调模块通过“同轴低选”策略统一同轴车轮力矩，有效避免了转向偏差，提高了车辆操控稳定性。

关键词: 虚拟轨道列车, 分布式驱动, 驾驶员模型, 驱动防滑控制, 滑转率, 转矩协调控制

CLC Number:

U284.48

CHEN Yong, ZUO Jianyong, CAO Wenxiang, LIU Hongda, WU Lei. Drive Anti-slip Control of Three-module Distributed Drive Virtual Track Trains[J]. China Mechanical Engineering, 2026, 37(9): 2343-2353.

陈勇, 左建勇, 曹文祥, 刘宏达, 吴磊. 三模块分布式驱动虚拟轨道列车的驱动防滑控制[J]. 中国机械工程, 2026, 37(9): 2343-2353.

Figures/Tables 30

Tab. 1 Basic vehicle parameters

参数	数值
首尾车质量/kg	7124.24
中间车质量/kg	7124.24
首尾车绕z轴转动惯量/（kg·m²）	5.41×10⁹
各车前后轴到质心的距离/m	2.7
各车轴距/m	5.6
各车轮距/m	2.4
质心高度/m	1.5
中间车绕z轴转动惯量/（kg·m²）	5.41×10⁹
铰接点到前后轴的距离/m	1.6
车轮质量/kg	25

Fig.1 Schematic diagram of a three-module virtual rail train model

Fig.2 Road surface creation schematic［19］

Fig.3 Drive motor external characteristic curve

Fig.4 Flow chart of driver control model

Fig.5 Flow chart of anti-slip control model

Fig.6 Relationship between sliding rate and adhesion coefficient of typical road surface［21］

Tab.2 Optimal slip rate for different road surfaces

路面	最优滑转率
摩擦因数μ=0.2	0.35
摩擦因数μ=0.4	0.40

Fig.7 Schematic diagram of PID anti-slip control

Fig.8 Flow chart of torque coordination control

Fig.9 Speed control changing diagram

Fig.10 Changing curve of wheel driving torque

Fig.11 Changing curve of wheel slip rate

Fig.12 Changing curves of first car wheel torque （road surface 1）

Fig.13 Changing curves of middle car wheel torque （road surface 1）

Fig.14 Changing curves of first car wheel slip rate （road surface 1）

Fig.15 Changing curves of middle car wheel slip rate（road surface 1）

Fig.16 Changing curves of vehicle longitudinal velocity （road surface 1）

Fig.17 Torque changing curves after control by different algorithms（road surface 1）

Fig.18 Wheel slip rate changing curves after control by different algorithms（road surface 1）

Fig.19 Changing curves of first car wheel torque （road surface 2）

Fig.20 Changing curves of middle car wheel torque （road surface 2）

Fig.21 Changing curves of first car wheel slip rate （road surface 2）

Fig.22 Changing curves of middle car wheel slip rate（road surface 2）

Fig.23 Changing curves of vehicle longitudinal velocity（road surface 2）

Fig.24 Torque changing curves after control by different algorithms（road surface 2）

Fig.25 Wheel slip rate changing curves after control by different algorithms（road surface 2）

Fig.26 Schematic diagram of split road surface

Fig.27 Driving torque changing diagram without torque coordinated control

Fig.28 Driving torque changing diagram with torque coordinated control

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