CN115931397A - Method and device for determining stable state of rail transit vehicle - Google Patents
Method and device for determining stable state of rail transit vehicle Download PDFInfo
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Abstract
The application provides a rail transit vehicle steady state determination method and a determination device, wherein the method comprises the following steps: respectively determining a front side straight line, a rear side straight line, a left side straight line and a right side straight line in a reference coordinate system based on reference coordinates of a left front sensor, a right front sensor, a left rear sensor and a right rear sensor in the reference coordinate system; determining a front roll inclination angle, a rear roll inclination angle, a left roll inclination angle and a right roll inclination angle of the carriage based on the slope of the front straight line, the slope of the rear straight line, the slope of the left straight line and the slope of the right straight line respectively; determining a steady state of the car based on the front side roll inclination, the rear side roll inclination, the left side roll inclination, and the right side roll inclination. By the method and the device, the error of determining the non-stationary state of the vehicle can be reduced, so that the subsequent analysis and evaluation are more accurate.
Description
Technical Field
The application relates to the technical field of vehicle detection, in particular to a rail transit vehicle steady state determining method and device.
Background
During the running process of the rail transit vehicle, the posture of the vehicle can change in real time, for example, the vehicle generates a foot tilting posture due to the fact that the left front side wheel leaves the ground, however, the changeable degree of the foot tilting posture should be limited within a certain range, and when the changeable degree of the foot tilting posture exceeds the range, the current vehicle is considered to be in a non-steady state, namely dangerous conditions such as rollover and the like can be generated at present. Before the rail transit vehicle is put into use, the stationary state of the rail transit vehicle needs to be evaluated, namely whether the rail transit vehicle is in the non-stationary state at present is determined, and when the rail transit vehicle is in the non-stationary state, parameters related to the posture of the vehicle at the present moment, such as a rail smoothness parameter, a vehicle body fatigue degree value and the like, are collected, and the parameters are utilized to analyze the reason that the rail transit vehicle generates the non-stationary state.
The existing method for determining the steady state of the rail transit vehicle generally analyzes the dynamic posture of one part of the rail transit vehicle so as to determine whether the vehicle is in a non-steady state. However, when the dynamic attitude of only one part of the vehicle is analyzed, the determined non-stationary state of the vehicle may have an error, so that the subsequent analysis and evaluation are not accurate enough.
Disclosure of Invention
In view of the above, an object of the present application is to provide a method and a device for determining a stationary state of a rail transit vehicle, which can reduce an error of determining a non-stationary state of the vehicle, so that subsequent analysis and evaluation are more accurate.
In a first aspect, an embodiment of the present application provides a rail transit vehicle steady state determination method, where the determination method includes:
in the running process of a target vehicle, establishing a reference coordinate system corresponding to the current running state in real time; the reference coordinate system is a two-dimensional plane rectangular coordinate system perpendicular to the central line of the track, the reference coordinate system takes the track gauge central point as the origin of coordinates, takes a straight line parallel to the right of the upper track surface as an X axis, and takes a straight line perpendicular to the upper track surface as a Y axis;
respectively acquiring corresponding reference coordinates of a left front sensor, a right front sensor, a left rear sensor and a right rear sensor in the reference coordinate system;
determining a front side straight line mapped by a connecting line of the front left sensor and the front right sensor in the reference coordinate system based on corresponding reference coordinates of the front left sensor and the front right sensor in the reference coordinate system;
determining a rear side straight line mapped by a connecting line of the left rear sensor and the right rear sensor in the reference coordinate system based on corresponding reference coordinates of the left rear sensor and the right rear sensor in the reference coordinate system;
determining a left straight line mapped by a connecting line of the front left sensor and the rear left sensor based on corresponding reference coordinates of the front left sensor and the rear left sensor in the reference coordinate system;
determining a right straight line mapped by a connecting line of the front right sensor and the rear right sensor based on corresponding reference coordinates of the front right sensor and the rear right sensor in the reference coordinate system;
determining a front roll inclination angle, a rear roll inclination angle, a left roll inclination angle and a right roll inclination angle of the carriage based on the slope of the front straight line, the slope of the rear straight line, the slope of the left straight line and the slope of the right straight line respectively;
determining a steady state of the car based on the front side roll inclination, the rear side roll inclination, the left side roll inclination, and the right side roll inclination.
Optionally, based on the slope of the front line, the front roll angle of the car is determined using the following formula:
θ f ＝arc tan K f
wherein, K f Is the slope of the front line, θ f The roll inclination angle of the front side of the carriage is set;
determining a rear roll angle of the car based on the slope of the rear line using the following equation:
θ b ＝arc tan K b
wherein, K b Is the slope of the rear line, θ b Roll the angle of inclination for the rear side of the car;
based on the slope of the left side line, the left side roll angle of the car is determined using the following equation:
θ l ＝arc tan K l
wherein, K l Is the slope of the left line, θ l Roll the inclination for the left side of the car;
based on the slope of the right line, the right roll angle of the car is determined using the following equation:
θ r ＝arc tan K r
wherein, K r Is the slope of the right-hand line, θ r The roll angle is the right side roll angle of the carriage.
Optionally, the determining the steady state of the car based on the front roll inclination, the rear roll inclination, the left roll inclination and the right roll inclination includes:
determining the smoothness of the running surface of the carriage based on the front side roll inclination angle and the rear side roll inclination angle;
determining the roll surface smoothness of the carriage based on the left side roll inclination angle and the right side roll inclination angle;
and when the running surface smoothness of the carriage is greater than the preset running surface smoothness and/or the side surface smoothness of the carriage is greater than the preset side surface smoothness, determining that the carriage is in a non-stable state.
Optionally, based on the front roll angle and the rear roll angle, determining a running surface smoothness of the car using the following formula:
δ＝(θ f -θ b ) 2 ；
wherein, theta f The roll inclination angle of the front side of the carriage is set; theta b Roll the angle of inclination for the rear side of the car;
based on the left side roll angle and the right side roll angle, determining the roll surface smoothness of the car using the following formula:
δ＝(θ l -θ r ) 2 ；
wherein, theta l For the roll angle, theta, of the left side of the car r The roll angle of the right side of the carriage is shown.
Optionally, the determining method further includes:
determining a front-side midpoint reference coordinate value of a front-side midpoint of the top surface of the carriage in the reference coordinate system based on the front-side straight line and the carriage height of the carriage; respectively determining the front lateral offset and the front longitudinal offset of the carriage based on the front midpoint reference coordinate value;
determining a rear midpoint reference coordinate value of a rear midpoint of the roof surface of the carriage in the reference coordinate system based on the rear straight line and the carriage height of the carriage; respectively determining the rear lateral offset and the rear longitudinal offset of the carriage based on the rear midpoint reference coordinate value;
determining a left midpoint reference coordinate value of a left midpoint of the top surface of the carriage in the reference coordinate system based on the left straight line and the carriage height of the carriage; respectively determining the left lateral offset and the left longitudinal offset of the carriage based on the left midpoint reference coordinate value;
determining a right midpoint reference coordinate value of the right midpoint of the roof surface of the carriage in the reference coordinate system based on the right straight line and the carriage height of the carriage; and respectively determining the right lateral offset and the right longitudinal offset of the carriage based on the right midpoint reference coordinate value.
Optionally, the determining the front lateral offset amount and the front longitudinal offset amount of the car based on the front midpoint reference coordinate value respectively includes:
determining the horizontal coordinate value in the front side midpoint reference coordinate value as the front side lateral offset of the carriage;
determining the absolute value of the difference value between the front midpoint reference coordinate value and a predetermined front midpoint reference coordinate value of the top front midpoint of the compartment in the static state in the reference coordinate system as the front longitudinal offset of the compartment;
the determining the rear lateral offset and the rear longitudinal offset of the car based on the rear midpoint reference coordinate value respectively includes:
determining an abscissa value in the rear midpoint reference coordinate values as a rear lateral offset of the carriage;
determining the absolute value of the difference value between the rear-side midpoint reference coordinate value and a predetermined rear-side midpoint reference coordinate value of the top rear-side midpoint of the carriage in the static state in the reference coordinate system as the longitudinal offset of the rear side of the carriage;
the determining the left lateral offset and the left longitudinal offset of the car based on the left midpoint reference coordinate value respectively includes:
determining an abscissa value in the left midpoint reference coordinate value as a left lateral offset of the carriage;
determining the absolute value of the difference between the reference coordinate value of the left midpoint and the reference coordinate value of the left midpoint of the top left midpoint of the carriage in the reference coordinate system in a static state as the longitudinal offset of the left side of the carriage;
the determining the right lateral offset and the right longitudinal offset of the car based on the right midpoint reference coordinate value respectively includes:
determining an abscissa value in the right midpoint reference coordinate value as a right lateral offset of the carriage;
and determining the absolute value of the difference value between the right midpoint reference coordinate value and the predetermined right midpoint reference coordinate value of the top right midpoint of the carriage in the static state in the reference coordinate system as the right longitudinal offset of the carriage.
In a second aspect, the present application provides a rail transit vehicle steady state determination apparatus, where the determination apparatus includes:
the coordinate system establishing module is used for establishing a reference coordinate system corresponding to the current running state in real time in the running process of the target vehicle; the reference coordinate system is a two-dimensional plane rectangular coordinate system perpendicular to the central line of the track, the reference coordinate system takes the track gauge central point as the origin of coordinates, takes a straight line parallel to the right of the upper track surface as an X axis, and takes a straight line perpendicular to the upper track surface as a Y axis;
the coordinate acquisition module is used for respectively acquiring corresponding reference coordinates of the front left sensor, the front right sensor, the rear left sensor and the rear right sensor in the reference coordinate system;
a front straight line determining module, configured to determine a front straight line mapped by a connection line between the left front sensor and the right front sensor in the reference coordinate system based on corresponding reference coordinates of the left front sensor and the right front sensor in the reference coordinate system;
a rear-side line determining module, configured to determine a rear-side line mapped by a connection line between the left rear sensor and the right rear sensor in the reference coordinate system based on corresponding reference coordinates of the left rear sensor and the right rear sensor in the reference coordinate system;
the left straight line determining module is used for determining a left straight line mapped by a connecting line of the front left sensor and the rear left sensor based on corresponding reference coordinates of the front left sensor and the rear left sensor in the reference coordinate system;
the right straight line determining module is used for determining a right straight line mapped by a connecting line of the right front sensor and the right rear sensor based on corresponding reference coordinates of the right front sensor and the right rear sensor in the reference coordinate system;
a roll inclination angle determining module for determining a front roll inclination angle, a rear roll inclination angle, a left roll inclination angle and a right roll inclination angle of the car based on the slope of the front line, the slope of the rear line, the slope of the left line and the slope of the right line, respectively;
and the steady state determining module is used for determining the steady state of the carriage based on the front side roll inclination angle, the rear side roll inclination angle, the left side roll inclination angle and the right side roll inclination angle.
Optionally, the steady state determination module is specifically configured to:
determining the smoothness of the running surface of the carriage based on the front side roll inclination angle and the rear side roll inclination angle;
determining the roll surface smoothness of the carriage based on the left side roll inclination angle and the right side roll inclination angle;
and when the running surface smoothness of the carriage is greater than the preset running surface smoothness and/or the side surface smoothness of the carriage is greater than the preset side surface smoothness, determining that the carriage is in a non-stable state.
In a third aspect, an embodiment of the present application provides an electronic device, including: the rail transit vehicle stationary state determination method comprises a processor, a memory and a bus, wherein the memory stores machine readable instructions executable by the processor, when an electronic device runs, the processor and the memory are communicated through the bus, and the machine readable instructions are executed by the processor to execute the steps of the rail transit vehicle stationary state determination method.
In a fourth aspect, the present application provides a computer-readable storage medium, on which a computer program is stored, where the computer program is executed by a processor to execute the steps of the method for determining the stationary state of a rail transit vehicle as described above.
According to the rail transit vehicle steady state determining method and device, dynamic postures of multiple parts of the vehicle are analyzed, the steady state of the vehicle is determined according to the dynamic postures of the multiple parts of the vehicle, and therefore errors of the determined non-steady state of the vehicle can be reduced, and subsequent analysis and evaluation are more accurate.
In order to make the aforementioned objects, features and advantages of the present application more comprehensible, preferred embodiments accompanied with figures are described in detail below.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present application and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained from the drawings without inventive effort.
FIG. 1 is a flow chart illustrating a method for determining a rail transit vehicle stationary state according to an exemplary embodiment of the present application;
fig. 2 is a schematic diagram illustrating a feature point extraction process provided in an exemplary embodiment of the present application;
FIG. 3 is a schematic diagram illustrating a front roll angle generated by a target car in dynamic state according to an exemplary embodiment of the present disclosure;
FIG. 4 is a schematic diagram illustrating a lateral front offset and a longitudinal front offset generated by a target car when the target car is dynamic according to an exemplary embodiment of the present application;
fig. 5 is a schematic structural diagram illustrating a rail transit vehicle steady state determination device according to an exemplary embodiment of the present application;
fig. 6 shows a schematic structural diagram of an electronic device according to an exemplary embodiment of the present application.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all the embodiments. The components of the embodiments of the present application, generally described and illustrated in the figures herein, can be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present application, presented in the accompanying drawings, is not intended to limit the scope of the claimed application, but is merely representative of selected embodiments of the application. Every other embodiment that can be obtained by a person skilled in the art without making creative efforts based on the embodiments of the present application falls within the protection scope of the present application.
At present, the existing method for determining the steady state of the rail transit vehicle generally analyzes the dynamic attitude of a part of the rail transit vehicle, so as to determine whether the vehicle is in a non-steady state. However, when the dynamic attitude of only one part of the vehicle is analyzed, the determined non-stationary state of the vehicle may have an error, so that the subsequent analysis and evaluation are not accurate enough.
Based on this, the embodiment of the application provides a rail transit vehicle steady state determination method and a rail transit vehicle steady state determination device, which can reduce errors of a determined vehicle in a non-steady state, so that subsequent analysis and evaluation are more accurate.
It should be noted that, in the exemplary embodiment of the present application, a front left sensor, a front right sensor, a rear left sensor, and a rear right sensor are required to be provided in advance at the bottom of at least one compartment of the target vehicle, and a connecting line defined by points of the front left sensor, the front right sensor, the rear left sensor, and the rear right sensor is a rectangle, and each sensor is used for photographing a steel rail at a corresponding position. As an example, the target vehicle is a rail transit vehicle, for example, the target vehicle may be a subway, a train, a light rail, and the like.
Here, the left front sensor is a sensor provided at the left front of the bottom of the target vehicle compartment, the right front sensor is a sensor provided at the right front of the bottom of the target vehicle compartment, the left rear sensor is a sensor provided at the left rear of the bottom of the target vehicle compartment, and the right rear sensor is a sensor provided at the right rear of the bottom of the target vehicle compartment, with the traveling direction of the target vehicle being taken as the front.
Next, a method for determining a stationary state of a rail transit vehicle according to an exemplary embodiment of the present application will be described based on the above-described arrangement relationship of the sensors.
Referring to fig. 1, fig. 1 is a flowchart illustrating a method for determining a stationary state of a rail transit vehicle according to an exemplary embodiment of the present disclosure.
As shown in fig. 1, an exemplary embodiment of the present application provides a method for determining a stationary state of a rail transit vehicle, including:
s101, in the running process of a target vehicle, aiming at each compartment, a reference coordinate system corresponding to the current running state is established in real time.
The reference coordinate system is a two-dimensional plane rectangular coordinate system perpendicular to the central line of the track, the reference coordinate system takes the track gauge central point as the origin of coordinates, takes a straight line parallel to the right of the upper track surface as an X axis, and takes a straight line perpendicular to the upper track surface as a Y axis;
here, the reference coordinate system may be established by any one of the prior art methods. As an example, the left front sensor and the right front sensor may extract the contours of the two steel rails, the extracted contours of the two steel rails are respectively spliced on the corresponding standard steel rail contours to obtain the contours of the spliced steel rails, then feature point extraction processing is performed on the contours of the spliced steel rails to obtain feature points of the contours of the left steel rail and feature points of the contours of the right steel rail, and the reference coordinate system is determined based on the feature points of the contours of the left steel rail and the feature points of the contours of the right steel rail.
Specifically, referring to fig. 2, fig. 2 is a schematic diagram illustrating a feature point extraction process according to an exemplary embodiment of the present application.
As shown in fig. 2, the feature point extraction processing is to use a +45 ° straight line to approach the left rail profile and a-45 ° straight line to approach the right rail profile to respectively obtain a left tangent point on the left rail profile that is most tangential to the +45 ° straight line and a right tangent point on the right rail profile that is most tangential to the-45 ° straight line;
then, aiming at the left steel rail contour, respectively searching a left point closest to the left tangent point and a plurality of left points with a preset number from the left point closest to the left tangent point, performing fitting processing on the left point closest to the left tangent point and the left points with the preset number to obtain a first straight line, and simultaneously searching a right point closest to the left tangent point and a plurality of right points with the preset number from the right point closest to the left tangent point on the right side of the left tangent point, and performing fitting processing on the right point closest to the left tangent point and the right points with the preset number to obtain a second straight line; and then taking the intersection point of the first straight line and the second straight line as a characteristic point of the left steel rail contour. And obtaining the characteristic points of the right rail outline by the same method.
And S102, respectively acquiring corresponding reference coordinates of a left front sensor, a right front sensor, a left rear sensor and a right rear sensor which are arranged at the bottom of the carriage in the reference coordinate system.
Here, the reference coordinates of the left rear sensor and the right rear sensor in the reference coordinate system actually correspond to points on a plane where the left rear sensor and the right rear sensor are mapped on the reference coordinate system.
S103, determining a front side straight line mapped by a connecting line of the front left sensor and the front right sensor in the reference coordinate system based on corresponding reference coordinates of the front left sensor and the front right sensor in the reference coordinate system;
here, two points can define a straight line, as is known from the principle of planar geometry. Therefore, the front side straight line mapped by the connection line of the front left sensor and the front right sensor in the reference coordinate system may be determined based on the reference coordinates of the front left sensor in the reference coordinate system and the reference coordinates of the front right sensor in the reference coordinate system.
Similarly, in S104, based on the reference coordinates corresponding to the left rear sensor and the right rear sensor in the reference coordinate system, determining a rear side straight line mapped by a connecting line of the left rear sensor and the right rear sensor in the reference coordinate system;
s105, determining a left straight line mapped by a connecting line of the front left sensor and the rear left sensor based on corresponding reference coordinates of the front left sensor and the rear left sensor in the reference coordinate system;
as an example, in this step, an abscissa value of the left rear sensor in the reference coordinates in the reference coordinate system may be first replaced with the sensor longitudinal distance, resulting in a target coordinate of the left rear sensor; and then determining a left straight line mapped by a connecting line of the front left sensor and the rear left sensor in the reference coordinate system based on the target coordinate of the rear left sensor and the reference coordinate of the front left sensor.
S106, determining a right straight line mapped by a connecting line of the front right sensor and the rear right sensor based on corresponding reference coordinates of the front right sensor and the rear right sensor in the reference coordinate system;
as an example, in this step, the abscissa value of the right rear sensor in the reference coordinate system may be first replaced with the sensor longitudinal distance, resulting in the target coordinate of the right rear sensor; and then determining a right straight line mapped by a connecting line of the right front sensor and the right rear sensor in the reference coordinate system based on the target coordinate of the right rear sensor and the reference coordinate of the right front sensor.
S107, determining a front side roll inclination angle, a rear side roll inclination angle, a left side roll inclination angle and a right side roll inclination angle of the carriage respectively based on the slope of the front side straight line, the slope of the rear side straight line, the slope of the left side straight line and the slope of the right side straight line;
for example, the front roll angle of the car may be determined based on the slope of the front line using the following equation:
θ f ＝arc tan K f
wherein, K f Is the slope of the front line, θ f The roll inclination angle of the front side of the carriage is set;
referring to fig. 3, fig. 3 is a schematic diagram illustrating a front roll angle generated by a dynamic state of a target car according to an exemplary embodiment of the present application;
as shown in FIG. 3, a straight line [ C1-C2 ]]The straight line is the front side straight line, and the angle of the acute angle of the right triangle is equal to the slope of the hypotenuse, so that the front side straight line [ C1-C2 ] can be formed]The slope of (a) to obtain the roll angle of the front side theta f 。
Similarly, the rear roll angle of the car may be determined based on the slope of the rear line using the following equation:
θ b ＝arc tan K b
wherein, K f Is the slope of the rear line, θ b The roll inclination angle of the rear side of the carriage;
similarly, the left roll angle of the car may be determined based on the slope of the left line using the following equation:
θ l ＝arc tan K l
wherein, K l Is the slope of the left line, θ l The roll inclination angle of the left side of the carriage is shown;
similarly, the right roll angle of the car may be determined based on the slope of the right line using the following equation:
θ r ＝arc tan K r
wherein, K r Is the slope of the right-hand straight line, θ r The roll angle is the right side roll angle of the carriage.
And S108, determining the stable state of the carriage based on the front side roll inclination angle, the rear side roll inclination angle, the left side roll inclination angle and the right side roll inclination angle.
S1081, determining the smoothness of the running surface of the carriage based on the front side roll inclination angle and the rear side roll inclination angle;
for example, the running surface smoothness of the car may be determined based on the front roll angle and the rear roll angle using the following formula:
δ＝(θ f -θ b ) 2 ；
wherein, theta f The roll inclination angle of the front side of the carriage is set; theta.theta. b The roll inclination angle of the rear side of the carriage;
s1082, determining the roll surface smoothness of the carriage based on the left side roll inclination angle and the right side roll inclination angle;
for example, the roll surface smoothness of the vehicle compartment may be determined based on the left roll angle and the right roll angle using the following formula:
δ＝(θ l -θ r ) 2 ；
wherein, theta l For the roll angle, theta, on the left side of the car r The roll angle of the right side of the carriage is shown.
S1083, when the running surface smoothness of the carriage is greater than the preset running surface smoothness, and/or the lateral surface smoothness of the carriage is greater than the preset lateral surface smoothness, determining that the carriage is in a non-steady state.
According to the rail transit vehicle steady state determining method and device, dynamic postures of multiple parts of the vehicle are analyzed, the steady state of the vehicle is determined according to the dynamic postures of the multiple parts of the vehicle, and therefore errors of the determined non-steady state of the vehicle can be reduced, and subsequent analysis and evaluation are more accurate.
Further, as an example, after step S108, the determination method further includes:
(1) Determining a front midpoint reference coordinate value of a front midpoint of the top surface of the carriage in the reference coordinate system based on the front straight line and the carriage height of the carriage; respectively determining the front lateral offset and the front longitudinal offset of the carriage based on the front midpoint reference coordinate value;
as an example, in this step, an abscissa value of the front-side midpoint reference coordinate values may be determined as the front-side lateral shift amount of the vehicle compartment;
determining the absolute value of the difference value between the front midpoint reference coordinate value and a predetermined front midpoint reference coordinate value of the top front midpoint of the compartment in the static state in the reference coordinate system as the front longitudinal offset of the compartment;
referring to fig. 4, fig. 4 is a schematic diagram illustrating a front lateral offset and a front longitudinal offset generated when a target car provided by an exemplary embodiment of the present application is dynamic.
As shown in fig. 4, Δ x is the front lateral offset amount, and Δ y is the front longitudinal offset amount.
(2) Determining a rear midpoint reference coordinate value of a rear midpoint of the roof surface of the carriage in the reference coordinate system based on the rear straight line and the carriage height of the carriage; respectively determining the rear lateral offset and the rear longitudinal offset of the carriage based on the rear midpoint reference coordinate value;
as an example, in this step, an abscissa value of the rear midpoint reference coordinate values may be determined as a rear lateral offset amount of the vehicle compartment;
determining the absolute value of the difference value between the rear-side midpoint reference coordinate value and a predetermined rear-side midpoint reference coordinate value of the top rear-side midpoint of the carriage in the static state in the reference coordinate system as the longitudinal offset of the rear side of the carriage;
(3) Determining a left midpoint reference coordinate value of a left midpoint of the top surface of the carriage in the reference coordinate system based on the left straight line and the carriage height of the carriage; respectively determining the left lateral offset and the left longitudinal offset of the carriage based on the left midpoint reference coordinate value;
as an example, in this step, an abscissa value of the left midpoint reference coordinate values is determined as the left lateral offset amount of the vehicle compartment;
determining the absolute value of the difference value between the reference coordinate value of the left midpoint and the reference coordinate value of the left midpoint of the top left midpoint of the compartment in the reference coordinate system in a static state as the longitudinal offset of the left side of the compartment;
(4) Determining a right midpoint reference coordinate value of the right midpoint of the top surface of the carriage in the reference coordinate system based on the right straight line and the carriage height of the carriage; and determining the right lateral offset and the right longitudinal offset of the carriage respectively based on the right midpoint reference coordinate value.
As an example, in this step, an abscissa value of the right midpoint reference coordinate values may be determined as the right lateral offset amount of the vehicle compartment;
and determining the absolute value of the difference between the right midpoint reference coordinate value and a predetermined right midpoint reference coordinate value of the top right midpoint of the carriage in the static state in the reference coordinate system as the right longitudinal offset of the carriage.
The transverse offset and the longitudinal offset of the carriage in four directions are obtained through the method, so that more vehicle attitude data which can be analyzed can be obtained when the stable state of the vehicle is analyzed based on the transverse offset and the longitudinal offset subsequently, the error of the determined non-stable state of the vehicle is further reduced, and the subsequent analysis and evaluation are more accurate.
Please refer to fig. 5 and 5, which are schematic structural diagrams of a device for determining a stationary state of a rail transit vehicle according to an exemplary embodiment of the present application.
As shown in fig. 5, the rail transit vehicle stationary state determining apparatus 500 includes:
a coordinate system establishing module 510, configured to establish a reference coordinate system corresponding to a current driving state in real time during a driving process of a target vehicle; the reference coordinate system is a two-dimensional plane rectangular coordinate system perpendicular to the central line of the track, the reference coordinate system takes the track gauge central point as the origin of coordinates, takes a straight line parallel to the right of the upper track surface as an X axis, and takes a straight line perpendicular to the upper track surface as a Y axis;
a coordinate obtaining module 520, configured to obtain reference coordinates corresponding to the left front sensor, the right front sensor, the left rear sensor, and the right rear sensor in the reference coordinate system, respectively;
a front straight line determining module 530, configured to determine a front straight line mapped by a connection line between the front left sensor and the front right sensor in the reference coordinate system based on corresponding reference coordinates of the front left sensor and the front right sensor in the reference coordinate system;
a rear-side straight line determining module 540, configured to determine a rear-side straight line mapped by a connection line between the left rear sensor and the right rear sensor in the reference coordinate system, based on corresponding reference coordinates of the left rear sensor and the right rear sensor in the reference coordinate system;
a left straight line determining module 550, configured to determine a left straight line mapped by a connection line between the front left sensor and the rear left sensor based on corresponding reference coordinates of the front left sensor and the rear left sensor in the reference coordinate system;
a right straight line determining module 560, configured to determine a right straight line mapped by a connection line between the front right sensor and the rear right sensor based on the reference coordinates corresponding to the front right sensor and the rear right sensor in the reference coordinate system;
a roll tilt angle determination module 570 for determining a front roll tilt angle, a rear roll tilt angle, a left roll tilt angle and a right roll tilt angle of the car based on the slope of the front line, the slope of the rear line, the slope of the left line and the slope of the right line, respectively;
a steady state determination module 580 for determining a steady state of the car based on the front roll angle, the back roll angle, the left roll angle, and the right roll angle.
In a possible implementation, the roll angle determination module 570 is specifically configured to:
based on the slope of the front line, the front roll angle of the car is determined using the following equation:
θ f ＝arc tan K f
wherein, K f Is the slope of the front line, θ f The roll inclination angle of the front side of the carriage is set;
determining a rear roll angle of the car based on the slope of the rear line using the following equation:
θ b ＝arc tan K b
wherein, K f Is the slope of the rear line, θ b Roll the angle of inclination for the rear side of the car;
based on the slope of the left side line, the left side roll angle of the car is determined using the following equation:
θ l ＝arc tan K l
wherein, K l Is the slope of the left line, θ l The roll inclination angle of the left side of the carriage is shown;
based on the slope of the right side line, the right side roll angle of the car is determined using the following equation:
θ r ＝arc tan K r
wherein, K r Is the slope of the right-hand line, θ r The roll angle of the right side of the carriage is shown.
In a possible implementation, the steady state determination module 580 is specifically configured to:
determining the smoothness of the running surface of the carriage based on the front side roll inclination angle and the rear side roll inclination angle;
determining the roll surface smoothness of the carriage based on the left side roll inclination angle and the right side roll inclination angle;
and when the running surface smoothness of the carriage is greater than the preset running surface smoothness and/or the side surface smoothness of the carriage is greater than the preset side surface smoothness, determining that the carriage is in a non-stable state.
In a possible implementation, the steady state determination module 580 is further specifically configured to:
based on the front roll angle and the rear roll angle, determining the travel surface smoothness of the car using the following formula:
δ＝(θ f -θ b ) 2 ；
wherein, theta f The roll inclination angle of the front side of the carriage is set; theta.theta. b The roll inclination angle of the rear side of the carriage;
based on the left side roll angle and the right side roll angle, determining the roll surface smoothness of the carriage using the following formula:
δ＝(θ l -θ r ) 2 ；
wherein, theta l For the roll angle, theta, of the left side of the car r The roll angle is the right side roll angle of the carriage.
The rail transit vehicle steady state determination device provided by the embodiment of the application analyzes the dynamic postures of the multiple parts of the vehicle, and determines the steady state of the vehicle according to the dynamic postures of the multiple parts of the vehicle, so that the error of the determined non-steady state of the vehicle can be reduced, and the subsequent analysis and evaluation are more accurate.
Referring to fig. 6, fig. 6 is a schematic structural diagram of an electronic device according to an embodiment of the present disclosure. As shown in fig. 6, the electronic device 600 includes a processor 610, a memory 620, and a bus 630.
The memory 620 stores machine-readable instructions executable by the processor 610, when the electronic device 600 runs, the processor 610 communicates with the memory 620 through the bus 630, and when the machine-readable instructions are executed by the processor 610, the steps of the method for determining the rail transit vehicle stationary state in the above method embodiment may be executed.
The embodiment of the present application further provides a computer-readable storage medium, where a computer program is stored on the computer-readable storage medium, and when the computer program is executed by a processor, the steps of the method for determining a steady state of a rail transit vehicle in the above method embodiment may be executed.
It is clear to those skilled in the art that, for convenience and brevity of description, the specific working processes of the above-described systems, apparatuses and units may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.
In the several embodiments provided in the present application, it should be understood that the disclosed system, apparatus and method may be implemented in other ways. The above-described apparatus embodiments are merely illustrative, and for example, the division of the units into only one type of logical function may be implemented in other ways, and for example, multiple units or components may be combined or integrated into another system, or some features may be omitted, or not implemented. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection of devices or units through some communication interfaces, and may be in an electrical, mechanical or other form.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
In addition, functional units in the embodiments of the present application may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit.
The functions, if implemented in the form of software functional units and sold or used as a stand-alone product, may be stored in a non-volatile computer-readable storage medium executable by a processor. Based on such understanding, the technical solutions of the present application or portions thereof that substantially contribute to the prior art may be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the methods described in the embodiments of the present application. And the aforementioned storage medium includes: various media capable of storing program codes, such as a usb disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk, or an optical disk.
Finally, it should be noted that: the above-mentioned embodiments are only specific embodiments of the present application, and are used for illustrating the technical solutions of the present application, but not limiting the same, and the scope of the present application is not limited thereto, and although the present application is described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: those skilled in the art can still make modifications or changes to the embodiments described in the foregoing embodiments, or make equivalent substitutions for some features, within the technical scope of the present disclosure; such modifications, changes or substitutions do not depart from the spirit and scope of the exemplary embodiments of the present application, and are intended to be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (10)
1. A rail transit vehicle steady state determination method is characterized in that a left front sensor, a right front sensor, a left rear sensor and a right rear sensor are arranged at the bottom of at least one compartment of a target vehicle, and connecting lines formed by points surrounded by the left front sensor, the right front sensor, the left rear sensor and the right rear sensor are rectangles, and the determination method comprises the following steps:
in the running process of a target vehicle, establishing a reference coordinate system corresponding to the current running state in real time for each compartment; the reference coordinate system is a two-dimensional plane rectangular coordinate system perpendicular to the central line of the rail, the reference coordinate system takes the rail gauge central point as the origin of coordinates, takes a straight line parallel to the right of the upper rail surface as an X axis, and takes a straight line perpendicular to the upper rail surface as a Y axis;
respectively acquiring corresponding reference coordinates of a left front sensor, a right front sensor, a left rear sensor and a right rear sensor which are arranged at the bottom of the carriage in the reference coordinate system;
determining a front side straight line mapped by a connecting line of the front left sensor and the front right sensor in the reference coordinate system based on corresponding reference coordinates of the front left sensor and the front right sensor in the reference coordinate system;
determining a rear side straight line mapped by a connecting line of the left rear sensor and the right rear sensor in the reference coordinate system based on corresponding reference coordinates of the left rear sensor and the right rear sensor in the reference coordinate system;
determining a left straight line mapped by a connecting line of the front left sensor and the rear left sensor in the reference coordinate system based on corresponding reference coordinates of the front left sensor and the rear left sensor in the reference coordinate system;
determining a right straight line mapped by a connecting line of the right front sensor and the right rear sensor in the reference coordinate system based on corresponding reference coordinates of the right front sensor and the right rear sensor in the reference coordinate system;
determining a front roll inclination angle, a rear roll inclination angle, a left roll inclination angle and a right roll inclination angle of the carriage based on the slope of the front straight line, the slope of the rear straight line, the slope of the left straight line and the slope of the right straight line respectively;
and determining the stable state of the carriage based on the front side roll inclination angle, the rear side roll inclination angle, the left side roll inclination angle and the right side roll inclination angle.
2. The determination method according to claim 1, characterized in that, based on the slope of the front side straight line, the front side roll angle of the car is determined using the following formula:
θ f ＝arc tan K f
wherein, K f Is the slope of the front line, θ f The roll inclination angle of the front side of the carriage is set;
determining a rear roll angle of the car based on the slope of the rear line using the following equation:
θ b ＝arc tan K b
wherein, K b Is the slope of the rear line, θ b The roll inclination angle of the rear side of the carriage;
based on the slope of the left side line, the left side roll angle of the car is determined using the following equation:
θ l ＝arc tan K l
wherein, K l Is the slope of the left line, θ l The roll inclination angle of the left side of the carriage is shown;
based on the slope of the right line, the right roll angle of the car is determined using the following equation:
θ r ＝arc tan K r
wherein, K r Is the slope of the right-hand line, θ r The roll angle of the right side of the carriage is shown.
3. The method of determining according to claim 1, wherein said determining a steady state of the car based on the front roll angle, the rear roll angle, the left roll angle, and the right roll angle comprises:
determining the smoothness of the running surface of the carriage based on the front side roll inclination angle and the rear side roll inclination angle;
determining the roll surface smoothness of the carriage based on the left side roll inclination angle and the right side roll inclination angle;
and when the running surface smoothness of the carriage is greater than the preset running surface smoothness and/or the side surface smoothness of the carriage is greater than the preset side surface smoothness, determining that the carriage is in a non-stable state.
4. The determination method according to claim 3, wherein the traveling surface smoothness of the car is determined based on the front roll angle and the rear roll angle using the following formula:
δ＝(θ f -θ b ) 2 ；
wherein, theta f The roll inclination angle of the front side of the carriage is set; theta b The roll inclination angle of the rear side of the carriage;
based on the left side roll angle and the right side roll angle, determining the roll surface smoothness of the car using the following formula:
δ＝(θ l -θ r ) 2 ；
wherein, theta l For the roll angle, theta, of the left side of the car r The roll angle of the right side of the carriage is shown.
5. The determination method according to claim 1, characterized in that the determination method further comprises:
determining a front midpoint reference coordinate value of a front midpoint of the roof surface of the carriage in the reference coordinate system based on the front straight line and the carriage height of the carriage; respectively determining the front lateral offset and the front longitudinal offset of the carriage based on the front midpoint reference coordinate value;
determining a rear midpoint reference coordinate value of a rear midpoint of the roof surface of the carriage in the reference coordinate system based on the rear straight line and the carriage height of the carriage; respectively determining the rear lateral offset and the rear longitudinal offset of the carriage based on the rear midpoint reference coordinate value;
determining a left midpoint reference coordinate value of a left midpoint of the top surface of the carriage in the reference coordinate system based on the left straight line and the carriage height of the carriage; respectively determining the left lateral offset and the left longitudinal offset of the carriage based on the left midpoint reference coordinate value;
determining a right midpoint reference coordinate value of the right midpoint of the top surface of the carriage in the reference coordinate system based on the right straight line and the carriage height of the carriage; and respectively determining the right lateral offset and the right longitudinal offset of the carriage based on the right midpoint reference coordinate value.
6. The determination method according to claim 5, wherein said determining the front lateral offset amount and the front longitudinal offset amount of the vehicle compartment, respectively, based on the front midpoint reference coordinate value comprises:
determining the horizontal coordinate value in the front side midpoint reference coordinate value as the front side lateral offset of the carriage;
determining the absolute value of the difference value between the front-side midpoint reference coordinate value and a predetermined front-side midpoint reference coordinate value of the top front-side midpoint of the compartment in the static state in the reference coordinate system as the front-side longitudinal offset of the compartment;
the determining the rear lateral offset and the rear longitudinal offset of the car based on the rear midpoint reference coordinate value respectively includes:
determining the horizontal coordinate value in the rear midpoint reference coordinate value as the rear lateral offset of the carriage;
determining the absolute value of the difference value between the rear midpoint reference coordinate value and a predetermined rear midpoint reference coordinate value of the top rear midpoint of the carriage in the reference coordinate system in a static state as the rear longitudinal offset of the carriage;
the determining the left lateral offset and the left longitudinal offset of the car based on the left midpoint reference coordinate value respectively includes:
determining an abscissa value in the left midpoint reference coordinate value as a left lateral offset of the carriage;
determining the absolute value of the difference value between the reference coordinate value of the left midpoint and the reference coordinate value of the left midpoint of the top left midpoint of the compartment in the reference coordinate system in a static state as the left longitudinal offset of the compartment;
the determining the right lateral offset and the right longitudinal offset of the car based on the right midpoint reference coordinate value respectively includes:
determining an abscissa value in the right midpoint reference coordinate values as a right lateral offset of the carriage;
and determining the absolute value of the difference value between the right midpoint reference coordinate value and the predetermined right midpoint reference coordinate value of the top right midpoint of the compartment in the static state in the reference coordinate system as the right longitudinal offset of the compartment.
7. A rail transit vehicle stationary state determining apparatus, characterized by comprising:
the coordinate system establishing module is used for establishing a reference coordinate system corresponding to the current running state in real time in the running process of the target vehicle; the reference coordinate system is a two-dimensional plane rectangular coordinate system perpendicular to the central line of the rail, the reference coordinate system takes the rail gauge central point as the origin of coordinates, takes a straight line parallel to the right of the upper rail surface as an X axis, and takes a straight line perpendicular to the upper rail surface as a Y axis;
the coordinate acquisition module is used for respectively acquiring corresponding reference coordinates of the left front sensor, the right front sensor, the left rear sensor and the right rear sensor in the reference coordinate system;
a front straight line determining module, configured to determine a front straight line mapped by a connection line between the left front sensor and the right front sensor in the reference coordinate system based on corresponding reference coordinates of the left front sensor and the right front sensor in the reference coordinate system;
a rear-side straight line determining module, configured to determine a rear-side straight line mapped by a connection line between the left rear sensor and the right rear sensor in the reference coordinate system, based on corresponding reference coordinates of the left rear sensor and the right rear sensor in the reference coordinate system;
the left straight line determining module is used for determining a left straight line mapped by a connecting line of the front left sensor and the rear left sensor based on corresponding reference coordinates of the front left sensor and the rear left sensor in the reference coordinate system;
the right straight line determining module is used for determining a right straight line mapped by a connecting line of the right front sensor and the right rear sensor based on corresponding reference coordinates of the right front sensor and the right rear sensor in the reference coordinate system;
a roll inclination angle determining module for determining a front roll inclination angle, a rear roll inclination angle, a left roll inclination angle and a right roll inclination angle of the car based on the slope of the front line, the slope of the rear line, the slope of the left line and the slope of the right line, respectively;
and the steady state determining module is used for determining the steady state of the carriage based on the front side roll inclination angle, the rear side roll inclination angle, the left side roll inclination angle and the right side roll inclination angle.
8. The apparatus of claim 7, wherein the steady state determination module is specifically configured to:
determining the smoothness of the running surface of the carriage based on the front side roll inclination angle and the rear side roll inclination angle;
determining the roll surface smoothness of the carriage based on the left side roll inclination angle and the right side roll inclination angle;
and when the running surface smoothness of the carriage is greater than the preset running surface smoothness and/or the side surface smoothness of the carriage is greater than the preset side surface smoothness, determining that the carriage is in a non-stable state.
9. An electronic device, comprising: a processor, a memory and a bus, the memory storing machine readable instructions executable by the processor, the processor and the memory communicating via the bus when an electronic device is running, the machine readable instructions being executed by the processor to perform the steps of the rail transit vehicle stationary state determining method according to any one of claims 1 to 6.
10. A computer-readable storage medium, characterized in that the computer-readable storage medium has stored thereon a computer program which, when being executed by a processor, carries out the steps of the method for determining a stationary state of a rail transit vehicle as claimed in any one of claims 1 to 6.
Priority Applications (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211182687.6A CN115931397A (en) | 2022-09-27 | 2022-09-27 | Method and device for determining stable state of rail transit vehicle |
| PCT/CN2023/121117 WO2024067488A1 (en) | 2022-09-27 | 2023-09-25 | Method and apparatus for determining stable state of rail transit vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN202211182687.6A CN115931397A (en) | 2022-09-27 | 2022-09-27 | Method and device for determining stable state of rail transit vehicle |
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| CN202211182687.6A Pending CN115931397A (en) | 2022-09-27 | 2022-09-27 | Method and device for determining stable state of rail transit vehicle |
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| WO (1) | WO2024067488A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| WO2024067488A1 (en) * | 2022-09-27 | 2024-04-04 | 中车长春轨道客车股份有限公司 | Method and apparatus for determining stable state of rail transit vehicle |
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| CN115931397A (en) * | 2022-09-27 | 2023-04-07 | 中车长春轨道客车股份有限公司 | Method and device for determining stable state of rail transit vehicle |
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| JP2002215239A (en) * | 2001-01-16 | 2002-07-31 | Kawasaki Heavy Ind Ltd | Method and device for controlling travel of vehicle system |
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