CN116443081A - Rail train running distance real-time automatic acquisition method based on dynamic response - Google Patents
Rail train running distance real-time automatic acquisition method based on dynamic response Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/40—Handling position reports or trackside vehicle data
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract
The invention discloses a dynamic response-based real-time automatic acquisition method for the running distance of a rail train, which is characterized in that vibration signals of a front car and a rear car are obtained, a signal interception window is arranged on the vibration signals of the front car and the rear car by utilizing a computer program, a point-by-point searching and comparing mode is carried out on the vibration signals in the signal interception windows of the front car and the rear car, and a time node of the vibration signal with the maximum data similarity in the signal interception window of the front car and the rear car is searched, so that the time difference of the front car and the rear car passing through the same place is known, and then the running distance is calculated according to the running speed of the front car and the rear car. The correlation of the dynamic response of the front car and the rear car is analyzed to determine that the train passes through the same road section, and the correlation performance fluctuates within a certain range to reduce the interference of random factors, so that the running distance of the train is reflected more robustly and accurately; the measurement result at the current moment is only related to the measurement information at the current moment, and is independent of the history measurement result, so that the history accumulated error is avoided.
Description
Technical Field
The invention belongs to the technical field of rail transit, and particularly relates to a method for automatically acquiring the running distance of a rail train in real time based on dynamic response.
Background
The train running state information is critical to the running control of the rail transit vehicle, and how to dynamically and accurately detect the running state information of the rail transit train is the core and the key of a train control system. The train operation distance is used as an important information, is directly related to the maintenance and control of the train operation safety distance, and plays a key role in ensuring the safe operation of the train. At present, the calculation of the running distance of a train usually depends on a train positioning technology, the absolute position of the train is required to be determined firstly, and then the relative distance of the train is acquired according to the absolute position difference between different trains. However, existing train positioning techniques include:
(1) A ground transponder. And a transponder is arranged beside the track, and when the railway vehicle runs near the transponder, the vehicle-mounted equipment can read the data information on the transponder, so that the distance measurement is finished. Disadvantages: only point type positioning and distance measurement can be performed, and the running distance of the train cannot be continuously acquired in real time; the equipment and operation costs are high because the equipment and operation costs are high and the equipment needs to be paved along the line.
(2) Vehicle-mounted odometer. And calculating the driving mileage of the train by accumulating the wheel revolution, thereby realizing distance measurement. Disadvantages: there is a history accumulated error.
(3) Doppler radar speed measurement. The method comprises the steps of installing a Doppler radar on a railway locomotive, transmitting electromagnetic waves to a rail surface, calculating the running speed of the locomotive by measuring and analyzing the frequency difference of incident waves and reflected waves by utilizing the Doppler effect, and obtaining the running distance so as to obtain the running distance of a train. Disadvantages: there is a history accumulated error.
(4) And (5) satellite navigation. The GPS/GNSS receiver is arranged on the railway vehicle to acquire the position and speed information of the vehicle, and satellite signals are utilized to realize train positioning and further acquire the train running distance. Disadvantages: the dead zone exists in special road sections such as mountain areas, tunnels and the like; the signal is easily affected by environmental factors and has larger error.
(5) Track circuit. A natural circuit is constructed by utilizing the conductivity of the track, and the train above the track is positioned by electric signal analysis. Disadvantages: only rough estimation can be realized, and the precision is low; the number of the trackside equipment is more, the maintenance cost and the workload are high, and the circuit is easily influenced by the outside.
(6) And (5) wireless communication. Radio equipment is arranged along the train and the railway, and the train is tracked and measured in real time by utilizing wireless communication and information processing technology. Disadvantages: the special base station is needed to be arranged, and the cost is high.
The existing train positioning technology has some defects, namely the current position of a train is usually determined by the train positioning technology, and then the running distance of the train is indirectly obtained, so that an effective method for directly monitoring the running distance of the train is needed.
Disclosure of Invention
In order to overcome the defects, the inventor of the invention provides a real-time automatic track train running distance acquisition method based on dynamic response, which determines that a train passes through the same road section by analyzing the relevance of dynamic response of a front train and a rear train, and the relevance performance fluctuates within a certain range to reduce the interference of random factors, reduce measurement errors and reflect the train running distance more stably and more accurately; according to the information which is more universal and easier to acquire and the simpler theoretical method, the train distance is acquired, so that the cost of measuring equipment, the labor cost and the operation and maintenance cost are obviously reduced; the distance between trains is measured and obtained in real time, in addition, the measurement result at the current moment is only related to the measurement information at the current moment, and the history measurement result is not relied on, so that the history accumulated error is avoided; the dynamic response is used as an analysis object to calculate the train running state information, so that the method has more generality and universality, and is applicable to various actual situations such as high-speed railways, heavy-load freight railways, urban rail transit and the like.
The technical scheme adopted by the invention for achieving the purpose is as follows: the method for automatically acquiring the running distance of the rail train in real time based on dynamic response is provided. The method comprises the following steps:
1) Vehicle system dynamics response acquisition: a section of vehicle is selected from the front vehicle and the rear vehicle, vibration signal acquisition equipment is respectively arranged at the same position of the selected vehicle, vibration signals of the position are acquired in real time in the running process of the train, and the acquired vibration signals of the position of the front vehicle and the rear vehicle are transmitted to an upper computer;
2) Vibration signal interception: at least one signal interception window is respectively arranged on the vibration signals of the front car and the rear car by utilizing a computer program, and the newly measured vibration signals continuously enter the windows along with the running of the train;
3) Vibration signal analysis: the method comprises the steps of carrying out point-by-point searching and comparing on vibration signals in signal interception windows of a front vehicle and a rear vehicle, and further searching a time node of the vibration signal with the maximum data similarity between the front vehicle and the rear vehicle in the signal interception window, so that the time difference of the front vehicle and the rear vehicle passing through the same place is known;
4) Calculating the running distance: and calculating the running distance between the front vehicle and the rear vehicle according to the acquired running time difference between the front vehicle and the rear vehicle and the running speed between the front vehicle and the rear vehicle.
The method for automatically acquiring the running distance of the rail train in real time based on dynamic response, disclosed by the invention, has the following further preferred technical scheme: in step 1), the same positions of the front vehicle and the rear vehicle refer to the same positions in the vehicle system, including the vehicle body, the axle boxes, and the trucks.
The method for automatically acquiring the running distance of the rail train in real time based on dynamic response, disclosed by the invention, has the following further preferred technical scheme: in step 2), when a signal interception window is set, the front car signal interception window and the rear car signal interception window have a certain initial time difference, a proper distance which needs to be kept between the front car and the rear car under ideal conditions is set as an ideal distance L, the distance can be changed within a certain range around the distance based on the train distance, and data around the ideal distance L is calculated when gray correlation analysis is carried out.
The method for automatically acquiring the running distance of the rail train in real time based on dynamic response, disclosed by the invention, has the following further preferred technical scheme: in the step 3), the point-by-point search and comparison are performed in the following ways: and in the time range of generating single data points by measurement, keeping the data interception window of the rear vehicle fixed, and comparing the shapes of the data interception window of the front vehicle moving left and right on the time domain vibration signal measured by the front vehicle.
The method for automatically acquiring the running distance of the rail train in real time based on dynamic response, disclosed by the invention, has the following further preferred technical scheme: when the front car intercepting window moves left and right, each time a data point is moved, gray correlation analysis is carried out on data in the intercepting windows of the front car and the rear car, GRA indexes of two vibration signals are calculated, when the front car intercepting window moves to a certain position, the GRA indexes reach the maximum, the data similarity in the two windows reaches the maximum, namely the front car and the rear car pass through the same place in the time range corresponding to the intercepting window, and the distance between the two intercepting windows is the time difference of the front car and the rear car passing through the same place.
The method for automatically acquiring the running distance of the rail train in real time based on dynamic response, disclosed by the invention, has the following further preferred technical scheme: the vibration signal in step 1) is: any one or a combination of several of transverse/longitudinal/vertical vibration acceleration/vibration speed/vibration displacement of bogie/car body/primary suspension/secondary suspension/rail/cab.
The method for automatically acquiring the running distance of the rail train in real time based on dynamic response, disclosed by the invention, has the following further preferred technical scheme: in step 3), the analysis method includes gray correlation analysis method, correlation coefficient method and least square method.
The method for automatically acquiring the running distance of the rail train in real time based on dynamic response, disclosed by the invention, has the following further preferred technical scheme: the number of the front vehicle signal interception windows and the number of the rear vehicle signal interception windows are 1-3.
The method for automatically acquiring the running distance of the rail train in real time based on dynamic response, disclosed by the invention, has the following further preferred technical scheme: the window ranges of the front vehicle signal interception window and the rear vehicle signal interception window are consistent, and the time range of the interception window is 1s-6s.
The method for automatically acquiring the running distance of the rail train in real time based on dynamic response, disclosed by the invention, has the following further preferred technical scheme: the upper computer is positioned in a rear vehicle or a ground control room.
Compared with the prior art, the technical scheme of the invention has the following advantages/beneficial effects:
1. the correlation of the dynamic responses of the front car and the rear car is analyzed to determine that the train passes through the same road section, the correlation performance fluctuates within a certain range to reduce the interference of random factors, and meanwhile, the measurement error is reduced, so that the running distance of the train can be reflected more robustly and more accurately.
2. The train distance is obtained according to more general and easily obtained information and a simpler theoretical method, so that the cost of measuring equipment, the cost of manpower and the cost of operation and maintenance are remarkably reduced.
3. The distance between trains is measured and obtained in real time, and in addition, the measurement result at the current moment is only related to the measurement information at the current moment, and is independent of the history measurement result, so that the history accumulated error is avoided.
4. The dynamic response is used as an analysis object to calculate the train running state information, so that the method has more generality and universality, and is applicable to various actual situations such as high-speed railways, heavy-load freight railways, urban rail transit and the like.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some examples of the present invention and therefore should not be considered as limiting the scope, and other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic diagram of the general principle of the dynamic response-based method for automatically acquiring the running distance of the rail train in real time.
Fig. 2 is a schematic diagram of a distance measurement principle of the dynamic response-based method for automatically acquiring the running distance of the rail train in real time.
Fig. 3 is a schematic diagram of a real-time on-line monitoring principle completed by a window method based on a dynamic response rail train running distance real-time automatic acquisition method.
Fig. 4 is a train operation time difference acquisition principle of the dynamic response-based rail train operation distance real-time automatic acquisition method of the present invention.
Fig. 5 is an enlarged view of a in fig. 4.
Fig. 6 is an enlarged view of b in fig. 4.
Fig. 7 is an enlarged view of c in fig. 4.
Fig. 8 is a raw vibration signal of a preceding car and a following car of the method for automatically acquiring the running distance of a rail train in real time based on dynamic response of the present invention.
Fig. 9 is a graph of the best matching position of the front and rear train signal interception windows of the real-time automatic acquisition method of the running distance of the rail train based on the dynamic response by using a gray correlation analysis method.
Fig. 10 is a verification of a shape comparison result of a front car and a rear car signal interception window in the same coordinate system based on a dynamic response rail train running distance real-time automatic acquisition method.
Fig. 11 is a calculation result of vertical acceleration based on axle boxes based on the dynamic response-based rail train running distance real-time automatic acquisition method.
Fig. 12 is a frame-based vertical acceleration calculation result of the dynamic response-based rail train running distance real-time automatic acquisition method of the invention.
Detailed Description
To make the objects, technical solutions and advantages of the present invention more apparent, the technical solutions in the embodiments of the present invention will be clearly and completely described below, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments. All other embodiments, based on the embodiments of the invention, which are apparent to those of ordinary skill in the art without inventive faculty, are intended to be within the scope of the invention. Accordingly, the detailed description of the embodiments of the invention provided below is not intended to limit the scope of the invention as claimed, but is merely representative of selected embodiments of the invention.
It should be noted that: like reference numerals and letters denote like items in the following figures, and thus, once an item is defined in one figure, it may not be further defined and explained in the following figures.
Examples:
as shown in fig. 1-4, a method for automatically acquiring the running distance of a rail train in real time based on dynamic response comprises the following steps:
1) Vehicle system dynamics response acquisition: a section of vehicle is selected from the front vehicle and the rear vehicle, vibration signal acquisition equipment is respectively arranged at the same position of the selected vehicle, vibration signals of the position are acquired in real time in the running process of the train, and the acquired vibration signals of the position of the front vehicle and the rear vehicle are transmitted to an upper computer;
2) Vibration signal interception: at least one signal interception window is respectively arranged on the vibration signals of the front car and the rear car by utilizing a computer program, and the newly measured vibration signals continuously enter the windows along with the running of the train;
3) Vibration signal analysis: the method comprises the steps of carrying out point-by-point searching and comparing on vibration signals in signal interception windows of a front vehicle and a rear vehicle, and further searching a time node of the vibration signal with the maximum data similarity between the front vehicle and the rear vehicle in the signal interception window, so that the time difference of the front vehicle and the rear vehicle passing through the same place is known;
4) Calculating the running distance: and calculating the running distance between the front vehicle and the rear vehicle according to the acquired running time difference between the front vehicle and the rear vehicle and the running speed between the front vehicle and the rear vehicle.
In step 1), the same positions of the front vehicle and the rear vehicle refer to the same positions in the vehicle system, including the vehicle body, the axle boxes, and the trucks.
In the step 2), when the signal interception window is set, the front car signal interception window and the rear car signal interception window have a certain initial time difference, under ideal conditions, the proper distance between the front car and the rear car which needs to be kept by the initial time difference is an ideal distance L, the distance can be changed within a certain range around the distance based on the train distance, and when gray correlation analysis is carried out, only a small part of data around the ideal distance L is needed to be calculated, and all data of the whole section of signals are not needed to be calculated one by one, so that the calculated amount is obviously reduced, and the real-time property of measured data is ensured.
In the step 3), the point-by-point search and comparison are performed in the following ways: and in the time range of generating single data points by measurement, keeping the data interception window of the rear vehicle fixed, and comparing the shapes of the data interception window of the front vehicle moving left and right on the time domain vibration signal measured by the front vehicle. The specific range of the left-right movement is closely related to the actual situation, and the window movement search range is too small, so that the best fit data segment is positioned outside the search range, and the search fails; however, too large a window-moving search range may result in increased computation, and other data segments with similar shapes may be mistaken for the best fit data segment, which may also result in fit failure. Typically, in the case of a data sampling frequency of 100 (i.e., a single data point represents a time interval of 0.01 seconds), a range of 300-400 data points is taken to move around.
Gray correlation analysis: when the front car intercepting window moves left and right, each time a data point is moved, gray correlation analysis is carried out on data in the intercepting windows of the front car and the rear car, GRA indexes of two vibration signals are calculated, when the front car intercepting window moves to a certain position, the GRA indexes reach the maximum, the data similarity in the two windows reaches the maximum, namely the front car and the rear car pass through the same place in the time range corresponding to the intercepting window, and the distance between the two intercepting windows is the time difference of the front car and the rear car passing through the same place. The principle of using grey correlation analysis and the comparison of the results are shown in fig. 5-7. Of course, the analysis method adopted may be a correlation coefficient method, a least square method, etc., and the principle is consistent, and the technical theory is mature, and will not be described here again.
The vibration signal in step 1) is: any one or a combination of several of transverse/longitudinal/vertical vibration acceleration/vibration speed/vibration displacement of bogie/car body/primary suspension/secondary suspension/rail/cab, of course, more reliable vibration signals should be used in combination as much as possible in order to obtain an optimal match.
The number of the front car signal interception windows and the number of the rear car signal interception windows are 1-3, the plurality of signal interception windows run synchronously to realize segmentation comparison and analysis, and the retrieval speed can be effectively improved when the calculation force is sufficient, for example, a plurality of rear car window openings correspond to one front car window, and the front car window openings are responsible for back and forth movement search and can sequentially search matching segments corresponding to data in each rear car window.
The window ranges of the front vehicle signal interception window and the rear vehicle signal interception window are consistent, the time range of the interception window is 3 seconds as a reference, and the interception window is increased or reduced along with the actual situation, and the range is 1s-6s. If the speeds of the two trains are kept consistent, the whole section of signals can be directly used, and the most basic comparison is realized. If the speeds of two trains are different, the speeds of the two trains passing through the same section of track are different, and the passing time is also different, so that the vibration response difference is too large to perform shape comparison, therefore, a window method is necessary to be used for intercepting small data for local comparison.
The upper computer is located in a rear vehicle or a ground control room, the technical scheme can be used for workshop signal transmission, so that the computer is located in the rear vehicle, the front vehicle transmits vibration signals to the rear vehicle through communication equipment, the rear vehicle acquires the distance between the rear vehicle and the front vehicle in real time through the technology, and then the traction braking operation is decided, when the distance is too short, the rear vehicle brakes and decelerates, and when the distance is too long, the rear vehicle is accelerated in traction. Similarly, for a plurality of trains, the head car does not need to be provided with computer equipment, and each train is provided with computer equipment. In addition, the system can also be used for vehicle-ground signal transmission, in which case, no computer is installed on the vehicle, the ground control room is installed with a computer, all vehicles transmit vibration signals to the ground control room, the control room performs unified calculation of the inter-vehicle distance and unified decision, and then transmits traction or braking commands to corresponding trains.
The following is a detailed description in connection with examples: as shown in fig. 1 and 2, (1) vehicle system dynamics response acquisition: and selecting a vehicle at each of the front vehicle and the rear vehicle, respectively setting vibration signal acquisition equipment at the same position in the selected vehicle system, and acquiring the vertical vibration acceleration at the position in real time in the running process of the train. The speed of the front car and the rear car is 50 km/h, the sensors are arranged on the left axle boxes of the front car and the rear car to collect acceleration, the data sampling frequency is 100 Hz, the analyzed running time is 200 s in total, the same position in the car system means the car body, the axle boxes, the bogie and the like, such as the first wheel set left axle box of the front car and the first wheel set left axle box of the rear car, the second wheel set left axle box of the front car and the second wheel set left axle box of the rear car, the first right axle box of the front car and the third wheel set right axle box of the rear car, the second right axle box of the front car and the second right axle box of the rear car are corresponding, and the like, and the axle boxes need to be kept on the same side, such as left-left, right-right, the rest can be freely combined, such as the center of the bogie of the front car and the bogie of the rear car, the center of the front car and the center of the rear car can be combined equally.
(2) Vibration signal interception: a signal interception window is respectively arranged on the measured data of the front car and the rear car by using a computer program, and the newly measured data continuously enter the window along with the running of the train (as shown in figure 3). The vibration signals comprise vehicle body center transverse/longitudinal/vertical vibration acceleration, cab transverse/longitudinal/vertical vibration acceleration, bogie center transverse/longitudinal/vertical vibration acceleration, primary suspension transverse/longitudinal/vertical vibration acceleration, secondary suspension transverse/longitudinal/vertical vibration acceleration, rail transverse/longitudinal/vertical vibration acceleration, transverse/longitudinal/vertical vibration speed, transverse/longitudinal/vertical vibration displacement and the like at the positions, and meanwhile, the vibration signals can adopt any one of the above or any combination of several of the above. The window range of the signal interception window of the front vehicle is consistent with that of the signal interception window of the rear vehicle, the interception time range is 3 seconds as a reference and is changed along with the actual situation, and the window range is closely related to the actual situation; however, too small a window may result in insufficient data volume, and may not support accurate data comparison. The corresponding time range of the method is 3 seconds. The meaning of the window-changing method is: in the basic idea of the method, a dynamically changing window range is used, i.e. the window range will vary with the actual situation.
When the window is set, the window on the front car data and the window on the rear car data have a certain initial time difference, and the ideal distance L is the proper distance between the front car and the rear car which is required to be kept under ideal conditions, and can be regarded as the distance meeting the safety control requirement in the running process of the train. In the actual running process, the distance between trains usually changes within a certain range near the distance, so that the ideal distance L is set, the searching range can be narrowed when gray correlation analysis is carried out, only a small amount of data near the ideal distance L is needed to be calculated, and all data of the whole section of signals are not needed to be calculated one by one, thereby remarkably reducing the calculated amount and ensuring the real-time property of measured data.
(3) Vibration signal analysis: and searching for the time difference of the front vehicle and the rear vehicle passing through the same place by using a gray correlation analysis method and carrying out a point-by-point searching and comparing mode in the vibration signal.
Specifically: and (3) taking the data in the rear vehicle intercepting window as a reference, moving the front vehicle intercepting window left and right within a certain range (as shown in a of fig. 4, namely fig. 5), and carrying out gray correlation analysis on the data in the front vehicle intercepting window and the rear vehicle once every moving a point to calculate GRA indexes of two vibration signals. When the current car intercept window moves to a position so that the GRA index reaches the maximum (as shown in b in fig. 4, i.e. fig. 6), the similarity of the data in the two windows reaches the maximum, i.e. the front car and the rear car pass through the same place in the time range corresponding to the intercept window. The distance between the two intercepting windows is the time difference between the passing of the front vehicle and the passing of the rear vehicle at the same place (shown as c in fig. 4, namely fig. 7), the specific intermediate process is shown as fig. 8-10, the analysis chart of the result is shown as fig. 11, and the root mean square error is 0.053%.
Calculating the running distance: and calculating the running distance between the front vehicle and the rear vehicle according to the acquired running time difference between the front vehicle and the rear vehicle and the running speed between the front vehicle and the rear vehicle.
As shown in fig. 12, the same steps are performed by using the vertical vibration acceleration of the center of the frame, and the working conditions are as follows: the speed of the front car and the rear car is 50 km/h, the sensors are arranged at the centers of the front bogies of the front car and the rear car, the data sampling frequency is 100 Hz, the total analyzed running time is 200 s, the modification step length is 250, namely, gray correlation analysis is carried out on every 250 data points of the window moving, and the gray correlation analysis is compared with the actual distance, and the result shows that the root mean square error is 1.342%, and the effect is inferior to the axle box vertical vibration acceleration.
Term interpretation: for factors between two systems, a measure of the magnitude of the correlation that varies with time or with different objects is called the degree of correlation. In the system development process, if the trend of the two factor changes has consistency, namely the synchronous change degree is higher, the association degree of the two factors is higher; otherwise, it is lower. Therefore, the gray correlation analysis method is a method for measuring the degree of correlation between factors according to the degree of similarity or dissimilarity of the development trends between the factors, i.e. "gray correlation".
In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present invention.
In the present invention, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.
In the present invention, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply indicating that the first feature is at a lower level than the second feature.
The foregoing is merely a preferred embodiment of the present invention, and it should be noted that the above-mentioned preferred embodiment should not be construed as limiting the invention, and the scope of the invention should be defined by the appended claims. It will be apparent to those skilled in the art that various modifications and adaptations can be made without departing from the spirit and scope of the invention, and such modifications and adaptations are intended to be comprehended within the scope of the invention.
Claims (10)
1. The method for automatically acquiring the running distance of the rail train in real time based on dynamic response is characterized by comprising the following steps of: 1) Vehicle system dynamics response acquisition: a section of vehicle is selected from the front vehicle and the rear vehicle, vibration signal acquisition equipment is respectively arranged at the same position of the selected vehicle, vibration signals of the position are acquired in real time in the running process of the train, and the acquired vibration signals of the position of the front vehicle and the rear vehicle are transmitted to an upper computer; 2) Vibration signal interception: at least one signal interception window is respectively arranged on the vibration signals of the front car and the rear car by utilizing a computer program, and the newly measured vibration signals continuously enter the windows along with the running of the train;
3) Vibration signal analysis: the method comprises the steps of carrying out point-by-point searching and comparing on vibration signals in signal interception windows of a front vehicle and a rear vehicle, and further searching a time node of the vibration signal with the maximum data similarity between the front vehicle and the rear vehicle in the signal interception window, so that the time difference of the front vehicle and the rear vehicle passing through the same place is known;
4) Calculating the running distance: and calculating the running distance between the front vehicle and the rear vehicle according to the acquired running time difference between the front vehicle and the rear vehicle and the running speed between the front vehicle and the rear vehicle.
2. The method for automatically acquiring the running distance of the rail train in real time based on the dynamic response according to claim 1, wherein in the step 1), the same positions of the front car and the rear car refer to the same positions in the vehicle system, including the car body, the axle box and the bogie.
3. The method for automatically acquiring the running distance of the rail train in real time based on the dynamic response according to claim 1, wherein in the step 2), when the signal interception window is set, the front car signal interception window and the rear car signal interception window have a certain initial time difference, the proper distance required to be kept by the front car and the rear car under the ideal condition is set as an ideal distance L, the data near the ideal distance L is calculated when gray correlation analysis is carried out based on that the train distance can be changed within a certain range near the distance.
4. A method for automatically acquiring the running distance of a rail train in real time based on dynamic response according to claim 1 or 3, wherein in the step 3), the point-by-point searching and comparing are performed in the following manner: and in the time range of generating single data points by measurement, keeping the data interception window of the rear vehicle fixed, and comparing the shapes of the data interception window of the front vehicle moving left and right on the time domain vibration signal measured by the front vehicle.
5. The method for automatically acquiring the running distance of the rail train in real time based on the dynamic response according to claim 4, wherein when the front car intercepting window moves left and right, each data point is moved, gray correlation analysis is carried out on data in the intercepting windows of the front car and the rear car once, GRA indexes of two vibration signals are calculated, when the front car intercepting window moves to a certain position, the GRA indexes reach the maximum, the data similarity in the two windows reaches the maximum, namely the front car passes through the same place with the rear car in the time range corresponding to the intercepting window, and the distance between the two intercepting windows is the time difference of the front car and the rear car passing through the same place.
6. The method for automatically acquiring the running distance of the rail train in real time based on the dynamic response according to claim 1, wherein the vibration signal in the step 1) is: any one or a combination of several of transverse/longitudinal/vertical vibration acceleration/vibration speed/vibration displacement of bogie/car body/primary suspension/secondary suspension/rail/cab.
7. The method for automatically acquiring the running distance of the rail train in real time based on the dynamic response according to claim 1, wherein in the step 3), the adopted analysis method comprises a gray correlation analysis method, a correlation coefficient method and a least square method.
8. The method for automatically acquiring the running distance of the rail train in real time based on the dynamic response according to claim 1, wherein the number of the signal interception windows of the front train and the signal interception windows of the rear train is 1-3.
9. The method for automatically acquiring the running distance of the rail train in real time based on the dynamic response according to claim 1, wherein the window range of the signal interception window of the front train is consistent with the window range of the signal interception window of the rear train, and the time range of the interception window is 1s-6s.
10. The method for automatically acquiring the running distance of the rail train in real time based on the dynamic response according to claim 1, wherein the upper computer is located in a rear car or a ground control room.
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