CN107368460B - Train shaking factor detection device and method - Google Patents

Train shaking factor detection device and method Download PDF

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CN107368460B
CN107368460B CN201710616557.1A CN201710616557A CN107368460B CN 107368460 B CN107368460 B CN 107368460B CN 201710616557 A CN201710616557 A CN 201710616557A CN 107368460 B CN107368460 B CN 107368460B
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factor
train
shaking
coordinate system
track
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CN107368460A (en
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王平
王源
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Southwest Jiaotong University
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    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F17/00—Digital computing or data processing equipment or methods, specially adapted for specific functions
    • G06F17/10—Complex mathematical operations
    • G06F17/18—Complex mathematical operations for evaluating statistical data, e.g. average values, frequency distributions, probability functions, regression analysis
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F17/00—Digital computing or data processing equipment or methods, specially adapted for specific functions
    • G06F17/10—Complex mathematical operations
    • G06F17/16—Matrix or vector computation, e.g. matrix-matrix or matrix-vector multiplication, matrix factorization
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • G07C5/0841—Registering performance data

Abstract

The invention provides a train shaking factor detection device and method, and relates to the field of rail transit. Converting received first acceleration information of a plurality of first three-dimensional coordinate systems established along the screen of each intelligent terminal into a plurality of second acceleration information of a second three-dimensional coordinate system taking the train running direction as the Y axis, wherein each train comprises a plurality of intelligent terminals moving along the train; according to the second acceleration information, the train identity information and the intelligent terminals, a vehicle shaking factor result is generated, so that a detection instrument does not need to be installed on the train, the requirement of the detection equipment on the installation posture is eliminated, the current dependence on the installation detection instrument is broken, the cost is saved, the vibration condition of the train in the longitudinal direction (namely the direction along the running direction of the train) is considered, the detection accuracy and reliability are high, and the unsmooth position and the object are accurately positioned.

Description

Train shaking factor detection device and method
Technical Field
The invention relates to the field of rail transit, in particular to a train shaking factor detection device and method.
Background
With the gradual formation of high-speed railway networks in China, the pressure of line maintenance is gradually increased. The accurate grasping of the train running state can provide a basis for vehicle maintenance on the one hand, and is an important basis for railway line maintenance on the other hand, wherein the accurate, wide and convenient detection of the train body acceleration becomes a new research hotspot.
In the prior art, monitoring of the service state of the railway train and evaluation of the track smoothness mainly rely on special detection equipment, such as a plating instrument, a shaking instrument and the like. The detection instrument for monitoring the service state of the railway train and evaluating the smoothness of the track in the prior art has higher cost, has special requirements on the placement position and the placement posture of equipment, and has low operation experience of workers. The detection mode is that the service state of the train is evaluated by measuring data through a simple Sperling index (railway train running stability index) and an acceleration effective value method, the smoothness of the track is evaluated according to an evaluation result, and the vertical and transverse vibration (longitudinal vibration acceleration is not considered) of the train is only considered by the plating instrument and the shaking instrument, so that the detection accuracy and reliability are low; moreover, the data source is single, the acquired data is very discrete, the multi-data fusion analysis is not considered by utilizing the shaking data of a plurality of trains or a plurality of track sections, and for the service state evaluation and track smoothness evaluation of the high-speed train, the data analysis and processing method is lagged behind, the position and the object which are not smooth cannot be accurately positioned, and the increasing high-speed railway maintenance and repair requirements are difficult to meet.
Disclosure of Invention
In view of the above, an object of the embodiments of the present invention is to provide a train shaking factor detection device and method to improve the above-mentioned problems.
In a first aspect, an embodiment of the present invention provides a train shaking factor detection device, where the train shaking factor detection device includes:
the intelligent terminal comprises an information receiving unit, a display unit and a control unit, wherein the information receiving unit is used for receiving a plurality of pieces of position information and a plurality of pieces of train identity information which are sent by a plurality of intelligent terminals moving along different trains and a plurality of pieces of first acceleration information in three axial directions of a first three-dimensional coordinate system established along a screen of the intelligent terminal, and each train comprises a plurality of intelligent terminals moving along the train;
the acceleration information conversion unit is used for converting a plurality of pieces of first acceleration information in three axial directions of a first three-dimensional coordinate system established along a screen of each intelligent terminal into a plurality of pieces of second acceleration information of a second three-dimensional coordinate system taking the train running direction as a Y axis;
and the vehicle shaking factor generating unit is used for generating a vehicle shaking factor result according to the second acceleration information, the train identity information and the position information.
In a second aspect, an embodiment of the present invention further provides a train shaking factor detection method, where the train shaking factor detection method includes:
receiving a plurality of pieces of position information, a plurality of pieces of train identity information and a plurality of pieces of first acceleration information in three axial directions of a first three-dimensional coordinate system established along a screen of an intelligent terminal, which are sent by a plurality of intelligent terminals moving along different trains, wherein each train comprises the plurality of intelligent terminals moving along the train;
converting a plurality of pieces of first acceleration information in three axial directions of a first three-dimensional coordinate system established along a screen of each intelligent terminal into a plurality of pieces of second acceleration information of a second three-dimensional coordinate system taking the train running direction as a Y axis;
and generating a vehicle shaking factor result according to the second acceleration information, the train identity information and the position information.
Compared with the prior art, the train shaking factor detection device and method provided by the invention firstly receive a plurality of pieces of position information and a plurality of pieces of train identity information which are sent by a plurality of intelligent terminals moving along different trains and a plurality of pieces of first acceleration information in three axial directions of a first three-dimensional coordinate system established along a screen of the intelligent terminal, wherein each train comprises a plurality of intelligent terminals moving along the train; then, converting a plurality of pieces of first acceleration information in three axial directions of a first three-dimensional coordinate system established along a screen of each intelligent terminal into a plurality of pieces of second acceleration information of a second three-dimensional coordinate system taking the train running direction as a Y axis; and finally, generating a vehicle shaking factor result according to the second acceleration information, the train identity information and the position information. According to the train shaking factor detection device and method, a detection instrument does not need to be installed on a train, the requirement of detection equipment on the placing (installing) posture is eliminated, the dependence on the installed detection instrument in the prior art is broken through, the instrument cost and the labor cost are saved, the vibration condition of the train in the longitudinal direction (namely the direction along the train running direction) is also considered in consideration of the vertical direction and the transverse vibration of the train, the detection accuracy and reliability are high, in addition, the unsmooth position and the object can be accurately positioned, and the increasing high-speed railway maintenance requirements are met.
In order to make the aforementioned and other objects, features and advantages of the present invention comprehensible, preferred embodiments accompanied with figures are described in detail below.
Drawings
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. The components of embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Fig. 1 is a schematic diagram of interaction between an intelligent terminal and a server according to an embodiment of the present invention;
fig. 2 is a block diagram of a server according to an embodiment of the present invention;
fig. 3 is a functional unit schematic diagram of a train shaking factor detection device provided by an embodiment of the invention;
fig. 4 is a schematic diagram of specific functional units of a vehicle shaking factor generation unit according to an embodiment of the present invention;
fig. 5 is a flowchart of a train shaking factor detection method according to an embodiment of the present invention.
Icon: 100-an intelligent terminal; 200-a server; 300-a wireless network; 400-train shaking factor detection device; 101-a memory; 102-a memory controller; 103-a processor; 104-peripheral interfaces; 301-an information receiving unit; 302-an acceleration information conversion unit; 303-vehicle shaking factor generating unit; 3031-shaking factor calculating subunit; 3032-difference calculation subunit; 3033-result generation subunit.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. The components of embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present invention without making any creative effort, shall fall within the protection scope of the present invention.
The train shaking factor detection device and method provided by the preferred embodiment of the invention can be applied to the application environment as shown in fig. 1. As shown in fig. 1, a plurality of intelligent terminals 100 and a server 200 are located in a wireless network 300, and the plurality of intelligent terminals 100 and the server 200 perform data interaction through the wireless network 300. In the embodiment of the present invention, the intelligent terminal 100 is installed with an acceleration sensor, a controller, a wireless communication module, a GPS positioning module, and a ticket reservation application, and corresponds to the server 200. In the embodiment of the present invention, the smart terminal 100 is preferably a mobile terminal device, and may include a smart phone, a tablet computer, a laptop portable computer, a wearable mobile terminal, and the like.
Fig. 2 shows a block diagram of a server 200 in an embodiment of the present invention. As shown in fig. 2, the server 200 includes a train-shaking-factor detection device 400, a memory 101, a storage controller 102, one or more processors 103 (only one is shown), a peripheral interface 104, and the like. These components communicate with each other via one or more communication buses/signal lines. The payment means detecting device 400 includes at least one software function module which can be stored in the memory 101 in the form of software or firmware (firmware) or is fixed in an Operating System (OS) of the server 200.
The memory 101 may be used to store software programs and modules, such as program instructions/modules corresponding to the image processing apparatus and method in the embodiment of the present invention, and the processor 103 executes various functional applications and data processing, such as the payment method detection method provided in the embodiment of the present invention, by running the software programs and modules stored in the memory 101. Memory 101 may include high speed random access memory and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. Access to the memory 101 by the processor 103 and possibly other components may be under the control of the memory controller 102.
The peripheral interface 104 couples various input/output devices to the processor 103 as well as to the memory 101. In some embodiments, the peripheral interface 104, the processor 103, and the memory controller 102 may be implemented in a single chip. In other examples, they may be implemented separately from the individual chips.
It will be appreciated that the configuration shown in fig. 2 is merely illustrative and that server 200 may include more or fewer components than shown in fig. 2 or have a different configuration than shown in fig. 2. The components shown in fig. 2 may be implemented in hardware, software, or a combination thereof.
Referring to fig. 3, an embodiment of the present invention provides a train shaking factor detection device 400, which is applied to a server 200, and the train shaking factor detection device 400 includes an information receiving unit 301, an acceleration information conversion unit 302, and a shaking factor generation unit 303.
The information receiving unit 301 is configured to receive a plurality of pieces of position information, a plurality of pieces of train identity information, and a plurality of pieces of first acceleration information in three axial directions of a first three-dimensional coordinate system established along a screen of the intelligent terminal 100, which are sent by a plurality of intelligent terminals 100 moving with different trains, where each train includes a plurality of intelligent terminals 100 moving with the train.
In this embodiment, when the passenger carries the intelligent terminal 100 to train, the position information of the train at different moments can be collected, and the intelligent terminal 100 stores train identity information (for example, train number information included in a ticket purchased by the passenger at the ticket purchasing APP, and further, the train identity information may further include carriage and seat information included in the ticket). In this embodiment, the first acceleration information is data preprocessed by the smart terminal 100. During the measurement process, on one hand, an abnormal condition may occur to some measured data due to a system failure of the intelligent terminal 100, and on the other hand, a local data mutation and the like may occur due to a contact state of the intelligent terminal 100 and the floor of the carriage, such as a relative displacement. These abnormal data do not reflect the actual vibration of the vehicle body and should be removed.
The acceleration information conversion unit 302 is configured to convert a plurality of pieces of first acceleration information in three axial directions of a first three-dimensional coordinate system established along a screen of each of the intelligent terminals 100 into a plurality of pieces of second acceleration information of a second three-dimensional coordinate system having a train traveling direction as a Y axis.
Specifically, the acceleration information conversion unit 302 is used for the basis equation
Figure GDA0002631973300000071
Converting a plurality of pieces of first acceleration information in three axial directions of a first three-dimensional coordinate system established along a screen of each of the intelligent terminals 100 into a plurality of pieces of second acceleration information of a second three-dimensional coordinate system with a train traveling direction as a Y-axis.
Specifically, the acceleration information conversion unit 302 includes: a deviation angle calculation operator unit for calculating a basis equation
Figure GDA0002631973300000072
n belongs to F, and calculating the deviation angle between the first coordinate system and the second coordinate system, wherein E (a)xay) Denotes axAnd ayCovariance of E (a)x 2-ay 2) Is axAnd ayDifference of variance of (a)xFirst acceleration information representing the x-axis direction, ayAnd the first acceleration information of the y-axis is represented, n represents any integer, and F represents an integer set.
Wherein the content of the first and second substances,
Figure GDA0002631973300000073
as the second acceleration information, the acceleration information,
Figure GDA0002631973300000074
as the first acceleration information, the acceleration information,
Figure GDA0002631973300000075
k is a cross-product matrix of the rotation axis,
Figure GDA0002631973300000076
is the angle between vector Z and vector v,
Figure GDA0002631973300000077
z is a unit vector Z in the vertical direction of the second three-dimensional coordinate system, wherein Z is (0,0,1)TTheta is the deviation angle between the first coordinate system and the second coordinate system,
Figure GDA0002631973300000081
v＝(xg,yg,zg)Tv is an attitude vector of the first acceleration information in three axial directions of the first three-dimensional coordinate system, I is a unit vector, u is a rotation axis, and u is a rotation axis1Is the component of the axis of rotation in the X-axis of the second three-dimensional coordinate system, u2Is the component of the axis of rotation in the Y-axis of the second three-dimensional coordinate system, u3Is the component of the axis of rotation in the Z-axis of the second three-dimensional coordinate system.
The vehicle shaking factor generating unit 303 is configured to generate a vehicle shaking factor result according to the plurality of second acceleration information, the plurality of train identity information, and the plurality of location information.
In this embodiment, for the data collection and analysis, data collected in one week is used as an analysis object and is used as a basis for multi-data fusion analysis. Because a plurality of intelligent terminals 100 are used for acquiring data, for the same train, a plurality of groups of data are input at the same time, so that a great amount of vehicle shaking reference data of the same train in different track sections (or different trains in the same track section) can be acquired in one week, which cannot be realized by the traditional vehicle adding instrument and vehicle shaking instrument system (the data acquired by the traditional vehicle adding instrument and vehicle shaking instrument system are very discrete).
Since the track-train coupling system is too complex, there are many times when a train shaking event occurs. The vehicle shaking event marks that the service state of the train is reduced or the smoothness of the track is poor. Generally, it is difficult to simply explain whether a car shaking event occurs because the track state is degraded or the vehicle state is poor, and the following three phenomena generally occur: 1) in the same track position, different trains shake when passing; 2) the same train is subjected to vehicle shaking when passing through different track positions; 3) the probabilistic vehicle shaking occurs in the same train and the same track position. The way of identifying which of the above-mentioned situations the vehicle shaking factor is specific to may be: as shown in fig. 4, the vehicle shaking factor generating unit 303 may include:
a shake factor calculation subunit for calculating a formula
Figure GDA0002631973300000091
Figure GDA0002631973300000092
Calculating a vehicle factor shaking factor and a track factor shaking factor, wherein Ik + Ic is 1, sum (p (ci, k)) is a sum of first shaking spectrum elements corresponding to different track sections where the train with the train identity information ci passes through, and
Figure GDA0002631973300000093
Figure GDA0002631973300000094
wherein m is the number of track sections, k is different track sections, C is different train identity information, C is the number of train identity information, sum (p (C, kj)) is the corresponding second shaking car score element sum when the track section kj belongs to the position information of different trains, and kj is the fixed track section to which the position information belongs
Figure GDA0002631973300000095
P (c, k) is vehicle-track swaying spectrum, at,c,j,dThe second acceleration information includes α being a normalization coefficient, Ic being a vehicle factor shaking factor, Ik being a track factor shaking factor, t being time, dL being a unit track section length, j being a target position of the track section, and d being a direction of the target position of the track section.
Figure GDA0002631973300000096
It can be understood that the time is [ t1, t2 ]]In the k-th track section [ k-1, k ] of vehicles in the area, denoted by the reference character c]Within dL, the sum re-evolution of all the vehicle shake acceleration indicator squares in direction d (vertical or lateral). Alpha is a normalized coefficient and has the unit of s2And/m. The reason for squaring the acceleration index is to show that the larger the acceleration influence, the worse. For example, a primary acceleration three-level overrun is worse than a 2 acceleration two-level overrun. The final evolution is to ensure that the elements in each P (c, k) have the same dimension as the acceleration. The normalization factor is an average acceleration level and is an adjustable quantity, e.g. taking the value 0.1m/s2Meaning 0.1m/s2Is an intermediate level, greater than this value is squared up and less than this value is squared down, thus achieving the effect of screening for severe accelerations.
The specific principle of calculating the shaking factor is as follows, the vehicle-track shaking spectrum is a comprehensive statistic of the massive acceleration data collected by the plurality of intelligent terminals 100, and can visually display the statistical rule of the vehicle-track position and the shaking phenomenon. Namely, the magnitude of the vehicle-track shaking spectrum directly reflects the strength of the coupled shaking between the train with the train identity information of c and the track section k. A greater magnitude of the vehicle-track sway spectrum indicates a more severe sway. In the daily maintenance and repair process, in order to weaken or eliminate certain strong vehicle shaking points in the vehicle-track vehicle shaking table, the mutual coupling effect of the train and the track should be considered at the same time, and the respective problems cannot be simply and independently considered.
The car shaking factors in practical situations mainly include the following three situations:
when the track section k1 occurs in the event a, a vehicle shaking event is frequently detected in the track section k1, the train identity information of the passing trains is various, and the trains with the train identity information c1 corresponding to the event a have no (or very little) vehicle shaking phenomenon at other positions, so that the event a can be determined to be caused by poor track smoothness.
Event B occurs at track section k2 with train identity information for the corresponding train being c 2. If the train with the train identity information c2 has a large number of shaking events measured at different mileage positions, and only a few shaking events are observed in the track section k2, it can be determined that the event B is caused by poor vehicle status and should be maintained.
Event C occurs at track section k3 with train identity information for the corresponding train being C3. It can be found that for the vehicle shaking event C, a large number of vehicle shaking phenomena are counted in different track sections by the track section k1 and the train identity information C3, and the occurrence of the event C, the poor vehicle state and the track smooth state deterioration can be determined to be related.
The mathematical principle of the specific implementation is as follows:
the vehicle identity information has C categories, and the track interval is divided into m sections. Vehicle-track wobble spectrum sum (P) is the sum of all elements in P (c, k), i.e.
Figure GDA0002631973300000111
The sum of spectrogram elements corresponding to the car number ci is as follows:
Figure GDA0002631973300000112
the sum of spectrogram elements in the corresponding column of the track section kj is:
Figure GDA0002631973300000113
the value of summing sum of C train identity information sum of m mileage (P (ci, k)) and the value of summing m mileage positions sum (P (C, kj)) are equal to sum (P).
In order to describe the degree of deterioration of the vehicle state and the degree of deterioration of the track state, P (c, k) in a fully random state is selected as a reference in the embodiment of the present invention. The fully random state means that the train shaking event of the train-track coupling system is fully random. When the statistical sample cloth is enough, all the P (c, k) in the obtained vehicle-track shaking spectrum tend to be equal, and at the moment, the following mathematical relationship holds for the vehicle number ci and the track position kj: if sum (P (ci, k)) × C ═ sum (P (C, kj)) × m satisfies the above mathematical relationship, it is considered that the coupling relationship between the train ci and the track section kj is equal, that is, the train factor and the track quality factor exist to the same extent. Next, for the coupling relationship of the vehicle ci in the mileage range of the track kj, the calculation model of the vehicle factor sway factor and the track factor sway factor is as follows:
Figure GDA0002631973300000114
Figure GDA0002631973300000115
the vehicle shaking factor generation unit 303 further includes:
and the difference value operator unit 3032 is used for calculating the difference value between the vehicle factor shaking factor and 0 and 1 respectively, the difference value between the orbit shaking factor and 0 and 1 respectively, and the difference value between the vehicle factor shaking factor and the orbit shaking factor.
A result generating subunit 3033, configured to generate a result of a vehicle shaking event dominated by the structural factor of the train ci if the difference between the vehicle factor shaking factor and 1 is within a first threshold range, and the difference between the track shaking factor and 0 is within a second threshold range; and if the difference value between the vehicle factor shaking factor and 1 is within a third threshold range and the difference value between the track shaking factor and 0 is within a fourth threshold range, generating a result of a shaking event which is dominated by the smoothness deterioration of the track kj, and if the difference value between the vehicle factor shaking factor and the track shaking factor is within a preset fifth threshold range, generating a result of a shaking event which is dominated by the structural factor of the train ci and the smoothness deterioration of the track kj together.
For example, for a certain car shaking event, if it is counted that the sum of the vehicle-track shaking spectrum of the train at a certain track section position is much larger than the sum of the vehicle-track shaking spectrum of each of the other trains passing through the track section, the Ic index approaches 1, and the Ik index approaches 0, so as to generate a result of the car shaking event dominated by the structural factor of the train ci; similarly, when the sum of the vehicle-track shaking spectrum values of the counted train in other track sections is much smaller than the sum of the shaking spectrum values of the track section, the Ic index approaches 0, and the Ik index approaches 1, so as to generate a result of the shaking event dominated by the smoothness deterioration of the track kj.
When the sum of the vehicle-track shaking spectrums of a plurality of trains at one track section is very close to the sum of the vehicle-track shaking spectrums of the same train at a plurality of track sections, for example, Ic and Ik simultaneously approach to 0.5, a result of a shaking event which is dominant by the structural factor of the train ci and the smoothness deterioration of the track kj is generated.
Referring to fig. 5, an embodiment of the present invention further provides a method for detecting a train shaking factor, and it should be noted that the basic principle and the generated technical effects of the method for detecting a train shaking factor provided in the present embodiment are the same as those of the above embodiment, and for brief description, reference may be made to corresponding contents in the above embodiment for the part not mentioned in the present embodiment. The train shaking factor detection method comprises the following steps:
step S401: receiving a plurality of position information, a plurality of train identity information and a plurality of first acceleration information of three axial directions of a first three-dimensional coordinate system established along a screen of the intelligent terminal 100, which are sent by a plurality of intelligent terminals 100 moving along different trains, wherein each train comprises a plurality of intelligent terminals 100 moving along the train.
It is to be understood that step S401 may be performed by the information receiving unit 301.
Step S402: converting a plurality of pieces of first acceleration information in three axial directions of a first three-dimensional coordinate system established along a screen of each of the intelligent terminals 100 into a plurality of pieces of second acceleration information of a second three-dimensional coordinate system with a train traveling direction as a Y-axis.
It is understood that step S402 may be performed by the acceleration information converting unit 302.
Step S402 may specifically include:
step S4021: formula of basis
Figure GDA0002631973300000131
n belongs to F, and calculating the deviation angle between the first coordinate system and the second coordinate system, wherein E (a)xay) Denotes axAnd ayCovariance of E (a)x 2-ay 2) Is axAnd ayDifference of variance of (a)xFirst acceleration information representing the x-axis direction, ayAnd the first acceleration information of the y-axis is represented, n represents any integer, and F represents an integer set.
Step S4022: formula of basis
Figure GDA0002631973300000132
Converting a plurality of pieces of first acceleration information in three axial directions of a first three-dimensional coordinate system established along a screen of each of the intelligent terminals 100 into a plurality of pieces of second acceleration information of a second three-dimensional coordinate system having a train traveling direction as a Y-axis, wherein,
Figure GDA0002631973300000141
as the second acceleration information, the acceleration information,
Figure GDA0002631973300000142
as the first acceleration information, the acceleration information,
Figure GDA0002631973300000143
is the angle between vector Z and vector v,
Figure GDA0002631973300000144
z is a unit vector Z in the vertical direction of the second three-dimensional coordinate system, wherein Z is (0,0,1)TTheta is the deviation angle between the first coordinate system and the second coordinate system,
Figure GDA0002631973300000145
v＝(xg,yg,zg)Tv is first acceleration information in three axial directions of a first three-dimensional coordinate system, I is a unit vector, u is a rotation axis, and u is1Is the component of the axis of rotation in the X-axis of the second three-dimensional coordinate system, u2Is the component of the axis of rotation in the Y-axis of the second three-dimensional coordinate system, u3Is the component of the axis of rotation in the Z-axis of the second three-dimensional coordinate system.
Step S403: and generating a vehicle shaking factor result according to the second acceleration information, the train identity information and the position information.
It is understood that step S403 may be performed by the vehicle shaking factor generating unit 303.
The specific implementation manner of step S403 may include:
step S4031: formula of basis
Figure GDA0002631973300000146
Figure GDA0002631973300000147
Calculating a vehicle factor shaking factor and a track factor shaking factor, wherein Ik + Ic is 1, sum (p (ci, k)) is a sum of first shaking spectrum elements corresponding to different track sections where the train with the train identity information ci passes through, and
Figure GDA0002631973300000151
Figure GDA0002631973300000152
wherein m is the number of track sections, K is different track sections, C is different train identity information, C is the number of train identity information, sum (p (C, kj)) is the corresponding second shaking car score element sum when the track section kj belongs to the position information of different trains, and kj is the fixed track section to which the position information belongs
Figure GDA0002631973300000153
at,c,j,dThe second acceleration information includes a plurality of second acceleration information, α is a normalization coefficient, Ic is a vehicle factor shaking factor, Ik is a track factor shaking factor, t is time, dL is a unit track section length, j is a target position of a track section, and d is a direction of the target position of the track section.
It is to be understood that step S401 may be performed by the vehicle shaking factor calculation subunit 3031.
Step S4032: calculating the difference value between the vehicle factor shaking factor and 0 and 1 respectively, the difference value between the track shaking factor and 0 and 1 respectively and the difference value between the vehicle factor shaking factor and the track shaking factor; if the difference between the vehicle factor sway factor and 1 is within the first threshold range and the difference between the track sway factor and 0 is within the second threshold range, executing step S4033; if the difference between the vehicle factor sway factor and 1 is within the third threshold range and the difference between the track sway factor and 0 is within the fourth threshold range, step S4034 is executed, and if the difference between the vehicle factor sway factor and the track sway factor is within the preset fifth threshold range, step S4035 is executed.
It is to be understood that step S4032 may be performed by the difference calculation subunit 3032.
Step S4033: and generating a result of the vehicle shaking event dominated by the structural factor of the train ci.
Step S4034: a result of a ride-on event dominated by ride-on degradation of the track kj is generated.
Step S4035: and generating a result of a vehicle shaking event which is dominated by the structural factors of the train ci and the smoothness deterioration of the track kj.
It is to be understood that steps S4032, S4033, S4034 may be performed by the result generation subunit 3033.
In summary, the train shaking factor detection apparatus and method provided by the present invention first receive a plurality of position information, a plurality of train identity information sent by a plurality of intelligent terminals moving with different trains, and a plurality of first acceleration information in three axial directions of a first three-dimensional coordinate system established along a screen of the intelligent terminal, wherein each train includes a plurality of intelligent terminals moving with the train; then, converting a plurality of pieces of first acceleration information in three axial directions of a first three-dimensional coordinate system established along a screen of each intelligent terminal into a plurality of pieces of second acceleration information of a second three-dimensional coordinate system taking the train running direction as a Y axis; and finally, generating a vehicle shaking factor result according to the second acceleration information, the train identity information and the position information. According to the train shaking factor detection device and method, a detection instrument does not need to be installed on the train, the instrument cost and the labor cost are saved, the vertical and transverse vibration of the train is considered, the longitudinal vibration condition of the train is also considered, the detection accuracy and the reliability are high, in addition, the uneven position and the object can be accurately positioned, and the increasing high-speed railway maintenance requirements are met.
In the embodiments provided in the present application, it should be understood that the disclosed apparatus and method can be implemented in other ways. The apparatus embodiments described above are merely illustrative, and for example, the flowchart and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods and computer program products according to various embodiments of the present invention. In this regard, each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flowchart illustration, and combinations of blocks in the block diagrams and/or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.
In addition, the functional modules in the embodiments of the present invention may be integrated together to form an independent part, or each module may exist separately, or two or more modules may be integrated to form an independent part.
The functions, if implemented in the form of software functional modules and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes. It is noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.
The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention. It should be noted that: like reference numbers and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.
The above description is only for the specific embodiments of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present invention, and all the changes or substitutions should be covered within the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
It is noted that, herein, relational terms such as first and second, and the like may be used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Also, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in a process, method, article, or apparatus that comprises the element.

Claims (10)

1. The utility model provides a train factor detection device that shakes which characterized in that, train factor detection device that shakes includes:
the intelligent terminal comprises an information receiving unit, a display unit and a control unit, wherein the information receiving unit is used for receiving a plurality of pieces of position information and a plurality of pieces of train identity information which are sent by a plurality of intelligent terminals moving along different trains and a plurality of pieces of first acceleration information in three axial directions of a first three-dimensional coordinate system established along a screen of the intelligent terminal, and each train comprises a plurality of intelligent terminals moving along the train;
the acceleration information conversion unit is used for converting a plurality of pieces of first acceleration information in three axial directions of a first three-dimensional coordinate system established along a screen of each intelligent terminal into a plurality of pieces of second acceleration information of a second three-dimensional coordinate system taking the train running direction as a Y axis;
and the vehicle shaking factor generating unit is used for generating a vehicle shaking factor result according to the second acceleration information, the train identity information and the position information.
2. The train shaking factor detection device according to claim 1, wherein the shaking factor generation unit comprises:
a shake factor calculation subunit for calculating a formula
Figure FDA0002631973290000011
Figure FDA0002631973290000012
Calculating a vehicle factor shaking factor and a track factor shaking factor, wherein Ic is the vehicle factor shaking factor, Ik is the track factor shaking factor, Ik + Ic is 1, sum (p (ci, k)) is the sum of first shaking spectrum elements corresponding to different track sections where trains with the train identity information ci pass through, and
Figure FDA0002631973290000021
Figure FDA0002631973290000022
wherein m is the number of track sections, k is different track sections, C is different train identity information, C is the number of train identity information, sum (p (C, kj)) is the corresponding second shaking car spectrum element sum when the track section kj belongs to the position information of different trains, kj is the fixed track section to which the position information belongs,
Figure FDA0002631973290000023
p (c, k) is vehicle-track swaying spectrum, at,c,j,dFor the second acceleration information, α is a normalization coefficient, t is time, dL is a unit track section length, j is a target position of the track section, and d is a direction of the target position of the track section.
3. The train shaking factor detection device of claim 2, wherein the shaking factor generation unit further comprises:
the difference value calculating subunit is used for calculating the difference values of the vehicle factor shaking factors and 0 and 1 respectively, the difference values of the track shaking factors and 0 and 1 respectively, and the difference values between the vehicle factor shaking factors and the track shaking factors;
the result generation subunit is used for generating a result of a vehicle shaking event which is dominated by the structural factor of the train ci if the difference value between the vehicle factor shaking factor and 1 is within a first threshold range and the difference value between the track shaking factor and 0 is within a second threshold range; and if the difference value between the vehicle factor shaking factor and 1 is within a third threshold range and the difference value between the track shaking factor and 0 is within a fourth threshold range, generating a result of a shaking event which is dominated by the smoothness deterioration of the track kj, and if the difference value between the vehicle factor shaking factor and the track shaking factor is within a preset fifth threshold range, generating a result of a shaking event which is dominated by the structural factor of the train ci and the smoothness deterioration of the track kj together.
4. The train shaking factor detection device of claim 1, wherein the acceleration information conversion unit is configured to calculate the formula
Figure FDA0002631973290000031
Converting a plurality of pieces of first acceleration information in three axial directions of a first three-dimensional coordinate system established along a screen of each of the intelligent terminals into a plurality of pieces of second acceleration information of a second three-dimensional coordinate system with a train traveling direction as a Y-axis, wherein,
Figure FDA0002631973290000032
as the second acceleration information, the acceleration information,
Figure FDA0002631973290000033
as the first acceleration information, the acceleration information,
Figure FDA0002631973290000034
k is a cross-product matrix of the rotation axis,
Figure FDA0002631973290000035
Figure FDA0002631973290000036
is the angle between vector Z and vector v,
Figure FDA0002631973290000037
z is a unit vector Z in the vertical direction of the second three-dimensional coordinate system, wherein Z is (0,0,1)TTheta is the deviation angle between the first coordinate system and the second coordinate system,
Figure FDA0002631973290000038
v＝(xg,yg,zg)Tv is a posture vector of the first acceleration information in three axial directions of the first three-dimensional coordinate system, xg、yg、zgOne-to-one correspondence is components on an X axis, a Y axis and a Z axis of the first three-dimensional coordinate system, I is a unit vector, u is a rotating axis, and u is a rotation axis1Is the component of the axis of rotation in the X-axis of the second three-dimensional coordinate system, u2Is the component of the axis of rotation in the Y-axis of the second three-dimensional coordinate system, u3Is the component of the axis of rotation in the Z-axis of the second three-dimensional coordinate system.
5. The train shaking factor detection device of claim 4, wherein the acceleration information conversion unit comprises:
a deviation angle calculation operator unit for calculating a basis equation
Figure FDA0002631973290000039
n∈F，
Calculating the deviation angle between the first coordinate system and the second coordinate system, wherein E (a)xay) Denotes axAnd ayCovariance of E (a)x 2-ay 2) Is axAnd ayDifference of variance of (a)xFirst acceleration information representing the x-axis direction, ayAnd the first acceleration information of the y-axis is represented, n represents any integer, and F represents an integer set.
6. A train shaking factor detection method is characterized by comprising the following steps:
receiving a plurality of pieces of position information, a plurality of pieces of train identity information and a plurality of pieces of first acceleration information in three axial directions of a first three-dimensional coordinate system established along a screen of an intelligent terminal, which are sent by a plurality of intelligent terminals moving along different trains, wherein each train comprises the plurality of intelligent terminals moving along the train;
converting a plurality of pieces of first acceleration information in three axial directions of a first three-dimensional coordinate system established along a screen of each intelligent terminal into a plurality of pieces of second acceleration information of a second three-dimensional coordinate system taking the train running direction as a Y axis;
and generating a vehicle shaking factor result according to the second acceleration information, the train identity information and the position information.
7. The train shaking factor detection method according to claim 6, wherein the step of generating the train shaking factor result according to the plurality of second acceleration information, the plurality of train identity information, and the plurality of location information comprises:
formula of basis
Figure FDA0002631973290000041
Figure FDA0002631973290000042
Calculating a vehicle factor shaking factor and a track factor shaking factor, wherein Ik + Ic is 1, sum (p (ci, k)) is a sum of first shaking spectrum elements corresponding to different track sections where the train with the train identity information ci passes through, and
Figure FDA0002631973290000051
Figure FDA0002631973290000052
where m is the number of track sections, k is different track sections, c is different columnsThe train identification information C is the number of the train identity information, sum (p (C, kj)) is the sum of corresponding second train spectrum elements when the track section kj belongs to the position information of different trains, kj is the fixed track section to which the position information belongs and
Figure FDA0002631973290000053
p (c, k) is vehicle-track swaying spectrum, at,c,j,dThe second acceleration information includes α being a normalization coefficient, Ic being a vehicle factor shaking factor, Ik being a track factor shaking factor, t being time, dL being a unit track section length, j being a target position of the track section, and d being a direction of the target position of the track section.
8. The train shaking factor detection method of claim 7, wherein the step of generating the train shaking factor result according to the plurality of second acceleration information, the plurality of train identity information, and the plurality of location information further comprises:
calculating the difference value between the vehicle factor shaking factor and 0 and 1 respectively, the difference value between the track shaking factor and 0 and 1 respectively and the difference value between the vehicle factor shaking factor and the track shaking factor;
if the difference value of the vehicle factor shaking factor and 1 is within a first threshold value range, and the difference value of the track shaking factor and 0 is within a second threshold value range, generating a result of a vehicle shaking event dominated by the structural factor of the train ci; and if the difference value between the vehicle factor shaking factor and 1 is within a third threshold range and the difference value between the track shaking factor and 0 is within a fourth threshold range, generating a result of a shaking event which is dominated by the smoothness deterioration of the track kj, and if the difference value between the vehicle factor shaking factor and the track shaking factor is within a preset fifth threshold range, generating a result of a shaking event which is dominated by the structural factor of the train ci and the smoothness deterioration of the track kj together.
9. The train shaking factor detection method according to claim 6, wherein the step of converting a plurality of first acceleration information in three axial directions of a first three-dimensional coordinate system established along a screen of each of the intelligent terminals into a plurality of second acceleration information of a second three-dimensional coordinate system having a train traveling direction as a Y-axis comprises:
formula of basis
Figure FDA0002631973290000061
Converting a plurality of pieces of first acceleration information in three axial directions of a first three-dimensional coordinate system established along a screen of each of the intelligent terminals into a plurality of pieces of second acceleration information of a second three-dimensional coordinate system with a train traveling direction as a Y-axis, wherein,
Figure FDA0002631973290000062
as the second acceleration information, the acceleration information,
Figure FDA0002631973290000063
as the first acceleration information, the acceleration information,
Figure FDA0002631973290000064
k is a cross-product matrix of the rotation axis,
Figure FDA0002631973290000065
Figure FDA0002631973290000066
is the angle between vector Z and vector v,
Figure FDA0002631973290000067
z is a unit vector Z in the vertical direction of the second three-dimensional coordinate system, wherein Z is (0,0,1)TTheta is the deviation angle between the first coordinate system and the second coordinate system,
Figure FDA0002631973290000068
v＝(xg,yg,zg)Tv is a posture vector of the first acceleration information in three axial directions of the first three-dimensional coordinate system, xg、yg、zgOne-to-one correspondence is in the X axis, Y axis and Z axis of the first three-dimensional coordinate systemComponent, I is the unit vector, u is the rotation axis, u1Is the component of the axis of rotation in the X-axis of the second three-dimensional coordinate system, u2Is the component of the axis of rotation in the Y-axis of the second three-dimensional coordinate system, u3Is the component of the axis of rotation in the Z-axis of the second three-dimensional coordinate system.
10. The train shaking factor detecting method as claimed in claim 9, wherein the step of converting a plurality of first acceleration information in three axial directions of a first three-dimensional coordinate system established along a screen of each of the intelligent terminals into a plurality of second acceleration information of a second three-dimensional coordinate system having a train traveling direction as a Y-axis further comprises:
formula of basis
Figure FDA0002631973290000071
n belongs to F, and calculating the deviation angle between the first coordinate system and the second coordinate system, wherein E (a)xay) Denotes axAnd ayCovariance of E (a)x 2-ay 2) Is axAnd ayDifference of variance of (a)xFirst acceleration information representing the x-axis direction, ayAnd the first acceleration information of the y-axis is represented, n represents any integer, and F represents an integer set.
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