CN114454726A - Parking positioning method, system and storage medium for magnetic-levitation train - Google Patents
Parking positioning method, system and storage medium for magnetic-levitation train Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L13/00—Electric propulsion for monorail vehicles, suspension vehicles or rack railways; Magnetic suspension or levitation for vehicles
- B60L13/04—Magnetic suspension or levitation for vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
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Abstract
The invention discloses a parking positioning method, a system and a storage medium for a maglev train, wherein the method of the invention uses a fiber grating device arranged beside a track in a station as a speed and distance measuring device when the train is parked and enters the station; the fiber grating device can directly measure the weight and the speed of the train and the acceleration/deceleration of the train, and provides accurate absolute position information; in the process of train parking, the measurement data of the fiber grating device is combined on the basis of the vehicle-mounted speed measuring equipment of the train to optimize the train control curve in real time, so that the accuracy of speed measurement and positioning of the maglev train is improved, the problem of low speed measurement accuracy of the vehicle-mounted speed measuring equipment of the maglev train at low speed is solved, and the accurate parking positioning of the maglev train is realized. Compared with the existing speed and distance measuring method, the method has the advantages of high measurement precision, good real-time performance and rich measurement data of the fiber bragg grating device, and meets the low-speed high-precision measurement requirements of creeping, jumping, retrogression and the like of the train in the parking process of the maglev train.
Description
Technical Field
The invention belongs to the field of maglev train parking brake control, and particularly relates to a method and a system for positioning a maglev train in parking and a storage medium.
Background
Fiber gratings have been widely used in the field of fiber sensing since the advent. The fiber grating sensor has the advantages of electromagnetic interference resistance, corrosion resistance, electric insulation, high sensitivity, low cost, good compatibility with common optical fibers and the like. Since the resonant wavelength of the fiber grating is sensitive to stress-strain, it is mainly achieved by the measurement of stress-strain. The fiber grating sensor obtains sensing information by modulating the central wavelength of the fiber grating through external parameters. Therefore, the sensor has high sensitivity, strong anti-interference capability and low requirements on the energy and stability of the light source, and is suitable for precise and accurate measurement.
Fiber grating technology is currently studied in the field of rail transit, but is not applied on a large scale: the application research of the fiber grating technology is currently focused on realizing train occupancy inspection by using fiber gratings, for example, the fiber gratings realize point-type train axle counting and the fiber gratings realize continuous train occupancy inspection.
The maglev train lacks the wheel pair for the wheel rail train, consequently can't pass through the speed of the teeth of a cogwheel and monitor train speed. The maglev train generally uses a steel sleeper eddy current speed measuring device to match with a speed measuring radar or an accelerometer for train speed and distance measurement. The sensor used by the vortex speed measuring device is a sensor group consisting of N independent vortex speed measuring devices, in the running process of a train, the vortex speed measuring devices sequentially pass through the metal sleepers to generate pulse signals to be output, the speed measuring unit obtains the pulse signals output by all the vortex speed measuring devices, and the current running speed value of the train is obtained after calculation. The measurement accuracy is mainly reflected on the distance interval of the ranging pulse: when the distance interval of the ranging pulse is smaller, the distance measurement precision is higher; i.e. the accuracy of the measurement is related to the number of sensors in the eddy current velocimeter and the density of the ties. The eddy current speed measuring device has discontinuous measuring speed, can obtain the measuring speed only by passing through a metal sleeper and is easily influenced by electromagnetic interference. Although the radar speed measuring device is not easy to be interfered by electromagnetic environment, the real-time speed of the train can be directly measured, and the radar speed measuring device does not depend on a wheel track, but the radar speed measuring device is used for measuring the speed of the train at the speed lower than 5km/h in application practice, and the error is large.
The eddy current speed measuring device is limited by engineering cost and installation conditions in engineering practical application (train speed and distance measurement is carried out on a maglev train), and the speed measuring effect of the speed measuring device of the steel sleeper eddy current speed measuring device is poor at low speed. Therefore, the vehicle-mounted speed measuring equipment of the magnetic-levitation train can be generally superposed with a speed measuring radar, so that the speed measurement calibration is realized, but the effect of the speed measuring radar at low speed is not satisfactory. Meanwhile, due to the speed measurement error of the train-mounted speed measuring device, the train-mounted speed measuring equipment cannot accurately judge whether the train is at zero speed or not, and the control of train doors can be influenced.
Disclosure of Invention
In order to solve the problems, the invention provides a parking positioning method, a parking positioning system and a storage medium for a magnetic-levitation train, wherein the fiber grating sensor is applied to the parking process of the magnetic-levitation train, so that the parking/positioning precision of the magnetic-levitation train can be improved.
The invention discloses a parking positioning method for a maglev train, which comprises the following steps:
acquiring real-time first train running information through train-mounted speed measuring equipment;
acquiring real-time second train operation information through a fiber grating device arranged beside a track in a station;
and calculating the first train running information and the second train running information in a fusion manner to obtain the real-time actual running speed of the train, and optimizing a train control curve in real time until the train stops at a stop point.
Further, the air conditioner is provided with a fan,
the first train operation information includes a first train speed vVehicle with wheels' and a first distance of said train from said stopping point;
the second train operation information comprises the train weight and the train acceleration a of the trainLight (es)Second train speed vLight (es)And a second distance of the train from the stopping point.
Further, the fusion calculation of the first train operation information and the second train operation information to obtain the actual train operation speed includes the following steps:
analyzing and calculating the train speeds respectively measured by at least 2 sets of vehicle-mounted speed measuring devices to obtain the first train speed vVehicle with wheels′，
Calculating the first train speed vVehicle with wheels' with said second train speed vLight (es)Fusion calculation is carried out to obtain the actual running speed v of the trainVehicle with wheels。
Further, the train speeds respectively measured by at least 2 sets of vehicle-mounted speed measuring devices are analyzed and calculated to obtain the first train speed vVehicle with wheels', comprising the following steps:
obtaining a first speed measurement result v measured by a first vehicle-mounted speed measurement device1；
Obtaining a second speed measurement result v measured by a second vehicle-mounted speed measurement device2；
The first speed measurement result v is obtained1And said second speed measurement result v2Is compared with the smaller of the first velocity measurement result v1 and the second velocity measurement result v 2:
when it is satisfied with
When the temperature of the water is higher than the set temperature,
judging that the measurement results of the first vehicle-mounted speed measuring device and the second vehicle-mounted speed measuring device are reliable, and outputting the first train speed
When in use
When the temperature of the water is higher than the set temperature,
judging whether the measurement results of the first vehicle-mounted speed measuring device and the second vehicle-mounted speed measuring device are wrong or not, and outputting the first train speed vVehicle with wheels′。
Further, the actual running speed v of the trainVehicle with wheelsThe calculation steps are as follows:
when outputting the first train speed
When the temperature of the water is higher than the set temperature,
otherwise vVehicle with wheels＝vLight (es)。
Further, the first train speed v is obtainedVehicle with wheelsThe step of' further comprises the following steps:
maximum possible speed v of the output trainMaximum of', wherein vMaximum of′＝max(v1，v2)。
Further, the actual running speed v of the train is obtainedVehicle with wheelsAfter the step (b), outputting the safety protection speed v for train stopDefendWherein v isDefend＝max(vMaximum of′，vLight (es))。
Further, the real-time optimization of the train control curve until the train stops at the stop point comprises the steps of:
acquiring measured acceleration/deceleration data of the train within a time period;
acquiring safe acceleration/deceleration data in a safety model corresponding to the actual running speed of the train in the time period;
when the error precision of the measured acceleration/deceleration data and the safe acceleration/deceleration data is out of the range of a preset threshold value, optimizing a train control curve according to the measured acceleration/deceleration;
and determining and adjusting the allowable running speed of the train according to the optimized train control curve.
Further, the step of obtaining measured acceleration/deceleration data is:
in the section where the fiber grating device is not laid, the measured acceleration/deceleration data is an acceleration value calculated through the running information of the first train;
and when the train passes through the fiber grating device, the measured acceleration/deceleration data is an acceleration value measured or calculated through the second train running information.
Further, the step of optimizing the train control curve in real time until the train stops at the stopping point further comprises the steps of:
checking the train stopping precision;
and comparing the train stopping precision with a preset threshold value, and judging whether the train has a door opening condition.
The invention also discloses a parking positioning system for the maglev train, which comprises the following components:
the first acquisition module is used for acquiring real-time first train running information through train-mounted speed measuring equipment;
the second acquisition module is used for acquiring real-time second train operation information through a grating optical fiber device arranged beside a track in the station;
and the calculation module is used for fusion calculation of the first train operation information and the second train operation information to obtain the real-time actual train operation speed and optimize the train control curve in real time until the train stops at the stop point.
Further, the first train operation information includes a first trainVelocity vVehicle with wheels' and a first distance of the real-time train from the stopping point;
the second train operation information comprises the train weight and the train acceleration a of the trainLight (es)Second train speed vLight (es)And a second distance of the real-time train from the stopping point.
Further, the calculation module includes:
an analysis calculation unit for analyzing and calculating the train speeds respectively measured by at least 2 sets of vehicle-mounted speed measuring devices to obtain the first train speed vVehicle with wheels′；
A data fusion unit for fusing the first train speed vVehicle with wheels' with said second train speed vLight (es)Fusion calculation is carried out to obtain the actual running speed v of the trainVehicle with wheels。
Further, the parsing and calculating unit is further configured to:
obtaining a first speed measurement result v measured by a first vehicle-mounted speed measurement device1；
Obtaining a second speed measurement result v measured by a second vehicle-mounted speed measurement device2；
The first speed measurement result v is obtained1And said second speed measurement result v2Is compared with the first velocity measurement result v2And said second speed measurement result v2Medium and small values:
when it is satisfied with
And then, judging that the measurement results of the first vehicle-mounted speed measuring device and the second vehicle-mounted speed measuring device are reliable, and outputting the first train speed
When in use
When the vehicle speed measurement device is in failure, the measurement results of the first vehicle speed measurement device and the second vehicle speed measurement device are judged,not outputting said first train speed vVehicle with wheels′。
Further, the calculation module is further configured to:
acquiring measured acceleration/deceleration data of the train within a time period;
acquiring safety acceleration/deceleration data in a corresponding safety model at the actual running speed of the train in the time period;
when the error precision of the measured acceleration/deceleration data and the safe acceleration/deceleration data is out of the range of a preset threshold value, optimizing a train control curve according to the measured acceleration/deceleration;
and determining and adjusting the allowable running speed of the train according to the optimized train control curve.
The parking positioning system for the maglev train further comprises a checking module for checking the parking precision of the train; and the system is also used for comparing the train stopping precision with a preset threshold value and judging whether the train has a door opening condition or not.
The present invention also provides a machine-readable storage medium, wherein the storage medium stores a computer program, and when the computer program is executed, the computer program executes the parking positioning method for a magnetic-levitation train of the present invention.
The invention relates to a parking positioning method for a maglev train, which utilizes an optical fiber grating device as a supplementary speed and distance measuring device when the train runs at a low speed, solves the problem of low speed measurement precision of a vehicle-mounted speed measuring device of the maglev train when the train runs at the low speed, and further combines listed running information measured by the optical fiber grating device with the vehicle-mounted speed measuring device of the train to be commonly applied to the parking braking process of the train, thereby improving the parking positioning precision of the maglev train, greatly improving the reliability of speed/position measurement in the parking process of the maglev train and further improving the running safety of the train.
In addition, in the process of stopping the train, the real-time position and the real-time speed of the train are acquired by the fiber grating device and are used for determining whether the train door and the platform shielding door meet the alignment error or not, so that whether the train has the door opening condition or not is judged. The method adds the fiber grating device on the ground on the basis of the vehicle-mounted equipment, is favorable for the advantages of high measurement precision, good real-time property and rich measurement data of the fiber grating device, and meets the high-precision measurement requirement of the train in the low-speed running processes such as creeping, jumping, retrogression and the like in the parking process of the maglev train.
The parking positioning system and the storage medium for the magnetic-levitation train are used for realizing the method of the invention and have the same advantages as the method of the invention.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
FIG. 1 is a schematic flow chart of a parking positioning method for a magnetic-levitation train according to an embodiment of the invention;
FIG. 2 shows a schematic diagram of an embodiment of an eddy current velocimeter according to the present invention;
FIG. 3 is a schematic diagram of an eddy current velocity measuring device for identifying and calculating eddy current anomalies according to an embodiment of the invention;
fig. 4 shows a schematic view of the arrangement of a grating zone in a station according to an embodiment of the invention;
fig. 5 shows a schematic structural diagram of a parking positioning system for a maglev train according to an embodiment of the present invention.
Detailed Description
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. 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.
Referring to fig. 1, a schematic flow chart of a parking positioning method for a maglev train according to the present invention is shown, and according to a preferred embodiment of the present invention, a parking positioning method for a maglev train includes the following steps:
1. acquiring real-time first train running information through train-mounted speed measuring equipment;
the first train operation information includes a first train speed vVehicle with wheels' distance of train from stopping point;
2. acquiring real-time second train operation information through a fiber grating device arranged beside a track in a station;
the second train operation information comprises the train weight and the second train speed vLight (es)Acceleration a of trainLight (es)And the distance of the train from the stopping point.
Specifically, the distance from the train to the stop point, which is obtained by the train-mounted speed measuring device, is calculated from the speed, and similarly, the first train speed v may be usedVehicle with wheels' calculating the acceleration information of the train in a certain time period according to the distance between the train and the stop point. However, the fiber grating device arranged beside the track in the station can directly detect the train weight and the second train speed v of the train according to the running condition of the train in the grating laying areaLight (es)Acceleration a of trainLight (es)And the distance of the train from the stopping point, wherein the measured second train speed v can also be usedLight (es)And calculating to obtain the acceleration of the train.
3. Calculating the first train running information and the second train running information in a fusion manner to obtain the actual running speed of the train;
analyzing and calculating the train speeds respectively measured by at least 2 sets of vehicle-mounted speed measuring devices to obtain a first train speed vVehicle with wheels′：
Obtaining a first speed measurement result v measured by a first vehicle-mounted speed measurement device1；
Obtaining a second speed measurement result v measured by a second vehicle-mounted speed measurement device2；
The first speed measurement result v1And a second velocity measurement result v2Difference value of (d) and first velocity measurement result v1And a second velocity measurement result v2The smaller value is compared, and the first train speed v is calculated and outputVehicle with wheels′：
When it is satisfied with
And then, judging that the measurement results of the first vehicle-mounted speed measuring device and the second vehicle-mounted speed measuring device are reliable, and outputting the first train speed
And outputs the maximum possible speed v of the trainMaximum of′＝max(v1，v2)；
When in use
When the vehicle speed is wrong, the first train speed obtained by measuring and calculating the first vehicle speed measuring device and the second vehicle speed measuring device is judged, and only v is outputMaximum of＝max(v1，v2) In practice, such a condition may generally correspond to a speed measurement fault of the vehicle speed measuring device.
The maximum possible driving distance of the train is calculated according to the maximum possible speed of the train in consideration of the requirement of safety control in the process of stopping the train, and the train is ensured not to cross a stopping point.
Will first train speed vVehicle with wheels' with second train speed vLight (es)Performing fusion calculation to obtain the actual running speed v of the trainVehicle with wheels：
When outputting
When the temperature of the water is higher than the set temperature,
otherwise vVehicle with wheels＝vLight (A)。
Further, outputting the safety protection speed v for stopping the trainDefendWherein v isDefend＝max(vMaximum of，vLight (A))。
Wherein, considering the safety protection during the stop of the train, the safety protection speed v of the train is passed through the section where the fiber grating device is arrangedDefendAnd calculating the maximum possible running distance of the train to ensure that the train does not cross the stopping point.
In the above operation, max represents an operation of taking the maximum value.
In this embodiment, the first vehicle-mounted speed measuring device and the second vehicle-mounted speed measuring device are respectively an eddy current speed measuring device and a speed measuring radar. When the train enters the measurement range of the fiber bragg grating device, the speed is high, the train speed can be measured and checked through the eddy current speed measuring device and the speed measuring radar, the accurate speed in the running process of the train is obtained, and the method can be used for optimizing the control curve of the magnetic suspension train. When the train parks, the speed of a motor vehicle constantly descends, the measurement accuracy of original vortex speed measuring device and speed measuring radar can not satisfy the requirement of accurate parking of train under the condition of low speed, and the fiber grating device that needs to set up in the station assists speed measuring, range finding and the weighing measurement of carrying out the train in the station to carry out real-time optimization to the train braking process, improve the precision that the train parks.
4. And optimizing the train control curve in real time until the train stops at the stop point.
4.1, acquiring measured acceleration/deceleration data of the train in a time period;
specifically, in this embodiment, in a section where the fiber grating device is not laid, the measured acceleration/deceleration data is acceleration calculated by measuring the speed change of the train by using train-mounted speed measuring equipment;
when the train passes through the fiber grating device, the measured acceleration/deceleration data is the acceleration measured by the fiber grating device or the acceleration value calculated by the speed measured by the fiber grating device.
4.2, acquiring safe acceleration/deceleration data in a safety model corresponding to the actual running speed of the train in the time period;
considering the safe operation of the train, the actual operation speed of the train needs to be controlled within a certain range, and the train safety model safety acceleration/deceleration data is the safety acceleration/deceleration data which conforms to a train control curve.
4.3 when the error precision of the measured acceleration/deceleration data and the safe acceleration/deceleration data is out of the range of the preset threshold value, optimizing the train control curve according to the measured acceleration/deceleration;
comparing and analyzing the measured acceleration/deceleration data and the safe acceleration/deceleration data, and when the error precision of the measured acceleration/deceleration data and the safe acceleration/deceleration data is within the preset threshold range, not modifying the train control curve;
when the error precision of the measured acceleration/deceleration data and the safe acceleration/deceleration data is out of the preset threshold range, the train control curve is optimized according to the measured acceleration/deceleration data, the allowed running speed of the train is determined according to the optimized train control curve, and therefore the train is regulated and controlled in real time until the train stops at a stopping point.
The speed measurement method of the magnetic-levitation train comprises the following steps:
the maglev train lacks the wheel pair for the wheel rail train, consequently can't pass through the speed of the teeth of a cogwheel and monitor train speed. The speed measuring method of the magnetic-levitation train adopted in the embodiment of the invention comprises radar speed measurement, eddy current speed measurement and grating speed measurement.
The principle of grating velocity measurement is that signal end point detection is carried out according to the vibration signal change of a grating area, and the running information of a train is obtained through the signal end point detection of the grating area. The advantage is that it is not easily affected by electromagnetic environment; however, the fiber grating device is expensive to lay, and needs to be laid in the groove of the rail and encapsulated by concrete, so that the cost for laying the fiber grating device in a large range is too high.
The eddy current speed measurement is that when a sensor is installed on a train and passes through metal steel sleepers arranged at intervals on a track, an induction head of the sensor forms frequency pulses of eddy current change for the same sleeper, and therefore the train speed is calculated. The method has the advantages that non-contact measurement can be realized; but the measurement speed is discontinuous, the measurement speed value can be obtained only by passing through the metal sleeper, and the influence of electromagnetic interference is easy to be caused.
The radar speed measurement device is generally applied to radar speed measurement in rail transit, is mainly used for detecting whether wheels slip or not, and is mainly used for correcting real-time speed of trains. The device has the advantages of being not easy to be interfered by electromagnetic environment, being capable of directly measuring the real-time speed of the train and not depending on wheel tracks. However, the application practice shows that the Doppler radar speed measuring device under the speed of less than 5km/h measures a large train speed error.
In the embodiment, three speed measuring methods are organically combined, a set of ground speed measuring equipment is added near a train parking platform under the condition that the existing vehicle-mounted speed equipment and speed measuring method of the maglev train are not influenced, the targeted optimization design is only carried out on the braking method of the maglev train in the parking process, and the speed measuring and positioning precision of the maglev train in the parking process is improved.
As shown in fig. 1, according to an embodiment of the present invention, in a section without a fiber grating device (not yet driven into a fiber grating device laying area), accelerations respectively calculated by an on-board eddy current velocity measurement device and a radar velocity measurement device are compared, and if the error accuracy of the comparison between the accelerations is within a preset first threshold (e.g., set to 1%), it is determined that the actual acceleration value of the train in the current period is available.
Comparing the actual acceleration value of the train in the current period with the acceleration value corresponding to the current actual running speed value in the safety model, and if the requirements of the safety model are met, the train control curve does not need to be adjusted;
and when the requirement of the safety model is met, if the error precision of the acceleration value calculated by actual measurement and the acceleration value used in the previous period of calculation is out of a preset second threshold range, recalculating the protection curve and the braking curve of the train by using the acceleration value calculated by the actual measurement, and adjusting the operation control of the train.
Referring to fig. 1, in the section where the fiber grating device is laid, the information of actually measured speed, vehicle weight, acceleration, position, etc. is sent to the vehicle-mounted device by the trackside device (the fiber grating speed and distance measuring device arranged on the ground). The method comprises the steps that firstly, position, speed and acceleration acquired by vehicle-mounted equipment from trackside equipment are compared with relevant parameters acquired by vehicle-mounted speed measuring equipment, parameters sent by the ground are determined to be matched with parameters of a vehicle, and the determined data are acceleration transmitted by a fiber bragg grating device directly after being measured; under the condition that the train runs at a low speed, the measurement precision of the fiber grating device is higher than that of the train-mounted speed measuring equipment, and the acceleration information of the train can be directly measured. Comparing the acceleration transmitted by the fiber bragg grating device with an acceleration value corresponding to the current actual running speed value in the safety model, and when the error precision between the actually measured train acceleration value and the acceleration value used in the last period of calculation is not within the preset second threshold range, recalculating the protection curve and the braking curve of the train by using the new acceleration parameter (the acceleration obtained by measurement/calculation of the fiber bragg grating device), so as to realize real-time update of the control curve of the train and obtain the latest train allowable running speed until the train stops at a stopping point.
Further, after the train stopping step is realized, the method further comprises the following steps:
checking the train stopping precision; and comparing the train stopping precision with a preset threshold value, and judging whether the train has a door opening condition. The setting of this step can be examined and verified the train stopping precision, once the stopping precision does not satisfy the condition of opening the door, can abandon this stopping point at present and confirm new stopping point again, and then control the train and stop to new stopping point accurately.
The present invention also provides a parking positioning system for a maglev train, as shown in fig. 5, comprising:
the first acquisition module is used for acquiring real-time first train running information through train-mounted speed measuring equipment;
the second acquisition module is used for acquiring real-time second train operation information through a grating optical fiber device arranged beside a track in the station;
and the calculation module is used for fusion calculation of the first train operation information and the second train operation information to obtain the real-time actual train operation speed and real-time optimization of the train control curve until the train stops at the stop point.
Further, the first train operation information includes a first train speed vVehicle with a detachable front coverAnd the distance of the train from the stopping point;
the second train operation information comprises train weight and train acceleration aLight (es)Second train speed vLight (es)And the distance of the train from the stopping point.
The invention adopts the fiber grating device to realize the accurate measurement of the speed, position and acceleration information of the low-speed running of the train in the station and also to take the train weight when the train enters the station into consideration range, thereby improving the parking precision and safety of the maglev train compared with the traditional parking method
Further, as shown in fig. 5, the calculation module includes:
an analysis and calculation unit for analyzing and calculating the train speeds respectively measured by at least 2 sets of vehicle-mounted speed measuring devices to obtain a first train speed vVehicle with wheels′；
A data fusion unit for fusing the first train speed vVehicle with a detachable front cover' with second train speed vLight (es)Fusion calculation is carried out to obtain the actual running speed v of the trainVehicle with wheels。
Further, the parsing calculation unit is further configured to:
obtaining a first speed measurement result v measured by a first vehicle-mounted speed measurement device1；
Obtaining a second speed measurement result v measured by a second vehicle-mounted speed measurement device2；
The first speed measurement result v is obtained1And a second velocity measurement result v2Difference value of (d) and first velocity measurement result v2And a second velocity measurement result v2Middle and smaller values are compared, analyzed and a first train speed v is outputVehicle with a detachable front cover′。
Further, the calculation module is further configured to:
acquiring measured acceleration/deceleration data of a train in a time period;
acquiring safety acceleration/deceleration data in a safety model corresponding to the actual running speed of the train in a time period;
when the error precision of the measured acceleration/deceleration data and the safe acceleration/deceleration data is out of the range of the preset threshold value, optimizing a train control curve according to the measured acceleration/deceleration;
and determining and adjusting the allowable running speed of the train according to the optimized train control curve.
Furthermore, the parking positioning system for the magnetic-levitation train further comprises a checking module for checking the parking precision of the train; and the train stopping precision is compared with a preset threshold value, and whether the train has a door opening condition or not is judged.
The speed measuring principle of the vortex speed measuring device is as follows: when the sensor is arranged on a train and passes through metal steel sleepers arranged at intervals on a track, the induction head of the sensor forms frequency pulses of eddy current change for the same sleeper, so that the train speed is calculated.
Since magnetic levitation has a complex electromagnetic environment, and eddy current speed measurement is susceptible to interference of the electromagnetic environment, in one embodiment of the present invention, the method for calculating the speed of the eddy current sensor is optimized and improved. As shown in fig. 2, in this embodiment, the eddy current speed measuring device uses 4 eddy current sensors,
1) when sensor S1 vortex is triggered and sensor S2-S4 vortex is not triggered, t1To t6Both are NA (nothing available/not applicable). At the moment, no vortex velocity measurement result is output.
2) When the sensor S1-S2 vortices are triggered and the sensor S3-S4 vortices are not triggered, t1Has a value of t2To t6Are all NA. At this time, the vortexOutput speed of
3) When the sensor S1-S3 vortex is triggered and the sensor S4 vortex is not triggered, t1、t2、t4Has a value of t3、t5、t6Is NA. Can be calculated
In order to reduce the influence of electromagnetic environment interference, the maximum value and the minimum value of the calculated speed are removed and then averaged, and the output speed of the eddy current is as follows:
vvortex device＝vVortex 1+vVortex 2+vVortex 4-max[vVortex 1、vVortex 2、vVortex 4]-min[vVortex 1、vVortex 2、vVortex 4]。
4) When the sensor S1-S4 eddy current triggers, t1～t6All have values. Can be calculated
In order to reduce the influence of electromagnetic environment interference, the maximum value and the minimum value of the calculation speed are removed
Taking the average, the output speed of the vortex at this moment is:
wherein the content of the first and second substances,
vmax＝max[vvortex 1、vVortex 2、vVortex 3、vVortex 4、vVortex 5、vVortex 6]
vmin＝min[vVortex 1、vVortex 2、vVortex 3、vVortex 4、vVortex 5、vVortex 6]。
5) Calculating non-faulty sensing when sensor fault occursThe time difference between the eddy currents of the sensor and the eddy current of the fault sensor is NA. The output speed of the vortex being v calculatedVortex iThe average of the velocities after the maximum and minimum values are removed (directly averaged when there are only 1-2 calculated values).
6) Suppose the S3 sensor fails, t1、t3、t5、t6Has a value of t2、t4Is NA. Can be calculated
In order to reduce the influence caused by electromagnetic environment interference, the maximum value and the minimum value of the calculated speed are removed and then averaged, and the output speed of the eddy current is as follows:
vvortex device＝vVortex 1+vVortex 3+vVortex 5+vVortex 6-max[vVortex 1、vVortex 3、vVortex 5、vVortex 6]-min[vVortex 1、vVortex 3、vVortex 5、vVortex 6]
Wherein: t is t1: the first vortex and the second vortex generate a time difference;
t2: the time difference is generated between the second vortex and the third vortex;
t3: the third vortex and the fourth vortex generate a time difference value;
t4: the first vortex and the third vortex generate a time difference value;
t5: the second vortex and the fourth vortex generate a time difference;
t6: the first vortex and the fourth vortex generate a time difference;
x distance: (ii) eddy current sensor spacing;
vvortex device: an eddy current sensor speed;
vvortex i: according to the time difference tiA calculated speed;
max is the maximum value operation; and min is the minimum value operation.
And, due to abnormality such as electromagnetic interferenceThe influence of interference factors, vortex can be unrecognizable, and vortex is generated by mistake to lead to the recognition time being too early or too late. Therefore, time checking is required to be performed and calculated, as shown in FIG. 3, tiThe detection conditions of (i ═ 1, 2, …, 6) were as follows:
if tiIf the above-mentioned judgment condition is not satisfied, t is setiSetting the NA and calculating the train speed according to the fault logic.
As shown in the figure, taking the example that the S2 sensor detects the vortex flow, the conditions that are not satisfied according to the detection condition are:
thus will t1、t2、t4、t5、t6Setting NA, can be calculated
Under the normal condition, the radar speed measurement needs to ensure that the detection surface has enough echo, but the Doppler frequency is lower when the vehicle speed is lower (less than 5km/h), so that the radar speed measurement is easy to be interfered by the outside, and the speed measurement precision is reduced. Although the eddy current speed measurement does not need to be laid on the metal sleepers at equal intervals, the eddy current speed measurement depends on the laying of the metal sleepers at equal intervals on the ground if the eddy current speed measurement needs to provide position calculation. Because steel rail laying can have certain installation error in actual engineering construction, consequently carry out real-time speed check to the radar speed measurement result with the vortex speed measurement result to ensure to measure the reliability of train operation in-process speed.
In a practical application example of the invention, the problem of low speed and distance measurement precision exists in the process of entering a station according to the fact that the distance between the inner rails of a magnetic levitation express line station is investigated to be 1.2 m. Therefore, the invention is adopted to increase the grating laying in the station, thereby improving the train speed monitoring and train positioning monitoring during the parking and improving the measurement precision of the train at low speed. But the no raster is laid in the interval, and the speed of the train in the interval can be realized by a radar speed measuring device and an eddy current speed measuring device, so that the cost is reduced.
As shown in fig. 1, in this embodiment, the on-board speed measurement device of the train includes an eddy current sensor and a speed measurement radar, and when the train is in operation, the eddy current sensor and the speed measurement radar respectively measure the running speed of the train, and the results measured by the eddy current sensor and the speed measurement radar are fused and calculated by the sensor analysis and calculation unit to obtain speed measurement data and distance measurement data, so as to further obtain the real-time acceleration/deceleration of the train.
However, when a train enters or leaves the train, the speed of the train is low, and the measurement accuracy of the eddy current sensor and the speed measuring radar is affected. As shown in fig. 1, the fiber bragg grating speed and distance measuring device arranged beside the track in the station is used for monitoring the real-time speed, the weight, the acceleration, the absolute position and the like of the train entering the station, and the distance between the train and a stop point can be calculated. The train-mounted speed measuring equipment is transmitted to the train-mounted speed measuring equipment through the wireless transmission equipment, the measured data transmitted to the data fusion unit is fused with the measured data of the train-mounted speed measuring equipment, the first train speed and train positioning information measured and calculated by the train-mounted speed measuring equipment are fused and calculated with the train running information measured by the fiber grating distance and speed measuring device through the data fusion unit, the accurate speed and the accurate position of the train under low-speed running are obtained, and the real-time accurate positioning of the train is realized. And the measured data is used for optimizing a train control curve and a brake curve to obtain the optimized train control curve and brake curve, wherein the train brake curve is the control curve in the train braking process, and finally the precise stop of the magnetic suspension train is realized.
Meanwhile, according to fig. 1, in this embodiment, the train accurate speed and accurate position information obtained by fusion calculation of the data fusion unit in the parking positioning system for the maglev train is also transmitted back to the fiber grating speed and distance measuring device through the wireless transmission device, and is used for verifying the working state of the fiber grating device and transmitting the working state to other application systems instead.
Specifically, referring to fig. 4, the fiber grating speed and distance measuring device (i.e., the fiber grating device) is convenient to install, does not cut the track, and does not affect the existing mechanical structure. The overall transformation is simple, the cost is low, and the safety is high. Real-time continuous data measured by the fiber grating speed and distance measuring device is matched with the ID of the train through a safety data interface of the fiber grating speed and distance measuring device and an interlocking/ZC (zone controller in a trackside controller), and the measured data is transmitted to vehicle-mounted equipment through the interlocking/ZC.
Referring to fig. 1, in an embodiment of the present invention, after a train enters a fiber bragg grating speed and distance measuring zone, a redundant safety data interface between a fiber bragg grating device and an interlock/ZC transmits a measured train weight, a train acceleration/deceleration rate, a real-time speed, and a distance to a stopping point of the train to a vehicle-mounted device in real time through a wireless transmission system in the form of a safety message. The vehicle-mounted equipment is used for carrying out acceleration/deceleration according to the train weight information and the acceleration/deceleration which are originated from the trackside equipment; checking the actual deceleration information of the train with the acceleration/deceleration information obtained by train-mounted speed measuring equipment (usually a speed sensor, in the embodiment, an eddy current sensor and a speed measuring radar) in the train-mounted equipment; the precise real-time speed transmitted by the ground, the absolute position of the train and the precise distance from a parking point are combined; and optimizing a train control curve and a braking curve in real time.
As shown in fig. 4, the fiber grating device of the invention is arranged along the track, and the grating area covers all train doors and platform doors in the train station and exceeds the position of the stop sign of the train, so that the fiber grating device is convenient to monitor the real-time position of the maglev train at the train station, and the head of the maglev train can be ensured to accurately stop at the position of the stop sign.
In addition, the fiber grating device of the invention can also replace train occupation detection by detecting the signal change of the grating area: when the signal change in the grating area exceeds the set change range threshold, the train is considered to occupy the grating area, and the train occupancy check is realized.
Providing train position by fiber grating device: time every interval delta tPositioning the train, acquiring the real-time position of the train, and calculating the speed v of the second train according to the positioning difference of the train at the time delta t of the trainLight (es)Therefore, the specific grating area in which the train is located is calculated, and the train position is verified through the fiber grating device.
The invention also provides a machine-readable storage medium, wherein a computer program is stored in the storage medium, and when the computer program is executed, the parking positioning method for the magnetic-levitation train is executed.
As shown in fig. 1, the present invention has the advantages that the calculation and control logic of the original ATP (Automatic Train Protection subsystem) and ATO (Automatic Train Operation system) are retained, the Train running curve and the brake curve of the Train are optimized only by combining the Train weight, the real-time speed, the absolute position of the Train and the real-time distance from the stopping point of the Train of the on-board device (ground transmission), and the influence of the measurement error on the running curve and the brake curve is reduced, so that the theoretical curve is closer to the actual running track; compared with the existing annular velocity and distance measuring technology and laser correlation technology, the fiber grating device has higher velocity and distance measuring resolution, continuous data measurement and richer measurement data, and the reliability of the measurement result is higher.
Referring to fig. 1, the invention mainly sends parameters measured by the fiber grating speed and distance measuring device (i.e. the fiber grating device of the invention) to the vehicle-mounted equipment, and monitors the speed of the train and the position of the train away from a stop point in real time, thereby realizing closed-loop control. The method can be particularly applied to real-time continuous measurement of the speed of the train, the absolute position of the train and the accurate distance from a stopping point on the ground (relative to a vehicle), and real-time uploading of vehicle-mounted equipment to realize monitoring of the speed of the train and the position of the stopping point on the ground; compensate and replace the influence of the on-vehicle speed measuring range unit low-speed measuring error of train to solve the inaccurate problem of parking that prior art speed measuring range error leads to, do not rely on the speed measuring range location to confirm whether can open and close door and shield door.
As shown in fig. 4, in the process of stopping the train, the fiber grating device can accurately determine the absolute position and real-time speed of the train, so as to determine whether the train door and the platform screen door meet the alignment error by comparing the absolute position of the train with the line data (the absolute position of the platform screen door), thereby determining whether the train door opening condition is met. Compared with the existing speed and distance measuring method, the method provided by the invention has the advantages of high measurement precision, good real-time property and rich measurement data of the fiber bragg grating device, and meets the low-speed high-precision measurement requirements of train creeping, jumping, retrogression and the like in the parking process of the magnetic suspension train.
It should be understood that the "on-board equipment" referred to in the present invention refers to equipment located on the train itself, being equipment distinct from trackside equipment; the system comprises train-mounted speed measuring equipment and a parking positioning system for the maglev train, and is used for realizing the parking positioning method of the maglev train and controlling and optimizing the braking process of the train.
Although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (17)
1. A parking positioning method for a maglev train is characterized by comprising the following steps:
acquiring real-time first train running information through train-mounted speed measuring equipment;
acquiring real-time second train operation information through a fiber grating device arranged beside a track in a station;
and calculating the first train running information and the second train running information in a fusion manner to obtain the real-time actual running speed of the train, and optimizing a train control curve in real time until the train stops at a stop point.
2. The park positioning method for a magnetic-levitation train as recited in claim 1,
the first train operation information includes a first train speed vVehicle with wheels' and a first distance of said train from said stopping point;
the second train operation information comprises the train weight and the train acceleration a of the trainLight (es)Second train speed vLight (es)And a second distance of the train from the stopping point.
3. The method as claimed in claim 2, wherein the step of calculating the first train running information and the second train running information to obtain the actual running speed of the train comprises the steps of:
analyzing and calculating the train speeds respectively measured by at least 2 sets of vehicle-mounted speed measuring devices to obtain the first train speed vVehicle with wheels′，
Calculating the first train speed vVehicle with wheels' with said second train speed vLight (es)Fusion calculation is carried out to obtain the actual running speed v of the trainVehicle with wheels。
4. A stop positioning method for a maglev train according to claim 3, wherein the train speeds respectively measured by at least 2 sets of speed measuring devices are analyzed and calculated to obtain the first train speed vVehicle with wheels', comprising the following steps:
obtaining a first speed measurement result v measured by a first vehicle-mounted speed measurement device1；
Obtaining a second speed measurement result v measured by a second vehicle-mounted speed measurement device2；
The first speed measurement result v is obtained1And said second speed measurement result v2And the first speed measurement result v1And said second speed measurement result v2Medium and small values:
when it is satisfied with
When the utility model is used, the water is discharged,
judgment ofThe first vehicle-mounted speed measuring device and the second vehicle-mounted speed measuring device have reliable measuring results and output the first train speed
When in use
When the temperature of the water is higher than the set temperature,
judging whether the measurement results of the first vehicle-mounted speed measuring device and the second vehicle-mounted speed measuring device are wrong or not, and outputting the first train speed vVehicle with wheels′。
5. A method as claimed in claim 4, wherein the actual running speed v of the train is determined by the actual running speed v of the trainVehicle with wheelsThe calculation steps are as follows:
when outputting the first train speed
When the temperature of the water is higher than the set temperature,
otherwise vVehicle with a detachable front cover＝vLight (es)。
6. A method of parking positioning for a magnetic-levitation train as recited in claim 5, wherein said first train speed v is obtainedVehicle with wheelsThe step of' turning further comprises the following steps:
maximum possible speed v of the output trainMaximum of', wherein vMaximum of′＝max(v1，v2)。
7. The method as claimed in claim 6, wherein the actual running speed v of the train is obtainedVehicle with wheelsAfter the step (b), outputting the safety protection speed v for train stopDefendWherein v isDefend＝max(vMaximum of′，vLight (es))。
8. The park positioning method for a maglev train according to claim 1, wherein said real-time optimization of the train control curve until the train stops at the stop comprises the steps of:
acquiring measured acceleration/deceleration data of the train in a time period;
acquiring safe acceleration/deceleration data in a safety model corresponding to the actual running speed of the train in the time period;
when the error precision of the measured acceleration/deceleration data and the safe acceleration/deceleration data is out of the range of a preset threshold value, optimizing a train control curve according to the measured acceleration/deceleration;
and determining and adjusting the allowable running speed of the train according to the optimized train control curve.
9. The method as claimed in claim 8, wherein the step of obtaining the measured acceleration/deceleration data comprises:
in the section where the fiber grating device is not laid, the measured acceleration/deceleration data is an acceleration value calculated through the running information of the first train;
and when the train passes through the fiber grating device, the measured acceleration/deceleration data is an acceleration value measured or calculated through the second train running information.
10. A method as claimed in any one of claims 1 to 9, wherein said step of optimizing the train control curve in real time until the train stops at a stopping point further comprises the steps of:
checking the train stopping precision;
and comparing the train stopping precision with a preset threshold value, and judging whether the train has a door opening condition.
11. A park locating system for a magnetic-levitation train, comprising:
the first acquisition module is used for acquiring real-time first train running information through train-mounted speed measuring equipment;
the second acquisition module is used for acquiring real-time second train operation information through a grating optical fiber device arranged beside a track in the station;
and the calculation module is used for fusion calculation of the first train operation information and the second train operation information to obtain the real-time actual train operation speed and optimize the train control curve in real time until the train stops at the stop point.
12. The park locating system for a magnetic-levitation train as recited in claim 11, wherein the first train operation information comprises a first train speed vVehicle with wheels' and a first distance of a real-time train from the stopping point;
the second train operation information comprises the train weight and the train acceleration a of the trainLight (es)Second train speed vLight (es)And a second distance of the real-time train from the stopping point.
13. The park positioning system for a magnetic-levitation train of claim 12, wherein the computing module comprises:
an analysis calculation unit for analyzing and calculating the train speeds respectively measured by at least 2 sets of vehicle-mounted speed measuring devices to obtain the first train speed vVehicle with wheels′；
A data fusion unit for fusing the first train speed vVehicle with wheels' with said second train speed vLight (es)Fusion calculation is carried out to obtain the actual running speed v of the trainVehicle with wheels。
14. The park positioning system for a magnetic-levitation train as recited in claim 13, wherein the parsing unit is further configured to:
obtaining a first vehicle speed measurementFirst speed measurement result v measured by device1；
Obtaining a second speed measurement result v measured by a second vehicle-mounted speed measurement device2；
The first speed measurement result v is obtained1And said second speed measurement result v2Is compared with the first velocity measurement result v2And said second speed measurement result v2Medium and small values:
when it is satisfied with
And then, judging that the measurement results of the first vehicle-mounted speed measuring device and the second vehicle-mounted speed measuring device are reliable, and outputting the first train speed
When in use
And judging that the measurement results of the first vehicle-mounted speed measuring device and the second vehicle-mounted speed measuring device are wrong, and not outputting the first train speed vVehicle with wheels′。
15. The park locating system for a magnetic-levitation train as recited in claim 11, wherein the computing module is further configured to:
acquiring measured acceleration/deceleration data of the train within a time period;
acquiring safety acceleration/deceleration data in a corresponding safety model at the actual running speed of the train in the time period;
when the error precision of the measured acceleration/deceleration data and the safe acceleration/deceleration data is out of the range of a preset threshold value, optimizing a train control curve according to the measured acceleration/deceleration;
and determining and adjusting the allowable running speed of the train according to the optimized train control curve.
16. The parking positioning system for the magnetic-levitation train as recited in any one of claims 11-15, further comprising a verification module for verifying the parking accuracy of the train; and the system is also used for comparing the train stopping precision with a preset threshold value and judging whether the train has a door opening condition or not.
17. A machine readable storage medium having stored thereon a computer program which, when executed, performs a method for parking positioning of a magnetic levitation train as recited in any one of claims 1-10.
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