CN114454726B - Parking positioning method, system and storage medium for maglev train - Google Patents
Parking positioning method, system and storage medium for maglev train Download PDFInfo
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60L13/06—Means to sense or control vehicle position or attitude with respect to railway
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
- B61L25/021—Measuring and recording of train speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or vehicle trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or vehicle trains
- B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60L2200/00—Type of vehicles
- B60L2200/26—Rail vehicles
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 speed and distance measuring equipment when the train parks and enters the station; the fiber bragg grating device can directly measure the weight, the speed and the acceleration/deceleration of the train and provide accurate absolute position information; in the train stopping process, the measurement data of the fiber grating device is combined on the basis of the train vehicle-mounted speed measuring equipment to optimize the train control curve in real time, so that the speed measuring and positioning precision of the magnetic levitation train is improved, the problem of low speed measuring precision of the magnetic levitation train vehicle-mounted speed measuring equipment at low speed is solved, and the accurate stopping and positioning of the magnetic levitation train are realized. Compared with the existing speed and distance measuring method, the method provided by the invention utilizes the advantages of high measurement precision, good real-time performance and abundant measurement data of the fiber bragg grating device, and meets the low-speed and high-precision measurement requirements of the peristaltic movement, the jump, the retrograde movement and the like of the train in the stop process of the magnetic levitation train.
Description
Technical Field
The invention belongs to the field of parking brake control of a maglev train, and particularly relates to a parking positioning method, a parking positioning system and a storage medium for the maglev train.
Background
Fiber gratings have been widely used in the field of fiber sensing since the advent of the prior art. The fiber bragg grating sensor has the advantages of electromagnetic interference resistance, corrosion resistance, electrical 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, the measurement of stress strain is mainly realized. 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: application researches of the fiber bragg grating technology are focused on realizing train occupation inspection by fiber bragg gratings, such as realizing point-type train axle counting by the fiber bragg gratings, realizing continuous train occupation inspection by the fiber bragg gratings, and the like.
The maglev train lacks a wheel set relative to the wheeltrack train, so that the train speed cannot be monitored through the gear tooth speed transmission. The speed and distance measurement of the magnetic levitation train is generally carried out by using a speed measuring device of a steel sleeper vortex speed measuring device to be matched with a speed measuring radar or an accelerometer. The sensor used by the vortex speed measuring device is a sensor group formed by N independent vortex speed measuring devices, the vortex speed measuring devices sequentially scratch through the metal sleeper in the running process of the train, pulse signals are output, the speed measuring unit obtains the pulse signals output by all the vortex speed measuring devices, and the speed value of the running of the current vehicle is obtained after calculation. The measurement accuracy is mainly reflected in the distance interval of the ranging pulse: the smaller the distance interval of the distance measurement pulse is, the higher the distance measurement accuracy is; i.e. the measurement accuracy is related to the number of sensors in the eddy current speed measuring device and the density of the sleeper. The vortex speed measuring device is discontinuous in measuring speed, a measuring speed value can be obtained only through a metal sleeper, and the vortex speed measuring device is easy to be 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 device is not dependent on wheel tracks, but the application practice shows that the radar speed measuring device is used for measuring the speed of the train at the speed lower than 5km/h, and the error is larger.
In engineering practical application (train speed and distance measurement is carried out on a maglev train), the vortex speed measuring device is limited by engineering cost and installation conditions, and the measuring effect of the steel sleeper vortex speed measuring device is poor when the speed measuring device is in low speed. Therefore, the vehicle-mounted speed measuring equipment of the maglev train is generally overlapped with the speed measuring radar to calibrate the speed measurement, 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 measurement device, the train-mounted speed measurement equipment cannot accurately judge whether the train is at zero speed or not, and the control of train doors is affected.
Disclosure of Invention
In order to solve the problems, the invention provides a parking positioning method, a system and a storage medium for a maglev train, wherein the fiber grating sensor is applied to the parking process of the maglev train, so that the parking/positioning precision of the maglev 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 operation information through train vehicle-mounted speed measuring equipment;
acquiring real-time second train operation information through a fiber grating device arranged beside a track in the station;
Fusion calculating the first train operation information and the second train operation informationRunning information to obtain real-time actual running speed of the train, wherein the first train running information comprises a first train speed v Vehicle with a frame ' and a first distance of the train from the stop point;
the second train operation information comprises the train weight and the train acceleration a of the train Light source Second train speed v Light source And a second distance of the train from the stopping point;
analyzing and calculating train speeds respectively measured by at least 2 sets of on-board speed measuring devices to obtain a first train speed v Vehicle with a frame ′：
Acquiring a first speed measurement result v measured by a first vehicle speed measurement device 1 ；
Acquiring a second speed measurement result v measured by a second vehicle-mounted speed measurement device 2 ；
The first velocity measurement result v 1 And a second speed measurement result v 2 Is the difference between the first velocity measurement result v 1 Comparing with a smaller value in the second speed measurement result v2, calculating and outputting a first train speed:
when meeting the requirementsWhen the first train speed measuring device and the second train speed measuring device are judged to be reliable in measurement results, and a first train speed is output>And outputting the maximum possible speed of the train;
when (when)When the first train speed is determined to be incorrect, only v is output Maximum value ′＝max(v 1 ，v 2 ) The first train speed v is not output Vehicle with a frame ′；
The first train speed and the second train speed are fused and calculated, and the actual running speed of the train is obtained:
when it is transported
Otherwise v Vehicle with a frame ＝v Light source ；
And optimizing the train control curve in real time until the train stops at the stop point.
Further, at the time of acquiring the first train speed v Vehicle with a frame The' step is followed by the following steps:
maximum possible speed v of output train Maximum value ' wherein v Maximum value ′＝max(v 1 ，v 2 )。
Further, the actual running speed v of the train is obtained Vehicle with a frame After the step of (a), the method also comprises the step of outputting the train parking safety protection speed v Anti-theft device Wherein v is Anti-theft device ＝max(v Maximum value ′，v Light source )。
Further, the real-time optimizing the train control curve until the train stops at the stop point comprises the steps of:
acquiring measured acceleration/deceleration data of the train over a period of time;
acquiring safety 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 safety acceleration/deceleration data is out of a preset threshold range, 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 acquiring the measured acceleration/deceleration data includes:
in a section where the fiber bragg grating device is not laid, the measured acceleration/deceleration data is an acceleration value calculated by the first train operation information;
the measured acceleration/deceleration data is an acceleration value measured or calculated by the second train operation information as the train passes through the fiber grating device.
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 parking accuracy of the train;
and comparing the parking accuracy of the train with a preset threshold value, and judging whether the train has a door opening condition or not.
The invention also discloses a parking positioning system for the maglev train, which comprises:
the first acquisition module is used for acquiring real-time first train operation information through train vehicle-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;
a calculation module for calculating the first train operation information and the second train operation information in a fusion manner to obtain real-time actual train operation speed, wherein the first train operation information comprises a first train speed v Vehicle with a frame ' and a first distance of the train from the stop point;
the second train operation information comprises the train weight and the train acceleration a of the train Light source Second train speed v Light source And a second distance of the train from the stopping point;
analyzing and calculating train speeds respectively measured by at least 2 sets of on-board speed measuring devices to obtain a first train speed v Vehicle with a frame ′：
Acquiring a first speed measurement result v measured by a first vehicle speed measurement device 1 ；
Acquiring a second speed measurement result v measured by a second vehicle-mounted speed measurement device 2 ；
The first velocity measurement result v 1 And a second speed measurement result v 2 Is the difference between the first velocity measurement result v 1 And a second speed measurement result v 2 Comparing the smaller values of the first train speed, calculating and outputting the first train speed:
when meeting the requirementsWhen the first train speed measuring device and the second train speed measuring device are judged to be reliable in measurement results, and a first train speed is output>And outputting the maximum possible speed of the train;
when (when)When the first train speed is determined to be incorrect, only v is output Maximum value ′＝max(v 1 ，v 2 ) The first train speed v is not output Vehicle with a frame ′；
The first train speed and the second train speed are fused and calculated, and the actual running speed of the train is obtained:
When outputtingWhen (I)>
Otherwise v Vehicle with a frame ＝v Light source ；
And optimizing the train control curve in real time until the train stops at the stop point.
Further, the computing module includes:
the analysis and calculation unit is used for analyzing and calculating the train speeds respectively measured by at least 2 sets of on-board speed measuring devices to obtain the first train speed v Vehicle with a frame ′；
A data fusion unit for fusing the first train speed v Vehicle with a frame ' and the second train speed v Light source Fusion calculation is carried out to obtain the actual running speed v of the train Vehicle with a frame 。
Further, the parsing calculation unit is further configured to:
acquiring a first speed measurement result v measured by a first vehicle speed measurement device 1 ；
Acquiring a second speed measurement result v measured by a second vehicle-mounted speed measurement device 2 ；
The first speed measurement result v 1 And the second speed measurement result v 2 Is different from the first speed measurement result v 2 And the second speed measurement result v 2 The smaller of these values is compared:
when meeting the requirementsWhen the first train speed measuring device and the second train speed measuring device are judged to be reliable in measurement results, and the first train speed +_ is output>
When (when)When the first train speed v is not output, the first train speed v is judged to be the wrong measurement result of the first train speed measuring device and the second train speed measuring device Vehicle with a frame ′。
Further, the computing module is further configured to:
acquiring measured acceleration/deceleration data of the train over a period of time;
acquiring safety acceleration/deceleration data in a corresponding safety model under the actual running speed of the train in the time period;
when the error precision of the measured acceleration/deceleration data and the safety acceleration/deceleration data is out of a preset threshold range, 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 also comprises a verification module, a control module and a control module, wherein the verification module is used for verifying the parking accuracy of the train; and the method 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 invention also provides a machine-readable storage medium, wherein the storage medium stores a computer program which, when executed, performs the parking positioning method for the maglev train.
The invention discloses a parking positioning method for a magnetic levitation train, which uses a fiber bragg grating device as a supplementary speed and distance measuring device when the train runs at a low speed, solves the problem of low speed measuring precision of a vehicle-mounted speed measuring device of the magnetic levitation train when the train runs at the low speed, and further applies listed running information measured by the fiber bragg grating device to the parking braking process of the train in combination with the vehicle-mounted speed measuring device of the train, thereby improving the parking positioning precision of the magnetic levitation train, greatly improving the speed/position measuring reliability of the magnetic levitation train in the parking process, 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 through the fiber grating device and are used for determining whether the train door and the platform screen door meet alignment errors or not, so that whether the train has a door opening condition or not is judged. The method of the invention adds the fiber grating device on the ground on the basis of the vehicle-mounted equipment, is beneficial to the advantages of high measurement precision, good real-time performance and abundant measurement data of the fiber grating device, and realizes the high-precision measurement requirement in the low-speed running processes of the peristaltic movement, the jump, the retrograde movement and the like of the train in the stop process of the maglev train.
The parking positioning system and the storage medium for the maglev 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 may 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 of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 shows a schematic flow diagram of a park locating method for a maglev train in accordance with an embodiment of the invention;
FIG. 2 shows a schematic diagram of the calculation principle assistance of an eddy current speed measuring device according to an embodiment of the invention;
FIG. 3 shows an auxiliary schematic diagram of an eddy current speed measuring device in eddy current anomaly identification calculation according to an embodiment of the invention;
FIG. 4 shows a schematic diagram of in-station grating zone laying 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
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
As shown in fig. 1, a flow chart of a parking positioning method for a maglev train according to the present invention is shown, and the parking positioning method for the maglev train according to a preferred embodiment of the present invention comprises the following steps:
1. Acquiring real-time first train operation information through train vehicle-mounted speed measuring equipment;
the first train operation information includes a first train speed v Vehicle with a frame ' and the distance of the train from the stopping point;
2. acquiring real-time second train operation information through a fiber grating device arranged beside a track in the station;
the second train operation information includes the train weight of the train and the second train speed v Light source Acceleration a of train Light source And the distance of the train from the stopping point.
Specifically, the distance from the train to the stop point obtained by the train-mounted speed measuring device is calculated by the speed, and the first train speed v can be similarly obtained Vehicle with a frame The 'distance from the train to the stopping point' calculates the acceleration information of the train in a certain time period. But through the fiber grating device arranged beside the track in the station, the weight of the train and the second train speed v can be directly detected according to the running condition of the train in the grating laying area Light source Acceleration a of train Light source And the distance of the train from the stopping point, wherein the second train speed v can be measured Light source And (3) calculating the acceleration of the train.
3. The first train operation information and the second train operation information are fused and calculated to obtain the actual train operation speed;
Analyzing and calculating train speeds respectively measured by at least 2 sets of on-board speed measuring devices to obtain a first train speed v Vehicle with a frame ′：
Acquiring a first speed measurement result v measured by a first vehicle speed measurement device 1 ；
Acquiring a second speed measurement result v measured by a second vehicle-mounted speed measurement device 2 ；
The first velocity measurement result v 1 And a second speed measurement result v 2 Is the difference between the first velocity measurement result v 1 And a second speed measurement result v 2 The smaller value of the train speed v is compared, and the first train speed v is calculated and output Vehicle with a frame ′：
When meeting the requirementsWhen the first train speed measuring device and the second train speed measuring device are judged to be reliable in measurement results, and a first train speed is output>And outputs the maximum possible speed v of the train Maximum value ′＝max(v 1 ，v 2 )；
When (when)When the first train speed is determined to be incorrect, only v is output Maximum value ′＝max(v 1 ，v 2 ) In practice, such a condition may generally correspond to a speed measurement failure of the vehicle-mounted speed measurement device.
The maximum possible running distance of the train is calculated through the maximum possible speed of the train in consideration of the safety control requirement in the train stopping process, and the train is ensured not to cross the stopping point.
First train speed v Vehicle with a frame ' and second train speed v Light source Fusion calculation is carried out to obtain the actual running speed v of the train Vehicle with a frame ：
When outputtingWhen (I)>
Otherwise v Vehicle with a frame ＝v Light source 。
Further, the train stopping safety protection speed v is output Anti-theft device Wherein v is Anti-theft device ＝max(v Maximum value ，v Light source )。
Wherein, considering the safety protection in the process of train stopping, the speed v of the safety protection of the train is realized in the section where the fiber grating device is arranged Anti-theft device Calculating the maximum possible driving distance of the train to ensure that the train does not get overPassing the stopping point.
Among the above operations, max represents an operation 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 measuring range of the fiber grating device, the speed is higher, the speed of the train can be measured and checked by the two sets of vehicle-mounted speed measuring devices of the vortex 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 levitation train. When a train is parked, the speed of the train is continuously reduced, the measurement accuracy of the original vortex speed measuring device and the speed measuring radar cannot meet the requirement of accurate parking of the train under the condition of low speed, and the fiber bragg grating device arranged in the station is required to assist in measuring the speed, the distance and the weight of the train in the station, so that the braking process of the train is optimized in real time, and the parking accuracy of the train is improved.
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 bragg grating device is not laid, the acceleration/deceleration data is measured by measuring the speed change of the train through the train-mounted speed measuring device, so as to calculate the acceleration;
the measured acceleration/deceleration data is the acceleration measured by the fiber grating device or the acceleration value calculated from the speed measured by the fiber grating device as the train passes through the fiber grating device.
4.2, acquiring safety acceleration/deceleration data in a safety model corresponding to the actual running speed of the train in the time period;
the actual running speed of the train needs to be controlled within a certain range in consideration of safe running of the train, and the train safety model safe acceleration/deceleration data is safe acceleration/deceleration data conforming to a train control curve.
4.3, optimizing a train control curve according to the measured acceleration/deceleration when the error precision of the measured acceleration/deceleration data and the safety acceleration/deceleration data is out of a preset threshold range;
comparing and analyzing the measured acceleration/deceleration data and the safety acceleration/deceleration data, and when the error precision of the measured acceleration/deceleration data and the safety acceleration/deceleration data is within a preset threshold range, not modifying a train control curve;
When the error precision of the measured acceleration/deceleration data and the safety acceleration/deceleration data is out of the preset threshold range, optimizing a train control curve according to the measured acceleration/deceleration data, and determining the allowable running speed of the train according to the optimized train control curve, so that the train is regulated and controlled in real time until the train is stopped at a stopping point.
Comparing the speed measurement methods of the maglev trains:
the maglev train lacks a wheel set relative to the wheeltrack train, so that the train speed cannot be monitored through the gear tooth speed transmission. The speed measurement method of the maglev train adopted in the embodiment of the invention comprises radar speed measurement, vortex speed measurement and grating speed measurement.
The grating speed measurement principle is that signal end point detection is carried out according to the vibration signal change of a grating area, and train operation information is obtained through the grating area signal end point detection. The advantage is that it is not easily affected by electromagnetic environment; however, the cost of the fiber grating device is high, the fiber grating device is also required to be paved in the rail groove and is encapsulated by concrete, and the paving cost of the fiber grating device is too high.
The eddy current speed measurement is to install sensors on a train, and when the sensors pass through metal sleepers arranged at intervals of the tracks, the induction heads of the sensors form frequency pulses of eddy current change on the same sleeper, so that the train speed is calculated. The advantage is that non-contact measurement can be realized; however, the measurement speed is discontinuous, and the measurement speed value can be obtained only by passing through the metal sleeper, and is easily influenced by electromagnetic interference.
In the track traffic, a Doppler radar speed measuring device is generally applied to radar speed measurement, and is mainly used for detecting whether idle skidding occurs on wheels or not and correcting the real-time speed of a train. The method has the advantages that the method is not easy to be interfered by electromagnetic environment, the real-time speed of the train can be directly measured, and the method is independent of wheel tracks. However, application practice shows that the error of the train speed measured by the Doppler radar speed measuring device under the speed of 5km/h is larger.
In the embodiment, three speed measuring methods are organically combined, a set of ground speed measuring equipment is added near a train stopping platform under the condition that the existing vehicle-mounted speed measuring equipment and speed measuring method of the maglev train are not affected, and only the braking method in the stopping process of the maglev train is subjected to targeted optimization design, so that the speed measuring and positioning accuracy in the stopping process of the maglev train is improved.
As shown in fig. 1, in a section without a fiber grating device (not yet driven into a fiber grating device laying area), accelerations respectively calculated by a vehicle-mounted vortex speed measuring device and a radar speed measuring device are compared, and if the error accuracy of the comparison is within a preset first threshold (for example, set to 1%), the actual acceleration value of the train in the current period is judged to be 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 not needing to adjust a train control curve if the requirement of the safety model is met;
when the safety model requirement is met, if the error precision of the acceleration value calculated by the actual measurement and the acceleration value used in the calculation of the previous period is out of a preset second threshold range, the protection curve and the braking curve of the train are recalculated by using the acceleration value calculated by the actual measurement, and the running control of the train is adjusted.
Referring to fig. 1, in a section where the fiber bragg grating device is laid, information of actually measured speed, vehicle weight, acceleration, position and the like is transmitted to the vehicle-mounted device by the trackside device (the fiber bragg grating speed and distance measuring device arranged on the ground). The vehicle-mounted equipment compares the position, the speed and the acceleration acquired from the trackside equipment with related parameters acquired by the vehicle-mounted speed measuring equipment, determines that parameters sent by the ground are matched with parameters of the vehicle so as to determine that the data are the measurement data of the vehicle-mounted equipment and then directly uses the acceleration transmitted by the fiber bragg grating device; because the measuring accuracy of the fiber grating device is higher than that of the train-mounted speed measuring equipment under the condition that the train runs at a low speed, and the acceleration information of the train can be directly measured. Comparing the acceleration transmitted by the fiber bragg grating device with the acceleration value corresponding to the current actual running speed value in the safety model, and when the error precision of the actually measured train acceleration value and the acceleration value used in the calculation of the upper period is not in a preset second threshold range, recalculating the protection curve and the braking curve of the train by using new acceleration parameters (the acceleration obtained by the measurement/calculation of the fiber bragg grating device), so as to update the control curve of the train in real time, and obtain the latest train allowable running speed until the train stops at a stop point.
Further, after the train stopping step is implemented, the method further comprises the steps of:
checking the parking accuracy of the train; and comparing the parking accuracy of the train with a preset threshold value, and judging whether the train has a door opening condition or not. The arrangement of the step can check and verify the parking precision of the train, once the parking precision does not meet the door opening condition, the current parking spot can be abandoned, and a new parking spot can be redetermined, so that the train is controlled to accurately park to the new parking spot.
The invention also provides a parking positioning system for the maglev train, as shown in fig. 5, comprising:
the first acquisition module is used for acquiring real-time first train operation information through train vehicle-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;
a calculation module for calculating first train operation information and second train operation information in a fusion manner to obtain real-time actual train operation speed, wherein the first train operation information comprises a first train speed v Vehicle with a frame ' and a first distance of the train from the stop point;
the second train operation information comprises the train weight and the train acceleration a of the train Light source Second train speed v Light source And a second distance of the train from the stopping point; wherein, for at least 2 sets of vehiclesAnalyzing and calculating train speeds respectively measured by the speed-carrying device to obtain a first train speed v Vehicle with a frame ′：
Acquiring a first speed measurement result v measured by a first vehicle speed measurement device 1 ；
Acquiring a second speed measurement result v measured by a second vehicle-mounted speed measurement device 2 ；
The first velocity measurement result v 1 And a second speed measurement result v 2 Is the difference between the first velocity measurement result v 1 And a second speed measurement result v 2 Comparing the smaller values of the first train speed, calculating and outputting the first train speed:
when meeting the requirementsWhen the first train speed measuring device and the second train speed measuring device are judged to be reliable in measurement results, and a first train speed is output>And outputting the maximum possible speed of the train;
when (when)When the first train speed is determined to be incorrect, only v is output Maximum value ′＝max(v 1 ，v 2 ) The first train speed v is not output Vehicle with a frame ′；
The first train speed and the second train speed are fused and calculated, and the actual running speed of the train is obtained:
when it is transported When (I)>
Otherwise v Vehicle with a frame ＝v Light source ；
And optimizing the train control curve in real time until the train stops at the stop point.
Further, the first train operation information includes a first train speed v Vehicle with a frame ' and the distance of the train from the stopping point;
the second train operation information comprises the train weight and the train acceleration a of the train Light source Second train speed v Light source And the distance of the train from the stopping point.
In the prior art, the weight data of the train is rarely included in the process of realizing accurate parking of the train, and the invention adopts the fiber bragg grating device, thereby not only realizing accurate measurement of the information of the speed, the position and the acceleration of the low-speed running of the train in the station, but also taking the weight of the train when the train enters the station into consideration, and compared with the traditional parking method, the invention can improve the parking precision and the safety of the magnetic levitation train
Further, as shown in fig. 5, the calculation module includes:
the analysis and calculation unit is used for analyzing and calculating the train speeds respectively measured by at least 2 sets of on-board speed measuring devices to obtain a first train speed v Vehicle with a frame ′；
A data fusion unit for fusing the first train speed v Vehicle with a frame With a second train speed v Light source Fusion calculation is carried out to obtain the actual running speed v of the train Vehicle with a frame 。
Further, the parsing calculation unit is further configured to:
acquiring a first speed measurement result v measured by a first vehicle speed measurement device 1 ；
Acquiring a second speed measurement result v measured by a second vehicle-mounted speed measurement device 2 ；
The first velocity measurement result v 1 And a second speed measurement result v 2 Is the difference between the first velocity measurement result v 2 And a second speed measurement result v 2 The smaller value of the train speed v is compared, analyzed and output Vehicle with a frame ′。
Further, the computing module is further configured to:
acquiring measured acceleration/deceleration data of the 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 safety acceleration/deceleration data is out of a preset threshold range, 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 parking positioning system for the maglev train further comprises a verification module, wherein the verification module is used for verifying the parking precision of the train; and the method is used for comparing the parking accuracy of the train with a preset threshold value and judging whether the train has a door opening condition or not.
The speed measuring principle of the vortex speed measuring device is as follows: when the sensor is installed on the train and the metal sleepers are arranged at intervals through the tracks, the induction heads of the sensor form frequency pulses of vortex change on the same sleeper, so that the train speed is calculated.
Because the magnetic levitation has a complex electromagnetic environment, the eddy current speed measurement is easily affected by the interference of the electromagnetic environment, and therefore, in one specific embodiment of the invention, the method for calculating the speed of the eddy current sensor is optimized and improved. As shown in fig. 2, in the present embodiment, the vortex speed measuring device employs 4 vortex sensors,
1) When the sensor S1 vortex is triggered and the sensor S2-S4 vortex is not triggered, t 1 To t 6 Are NA (non available/non applicable). At this time, no vortex speed measurement result is output.
2) When the eddy currents of the sensors S1-S2 are triggered and the eddy currents of the sensors S3-S4 are not triggered, t 1 Has a value of t 2 To t 6 Are NA. At this time, the vortex output speed is
3) When the eddy currents of the sensors S1-S3 are triggered and the eddy current of the sensor S4 is not triggered, t 1 、t 2 、t 4 Has a value of t 3 、t 5 、t 6 Is NA. Can be calculated toIn 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 vortex is:
v vortex ＝v Vortex 1 +v Vortex 2 +v Vortex 4 -max[v Vortex 1 、v Vortex 2 、v Vortex 4 ]-min[v Vortex 1 、v Vortex 2 、v Vortex 4 ]
4) When the sensor S1-S4 vortex triggers, t 1 ～t 6 All have values. Can be calculated to
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 vortex is:
Wherein,
v max ＝max[v vortex 1 、v Vortex 2 、v Vortex 3 、v Vortex 4 、v Vortex 5 、v Vortex 6 ]
v min ＝mm[v Vortex 1 、v Vortex 2 、v Vortex 3 、v Vortex 4 、v Vortex 5 、v Vortex 6 ]。
5) When a sensor fault occurs, the time difference between the non-faulty sensor eddy current and the faulty sensor eddy current is calculated as NA. The output speed of the vortex is calculated v Vortex i The speed average after the maximum, minimum is removed (directly averaged when there are only 1-2 calculations).
6) Assuming that the S3 sensor fails, t 1 、t 3 、t 5 、t 6 Has a value of t 2 、t 4 Is NA. Can be calculated to
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 vortex is:
v vortex ＝v Vortex 1 +v Vortex 3 +v Vortex 5 +v Vortex 6 -max[v Vortex 1 、v Vortex 3 、v Vortex 5 、v Vortex 6 ]-min[v Vortex 1 、v Vortex 3 、v Vortex 5 、v Vortex 6 ]
Wherein: t is t 1 : generating a time difference between the first vortex and the second vortex;
t 2 : the second vortex and the third vortex generate a time difference value;
t 3 : the third vortex and the fourth vortex generate a time difference value;
t 4 : generating a time difference between the first vortex and the third vortex;
t 5 : generating a time difference between the second vortex and the fourth vortex;
t 6 : generating a time difference between the first vortex and the fourth vortex;
x distance from each other : eddy current sensor spacing;
v vortex : an eddy current sensor speed;
v Vortex i : according to the time difference t i A calculated speed;
max is the maximum value; min is the minimum value operation.
Moreover, due to the influence of abnormal interference factors such as electromagnetic interference, eddy currents may be unrecognizable, and the eddy currents may be erroneously generated, so that the recognition time may be before or after. Therefore, it is necessary to perform and calculate a time check, as shown in FIG. 3, t i The detection conditions of (i=1, 2, …, 6) are as follows:
if t i If the above determination condition is not satisfied, t is set to i And setting the train speed as NA and calculating the train speed according to the fault logic.
As shown in the figure, taking the case before the sensor S2 detects the eddy current, the conditions according to the detection conditions are as follows:
thus will t 1 、t 2 、t 4 、t 5 、t 6 Put to NA, can be calculated
In general, the radar speed measurement needs to ensure that the detection surface has enough echo, but the Doppler frequency is smaller when the vehicle speed is lower (< 5 km/h), the radar speed measurement is easy to be interfered by the outside, and the speed measurement precision is reduced. Although the vortex speed measurement does not need equidistant laying of metal sleepers, the vortex speed measurement depends on equidistant laying of ground metal sleepers if position calculation is needed. Because a certain installation error exists in the actual engineering construction of the steel rail, the radar speed measurement result is subjected to real-time speed verification by the vortex speed measurement result, so that the reliability of the speed in the train running process is ensured.
In an actual application example of the invention, according to the investigation that the track space in a certain magnetic levitation fast line station is 1.2m, the problem of low speed and distance measurement precision exists in the process of entering the station. Therefore, the grating laying is added in the station, so that the train speed monitoring and train positioning monitoring during parking are improved, and the measuring precision of the train at low speed is improved. But no grating is paved in the section, the speed of the train in the section can be realized through a radar speed measuring device and an eddy current speed measuring device, and the cost is reduced.
As shown in fig. 1, in this embodiment, the vehicle-mounted speed measuring device for a train includes an eddy current sensor and a speed measuring radar, when the train is running, the eddy current sensor and the speed measuring radar measure the running speed of the train respectively, and the results measured by the eddy current sensor and the speed measuring radar are fused and calculated by a sensor analysis and calculation unit to obtain speed measuring data and distance measuring data, so that the real-time acceleration/deceleration of the train can be further obtained, because the speed is higher, the measuring precision meets the actual requirement, and the accurate speed and the accurate position in the running process of the train can be obtained.
However, when the train enters or exits, the speed of the train is low, and the measurement accuracy of the eddy current sensor and the speed measuring radar can be affected. As shown in fig. 1, the real-time speed, the weight, the acceleration, the absolute position and the like of the train entering the station are further monitored through a fiber bragg grating speed measuring and distance measuring device arranged beside the track in the station, and the distance between the train and the parking spot can be calculated. The wireless transmission equipment is used for transmitting the data to the train vehicle-mounted speed measuring equipment, the data are transmitted to the data fusion unit to be fused with the measurement data of the train vehicle-mounted speed measuring equipment, the data fusion unit is used for carrying out fusion calculation on the first train speed and the train positioning information measured and calculated by the train vehicle-mounted speed measuring equipment and the train running information measured and obtained by the fiber grating distance measuring and speed measuring device, and the accurate speed and the accurate position of the train under low-speed running are obtained, so that the real-time accurate positioning of the train is realized. And the measured data are used for optimizing a train control curve and a brake curve to obtain the optimized train control curve and the optimized brake curve, wherein the train brake curve is the control curve in the train braking process, and finally, the accurate stopping of the magnetic levitation train is realized.
Meanwhile, according to fig. 1, in the embodiment, the accurate speed and accurate position information of the train, which are obtained by fusion calculation by the data fusion unit in the parking positioning system for the maglev train, are also transmitted back to the fiber bragg grating speed and distance measuring device through the wireless transmission equipment, and are used for verifying the working state of the fiber bragg grating equipment and transmitting the working state to other application systems instead.
Specifically, referring to fig. 4, the fiber bragg grating speed and distance measuring device (i.e., the fiber bragg grating device described above) is convenient to install, does not cut a 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 bragg grating speed and distance measuring device are matched with a train ID through a safety data interface of the fiber bragg grating speed and distance measuring device and an interlocking/ZC (zone controller in a trackside controller), and the measured data are transmitted to vehicle-mounted equipment through the interlocking/ZC.
Referring to fig. 1, in a specific embodiment of the present invention, after a train enters a fiber grating speed measuring and distance measuring section, a redundant safety data interface between a fiber grating device and an interlocking/ZC transmits measured train weight, train acceleration/deceleration, real-time speed and distance from a parking spot to a vehicle-mounted device in real time in a form of a safety message through a wireless transmission system. The vehicle-mounted equipment is used for controlling the speed of the train according to the train weight information and the acceleration/deceleration of the train from the trackside equipment; checking actual deceleration information of the train with acceleration/deceleration information obtained by train-mounted speed measuring equipment (usually a speed sensor, an eddy current sensor and a speed measuring radar in the embodiment) in the train-mounted equipment; the accurate real-time speed, the absolute position of the train and the accurate distance from the parking point of ground transmission are combined; and optimizing a train control curve and a brake curve in real time.
As shown in fig. 4, the fiber grating device is arranged along the track, and the grating area covers all train doors and platform doors in the station and exceeds the stop target position of the train, so that the fiber grating device is convenient for monitoring the real-time position of the magnetic levitation train in the station, and the locomotive of the magnetic levitation train can be ensured to be accurately stopped at the stop target position.
In addition, the fiber grating device can replace train occupation detection by detecting grating zone signal change: when the signal change exceeds the set change range threshold value in the grating area, the grating area is considered to be occupied by the train, and the train occupation inspection is realized.
Providing a train position through a fiber grating device: recording train positioning once at intervals delta t time, acquiring real-time train position, and calculating second train speed v through train delta t time train positioning difference Light source And calculating the specific grating area of the train, and checking the train position through the fiber bragg grating device.
The invention also provides a machine-readable storage medium, wherein the storage medium stores a computer program, and when the computer program is executed, the parking positioning method for the maglev train is executed.
As shown in fig. 1, the invention has the advantages that the calculation and control logic of the original ATP (train automatic protection subsystem, automatic Train Protection) and ATO (train automatic operation system, automatic Train Operation) are reserved, and the train running curve and braking curve are optimized only by combining the real-time distance between the train weight, the real-time speed, the absolute position and the parking point of the trackside equipment by the vehicle-mounted equipment, so that the influence of the measurement error on the running curve and the braking curve is reduced, and the theoretical curve is more approximate to the actual running track; in addition, compared with the existing loop line speed and distance measuring technology and laser correlation technology, the fiber bragg grating device has higher speed and distance measuring resolution, continuous data measurement and richer measurement data, and the reliability of measurement results is higher.
Referring to fig. 1, the parameters measured by the fiber bragg grating speed and distance measuring device (namely the fiber bragg grating device) are sent to the vehicle-mounted equipment, and the speed of the train and the position of a parking spot are monitored in real time, so that closed-loop control is realized. The method can be particularly applied to real-time continuous measurement of the ground (relative to the vehicle) on the speed of the train, the absolute position of the train and the accurate distance from the parking point, and real-time uploading of the vehicle-mounted equipment, so that the speed of the train and the position from the parking point are monitored; make up for and replace the influence of train on-vehicle speed and distance measuring equipment low-speed measurement error to solve the inaccurate problem of parking that prior art speed and distance measuring error leads to, do not rely on speed and distance measuring location to confirm whether can switch door and shield door.
As shown in fig. 4, the fiber grating device can accurately determine the absolute position and real-time speed of the train during the stopping process of the train, so as to determine whether the alignment error is satisfied between the train door and the platform screen door by comparing the absolute position of the train with the line data (the absolute position of the platform screen door), thereby determining whether the condition of opening the train door is satisfied. 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 performance and abundant measurement data by utilizing the fiber bragg grating device, and meets the low-speed and high-precision measurement requirements of train creep, jump, regression and the like in the stop process of the maglev train.
It should be understood that the "on-board device" referred to in the present invention means a device located on the train itself, which is a device distinguished from the trackside devices; the system comprises train vehicle-mounted speed measuring equipment and also comprises the parking positioning system for the magnetic levitation train, which is used for realizing the parking positioning method of the magnetic levitation train and controlling and optimizing the braking process of the train.
Although the 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 scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.
Claims (12)
1. The parking positioning method for the maglev train is characterized by comprising the following steps of:
acquiring real-time first train operation information through train vehicle-mounted speed measuring equipment;
acquiring real-time second train operation information through a fiber grating device arranged beside a track in the station;
the first train operation information and the second train operation information are calculated in a fusion mode to obtain real-time actual train operation speed, wherein the first train operation information comprises a first train speed v Vehicle with a frame ' and a first distance of the train from a stopping point;
the second train operation information comprises the train weight and the train acceleration a of the train Light source Second train speed v Light source And a second distance of the train from the stopping point;
analyzing and calculating train speeds respectively measured by at least 2 sets of on-board speed measuring devices to obtain a first train speed v Vehicle with a frame ′：
Acquiring a first speed measurement result v measured by a first vehicle speed measurement device 1 ；
Acquiring a second speed measurement result v measured by a second vehicle-mounted speed measurement device 2 ；
The first velocity measurement result v 1 And a second speed measurement result v 2 Is the difference between the first velocity measurement result v 1 And a second speed measurement result v 2 Comparing the smaller values of the first train speed, calculating and outputting the first train speed:
When meeting the requirementsWhen the first train speed measuring device and the second train speed measuring device are judged to be reliable in measurement results, and a first train speed is output>And outputting the maximum possible speed of the train;
when (when)When the first train speed is determined to be incorrect, only v is output Maximum value ′＝max(v 1 ，v 2 ) The first train speed v is not output Vehicle with a frame ′；
The first train speed and the second train speed are fused and calculated, and the actual running speed of the train is obtained:
when outputtingWhen (I)>
Otherwise v Vehicle with a frame ＝v Light source ；
And optimizing the train control curve in real time until the train stops at the stop point.
2. The method for stopping and locating a magnetically levitated train according to claim 1, wherein the first train speed v is obtained Vehicle with a frame The' step is followed by the following steps:
maximum possible speed v of output train Maximum value ' wherein v Maximum value ′＝max(v 1 ，v 2 )。
3. The method for stopping and locating a magnetically levitated train according to claim 2, wherein the actual running speed v of the train is obtained Vehicle with a frame After the step of (a), the method also comprises the step of outputting the train parking safety protection speed v Anti-theft device Wherein v is Anti-theft device ＝max(v Maximum value ′，v Light source )。
4. The stopping and positioning method for a maglev train according to claim 1, wherein the optimizing the train control curve in real time until the train stops at the stopping point comprises the steps of:
Acquiring measured acceleration/deceleration data of the train over a period of time;
acquiring safety 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 safety acceleration/deceleration data is out of a preset threshold range, 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.
5. The parking positioning method for a maglev train according to claim 4, wherein the step of acquiring the measured acceleration/deceleration data comprises the steps of:
in a section where the fiber bragg grating device is not laid, the measured acceleration/deceleration data is an acceleration value calculated by the first train operation information;
the measured acceleration/deceleration data is an acceleration value measured or calculated by the second train operation information as the train passes through the fiber grating device.
6. The parking positioning method for a maglev train according to any one of claims 1 to 5, wherein 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 parking accuracy of the train;
and comparing the parking accuracy of the train with a preset threshold value, and judging whether the train has a door opening condition or not.
7. A park locating system for a maglev train, comprising:
the first acquisition module is used for acquiring real-time first train operation information through train vehicle-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;
a calculation module for calculating the first train operation information and the second train operation information in a fusion way to obtain real-time actual train operation speed,
wherein the first train operation information comprises a first train speed v Vehicle with a frame ' and a first distance of the train from a stopping point;
the second train operation information comprises the train weight and the train acceleration a of the train Light source Second train speed v Light source And a second distance of the train from the stopping point;
analyzing and calculating train speeds respectively measured by at least 2 sets of on-board speed measuring devices to obtain a first train speed v Vehicle with a frame ′：
Acquiring a first speed measurement result v measured by a first vehicle speed measurement device 1 ；
Acquiring a second speed measurement result v measured by a second vehicle-mounted speed measurement device 2 ；
The first velocity measurement result v 1 And a second speed measurement result v 2 Is the difference between the first velocity measurement result v 1 And a second speed measurement result v 2 Comparing the smaller values of the first train speed, calculating and outputting the first train speed:
when meeting the requirementsWhen the first train speed measuring device and the second train speed measuring device are judged to be reliable in measurement results, and a first train speed is output>And outputting the maximum possible speed of the train;
when (when)When the first train speed is determined to be incorrect, only v is output Maximum value ′＝max(v 1 ，v 2 ) The first train speed v is not output Vehicle with a frame ′；
The first train speed and the second train speed are fused and calculated, and the actual running speed of the train is obtained:
when it is transportedWhen (I)>
Otherwise v Vehicle with a frame ＝v Light source ；
And optimizing the train control curve in real time until the train stops at the stop point.
8. The park positioning system for a maglev train of claim 7, wherein the computing module comprises:
the analysis and calculation unit is used for analyzing and calculating the train speeds respectively measured by at least 2 sets of on-board speed measuring devices to obtain the first train speed v Vehicle with a frame ′；
A data fusion unit for fusing the first train speed v Vehicle with a frame ' and the second train speed v Light source Fusion calculation is carried out to obtain the actual running speed v of the train Vehicle with a frame 。
9. The parking positioning system for a maglev train of claim 8, wherein the analytical computing unit is further configured to:
acquiring a first speed measurement result v measured by a first vehicle speed measurement device 1 ；
Acquiring a second speed measurement result v measured by a second vehicle-mounted speed measurement device 2 ；
The first speed measurement result v 1 And the second speed measurement result v 2 Is different from the first speed measurement result v 1 And the second speed measurement result v 2 The smaller of these values is compared:
when meeting the requirementsWhen the first train speed measuring device and the second train speed measuring device are judged to be reliable in measurement results, and the first train speed +_ is output>
When (when)When the first train speed v is not output, the first train speed v is judged to be the wrong measurement result of the first train speed measuring device and the second train speed measuring device Vehicle with a frame ′。
10. The park positioning system for a maglev train of claim 7, wherein the computing module is further configured to:
acquiring measured acceleration/deceleration data of the train over a period of time;
Acquiring safety acceleration/deceleration data in a corresponding safety model under the actual running speed of the train in the time period;
when the error precision of the measured acceleration/deceleration data and the safety acceleration/deceleration data is out of a preset threshold range, 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.
11. The parking positioning system for a maglev train according to any one of claims 7 to 10, further comprising a verification module for verifying a parking accuracy of the train; and the method 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.
12. A machine-readable storage medium, wherein a computer program is stored in the storage medium, which when executed, performs the parking positioning method for a maglev train according to any one of claims 1 to 6.
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