Method and device for monitoring longitudinal dynamic performance of heavy-load freight train

Abstract

The invention provides a method and a device for monitoring longitudinal dynamic performance of a heavy-load freight train, and the method comprises the steps: carrying out time synchronization based on global navigation satellite system time and a network time protocol, and collecting signals of a force transducer, a vibration acceleration and a displacement sensor on a coupler; acquiring coupler longitudinal force, longitudinal vibration acceleration, coupler longitudinal displacement and coupler transverse displacement data of multiple sections of the heavy-load freight train on the basis of signals of the force transducer, the vibration acceleration and the displacement sensor; obtaining a transverse component force based on the coupler longitudinal force, the coupler transverse displacement and the coupler deflection radius; obtaining unit displacement longitudinal force based on the coupler longitudinal force and the coupler longitudinal displacement; by means of time synchronism, the distribution condition of the maximum value of coupler longitudinal force, longitudinal vibration acceleration, transverse component force and unit displacement longitudinal force of each section in the time period from pressure reduction to recovery of the truck pipe pressure is analyzed; and judging whether the longitudinal dynamic performance of the heavy-load freight train is normal or not according to the distribution condition.

Description

Technical Field

[0001] This application relates to the field of heavy-haul railway safety monitoring technology, and in particular to a method and device for monitoring the longitudinal dynamic performance of heavy-haul freight trains. Background Technology

[0002] Heavy-haul rail transport is a crucial component of the modern logistics system, its large capacity and high efficiency giving it a vital economic position. However, due to their long formations and heavy loads, heavy-haul freight trains experience significant longitudinal impulses during operation, especially during acceleration, braking, crossing graded sections, or gradients—a phenomenon known as longitudinal dynamics. If not properly controlled, this effect can range from affecting train stability and accelerating wear on vehicle components to potentially causing serious accidents such as coupler breakage and derailment, posing a significant threat to transport safety.

[0003] Currently, some safety monitoring systems have been deployed to ensure the safe operation of heavy-haul freight trains. However, existing technical solutions have the following main shortcomings in terms of comprehensive and accurate monitoring of the longitudinal dynamic performance of heavy-haul freight trains:

[0004] 1. Lack of time synchronization in data hinders multi-section correlation analysis: Heavy-haul freight trains consist of hundreds of cars, spanning several kilometers in length. Traditional monitoring methods often monitor parameters of individual cars or local locations in isolation, lacking a unified and high-precision time reference between monitoring points. Since signal propagation within the train takes time, without precise time synchronization, it is impossible to accurately correlate and analyze dynamic events (such as changes in coupler force, vibrations, etc.) occurring at different locations on the train at the same time. This makes it difficult for technicians to grasp the longitudinal force transmission and distribution patterns of the entire train under specific operating conditions (such as braking wave propagation), and prevents them from assessing the overall dynamic performance of the train from a global perspective.

[0005] 2. Limited Monitoring Indicators and Insufficient Evaluation Dimensions: Existing monitoring methods often focus on measuring single physical quantities, such as monitoring only the coupler force or only acceleration. However, complex longitudinal dynamics problems result from the coupled effects of multiple factors. For example, coupler force data alone is insufficient to determine the performance status of the buffer; without lateral displacement data, it is impossible to assess the risk of lateral forces caused by longitudinal forces on curved sections. This simplistic approach to monitoring indicators leads to an incomplete and in-depth evaluation of train performance, making it difficult to accurately pinpoint potential risks.

[0006] 3. The evaluation methods are simplistic and lack comprehensive assessment of the dynamic process: Some technical solutions only determine whether single-point data exceeds limits by setting fixed thresholds, ignoring the distribution patterns of longitudinal dynamic indicators along the train's length and their dynamic evolution over specific time periods (such as the period from decompression to recovery in the train's tubes). In fact, the distribution trend of longitudinal impulses within the train (e.g., whether it is dispersed or concentrated in a certain area) is a key basis for evaluating train handling level and dynamic performance. Existing technologies lack the ability to make comprehensive judgments based on the overall train distribution.

[0007] Therefore, there is an urgent need for a longitudinal dynamics monitoring method for heavy-haul freight trains that can achieve synchronous acquisition of multi-section data across the entire train, comprehensive calculation of multi-dimensional indicators, and overall performance evaluation based on dynamic processes and distribution patterns, in order to overcome the above-mentioned shortcomings. Summary of the Invention

[0008] In view of this, this application provides a method and apparatus for monitoring the longitudinal dynamic performance of heavy-duty freight trains to solve at least one of the aforementioned problems.

[0009] To achieve the above objectives, this application adopts the following approach:

[0010] According to a first aspect of this application, a method for monitoring the longitudinal dynamic performance of a heavy-haul freight train is provided, the method comprising:

[0011] Time synchronization is performed based on the Global Navigation Satellite System time and network time protocol, and signals from force sensors, vibration acceleration and displacement sensors on the coupler are collected.

[0012] Based on the signals from the force sensor, vibration acceleration and displacement sensor, data on the longitudinal force, longitudinal vibration acceleration, longitudinal displacement and lateral displacement of the coupler of the heavy-duty freight train at multiple cross sections are obtained.

[0013] The lateral component force is obtained based on the longitudinal force of the coupler, the lateral displacement of the coupler, and the deflection radius of the coupler;

[0014] Based on the longitudinal force of the coupler and the longitudinal displacement of the coupler, the longitudinal force per unit displacement is obtained;

[0015] By utilizing time synchronization, the distribution of the longitudinal force of the coupler, the longitudinal vibration acceleration, the lateral component force, and the maximum value of the longitudinal force per unit displacement at each cross section during the time period from decompression to recovery of the truck pipe pressure is analyzed.

[0016] Based on the distribution, determine whether the longitudinal dynamic performance of the heavy-duty freight train is normal.

[0017] As an embodiment of the application, the method described above, based on the longitudinal force of the coupler, the lateral displacement of the coupler, and the deflection radius of the coupler, obtains the lateral component force as follows:

[0018] Based on the longitudinal force of the coupler, the lateral displacement of the coupler, and the deflection radius of the coupler, the lateral component force is obtained using the following formula:

[0019] Q = F × Wh / L;

[0020] Where Q is the lateral force component, F is the longitudinal force of the coupler, Wh is the lateral displacement of the coupler, and L is the deflection radius of the coupler.

[0021] As an example of the application, the above method further includes: dynamically obtaining the theoretical value of the lateral displacement of the coupler based on the curve radius data of the current train running line.

[0022] As an embodiment of the application, the method described above, based on the longitudinal force of the coupler and the longitudinal displacement of the coupler, obtains the longitudinal force per unit displacement by:

[0023] Based on the longitudinal force and longitudinal displacement of the coupler, the longitudinal force per unit displacement is obtained using the following formula:

[0024] Fw = F / Wz;

[0025] Where Fw is the longitudinal force per unit displacement, F is the longitudinal force of the coupler, and Wz is the longitudinal displacement of the coupler.

[0026] As an embodiment of the application, determining whether the longitudinal dynamic performance of the heavy-haul freight train is normal based on the distribution includes:

[0027] If at least one of the maximum values ​​of the coupler longitudinal force, the longitudinal vibration acceleration, the lateral component force, and the longitudinal force per unit displacement exceeds the corresponding set threshold, then the longitudinal dynamic performance of the heavy-duty freight train is abnormal.

[0028] If the maximum values ​​of the longitudinal force of the coupler, the longitudinal vibration acceleration, the lateral component force, and the longitudinal force per unit displacement exhibit a random discrete distribution trend along the train length, then the longitudinal dynamic performance of the heavy-haul freight train is abnormal.

[0029] Otherwise, the longitudinal dynamic performance of the heavy-duty freight train is normal.

[0030] As an embodiment of the application, if the maximum values ​​of the coupler longitudinal force, the longitudinal vibration acceleration, the lateral component force, and the unit displacement longitudinal force in the above method exhibit a random discrete distribution trend along the train length direction, then the specific abnormal coupler buffer can be located based on the cross-sectional location where the maximum values ​​of the unit displacement longitudinal force occur densely.

[0031] As one embodiment of the application, the above method involves time synchronization based on Global Navigation Satellite System time and Network Time Protocol, and the acquisition of signals from force sensors, vibration acceleration sensors, and displacement sensors on the coupler includes:

[0032] It connects to the Global Navigation Satellite System to obtain time synchronization signals. If the Global Navigation Satellite System signal is interrupted or unavailable, it automatically switches to a time server of the Network Time Protocol to obtain time synchronization signals.

[0033] When signals from the force sensor, vibration acceleration sensor, and displacement sensor are acquired, a corresponding timestamp is generated based on the time synchronization signal.

[0034] As one embodiment of the application, the above method further includes:

[0035] When switching from the Global Navigation Satellite System to the Network Time Protocol (NTP), the time difference at the switching moment is recorded, and subsequent NTP timestamps are compensated based on the time difference to ensure the continuity and accuracy of the timestamps.

[0036] According to a second aspect of this application, a longitudinal dynamic performance monitoring device for heavy-haul freight trains is provided, the device comprising:

[0037] The synchronous acquisition module is used to synchronize time based on the Global Navigation Satellite System time and the Network Time Protocol, and to acquire signals from the force sensor, vibration acceleration and displacement sensor on the coupler.

[0038] The parameter acquisition module is used to obtain data on the longitudinal force, longitudinal vibration acceleration, longitudinal displacement, and lateral displacement of the coupler of a heavy-duty freight train at multiple cross sections based on the signals from the force sensor, vibration acceleration, and displacement sensor.

[0039] The lateral force acquisition module is used to obtain the lateral force based on the longitudinal force of the coupler, the lateral displacement of the coupler, and the deflection radius of the coupler;

[0040] The unit displacement longitudinal force acquisition module obtains the unit displacement longitudinal force based on the coupler longitudinal force and the coupler longitudinal displacement;

[0041] The parameter distribution analysis module is used to analyze the distribution of the longitudinal force of the coupler, the longitudinal vibration acceleration, the lateral component force, and the maximum value of the longitudinal force per unit displacement at each cross-section during the time period from decompression to recovery of the truck pipe pressure, by utilizing time synchronization.

[0042] An anomaly detection module is used to determine whether the longitudinal dynamic performance of the heavy-load freight train is normal based on the distribution.

[0043] As one embodiment of the application, the above-mentioned lateral force acquisition module is specifically used for:

[0044] Based on the longitudinal force of the coupler, the lateral displacement of the coupler, and the deflection radius of the coupler, the lateral component force is obtained using the following formula:

[0045] Q = F × Wh / L;

[0046] Where Q is the lateral force component, F is the longitudinal force of the coupler, Wh is the lateral displacement of the coupler, and L is the deflection radius of the coupler.

[0047] As an embodiment of the application, the above-mentioned device further includes: a module for obtaining theoretical values ​​of lateral displacement of the coupler, used to dynamically obtain theoretical values ​​of lateral displacement of the coupler based on the curve radius data of the current train running line.

[0048] As an embodiment of the application, the above-mentioned unit displacement longitudinal force acquisition module is specifically used for:

[0049] Based on the longitudinal force and longitudinal displacement of the coupler, the longitudinal force per unit displacement is obtained using the following formula:

[0050] Fw = F / Wz;

[0051] Where Fw is the longitudinal force per unit displacement, F is the longitudinal force of the coupler, and Wz is the longitudinal displacement of the coupler.

[0052] As one embodiment of the application, the above-mentioned anomaly determination module is specifically used for:

[0053] If at least one of the maximum values ​​of the coupler longitudinal force, the longitudinal vibration acceleration, the lateral component force, and the longitudinal force per unit displacement exceeds the corresponding set threshold, then the longitudinal dynamic performance of the heavy-duty freight train is abnormal.

[0054] If the maximum values ​​of the longitudinal force of the coupler, the longitudinal vibration acceleration, the lateral component force, and the longitudinal force per unit displacement exhibit a random discrete distribution trend along the train length, then the longitudinal dynamic performance of the heavy-haul freight train is abnormal.

[0055] Otherwise, the longitudinal dynamic performance of the heavy-duty freight train is normal.

[0056] As an embodiment of the application, if the maximum values ​​of the coupler longitudinal force, the longitudinal vibration acceleration, the lateral component force, and the unit displacement longitudinal force along the train length direction exhibit a random discrete distribution trend, then the above-mentioned anomaly determination module further locates the specific abnormal coupler buffer based on the cross-sectional location where the maximum values ​​of the unit displacement longitudinal force densely appear.

[0057] As one embodiment of the application, the above-mentioned synchronous acquisition module is specifically used for:

[0058] It connects to the Global Navigation Satellite System to obtain time synchronization signals. If the Global Navigation Satellite System signal is interrupted or unavailable, it automatically switches to a time server of the Network Time Protocol to obtain time synchronization signals.

[0059] When signals from the force sensor, vibration acceleration sensor, and displacement sensor are acquired, a corresponding timestamp is generated based on the time synchronization signal.

[0060] As one embodiment of the application, the above-mentioned apparatus further includes:

[0061] The time compensation module is used to record the time difference when switching from the Global Navigation Satellite System to the Network Time Protocol, and to compensate the subsequent Network Time Protocol timestamps based on the time difference to ensure the continuity and accuracy of the timestamps.

[0062] According to a third aspect of this application, an electronic device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the method described above.

[0063] According to a fourth aspect of this application, a computer-readable storage medium is provided, on which a computer program is stored, which, when executed by a processor, implements the steps of the above-described method.

[0064] According to a fifth aspect of the present invention, a computer program product is provided, comprising a computer program / instructions that, when executed by a processor, implement the steps of the above-described method.

[0065] As can be seen from the above technical solution, the longitudinal dynamic performance monitoring method and device for heavy-haul freight trains provided in this application solves the problem of inconsistent time references caused by the excessive length of the train and the lack of physical cable connections by combining Global Navigation Satellite System (GNSS) time and Network Time Protocol (NTP). This makes it possible to perform precise time alignment and correlation analysis on the coupler force, acceleration, displacement, and other data of the entire train at a ground data center, thereby accurately grasping the transmission and distribution law of longitudinal impulses throughout the entire train. This application not only directly monitors the longitudinal force and longitudinal vibration acceleration of the coupler, but also calculates the lateral component force and longitudinal force per unit displacement by synchronously acquiring the lateral and longitudinal displacements of the coupler. Through the comprehensive analysis of these multi-dimensional data, the train performance can be evaluated more comprehensively and in-depth. Attached Figure Description

[0066] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. In the drawings:

[0067] Figure 1 This is a flowchart illustrating a method for monitoring the longitudinal dynamic performance of a heavy-duty freight train, as provided in an embodiment of this application.

[0068] Figure 2 This is a schematic diagram of the process for determining whether the longitudinal dynamic performance of a heavy-load freight train is normal, provided in an embodiment of this application.

[0069] Figure 3 This is a schematic diagram of the process for acquiring sensor signals based on time synchronization, provided in an embodiment of this application.

[0070] Figure 4 This is a schematic diagram of the structure of a longitudinal dynamic performance monitoring device for heavy-duty freight trains provided in an embodiment of this application;

[0071] Figure 5 This is a schematic block diagram of the system configuration of the electronic device provided in the embodiments of the invention. Detailed Implementation

[0072] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the embodiments of this application will be further described in detail below with reference to the accompanying drawings. Here, the illustrative embodiments and descriptions of this application are used to explain this application, but are not intended to limit this application.

[0073] like Figure 1 The diagram shown is a flowchart illustrating a method for monitoring the longitudinal dynamic performance of a heavy-haul freight train according to an embodiment of this application. The implementation entity of this method is a ground data analysis server, and the method includes the following steps:

[0074] like Figure 1 The diagram shown is a flowchart illustrating a method for monitoring the longitudinal dynamic performance of a heavy-haul freight train according to an embodiment of this application. The execution entity in this embodiment is a ground data analysis server, and the method includes the following steps:

[0075] Step S101: Time synchronization is performed based on the Global Navigation Satellite System time and network time protocol, and signals from the force sensor, vibration acceleration and displacement sensor on the coupler are collected.

[0076] This step is to ensure that sensor data distributed at different locations (i.e., multiple sections) of the long train have a unified time reference.

[0077] This embodiment can install force sensors (such as strain gauges), vibration acceleration sensors for measuring longitudinal impact, and longitudinal and lateral displacement sensors for measuring the relative extension and sway of the couplers on the couplers of multiple key vehicles or all vehicles of a heavy-duty freight train.

[0078] Each sensor is connected to a signal acquisition device with a built-in time synchronization module. It acquires high-precision time signals via a GNSS receiver and an NTP time server. While acquiring the voltage signals generated by each sensor, the acquisition device immediately adds a precise time tag containing year, month, day, hour, minute, second, and millisecond to each frame of data. This time tag is generated based on the aforementioned synchronized high-precision time signal. After acquiring the sensor signals, the acquisition device transmits them to a ground-based data analysis server via a wireless communication network.

[0079] Step S102: Based on the signals from the force sensor, vibration acceleration and displacement sensor, obtain the longitudinal force, longitudinal vibration acceleration, longitudinal displacement and lateral displacement data of the coupler of the heavy-duty freight train at multiple sections.

[0080] The raw signal acquired in step S101 is a voltage value (V), which needs to be converted into a standard physical quantity using a preset calibration formula. The ground data analysis server will perform real-time calculations based on preset calibration coefficients using the following formula:

[0081] Longitudinal force of the coupler: F = k1 ×V1 + b1;

[0082] Longitudinal vibration acceleration: J = k2 × V2 + b2;

[0083] Longitudinal displacement of the coupler: Wz = k3 ×V3 + b3;

[0084] Lateral displacement of the coupler: Wh = k4 × V4 + b4;

[0085] Where F represents the calculated longitudinal force of the coupler; J represents the calculated longitudinal vibration acceleration; Wz represents the calculated longitudinal displacement of the coupler; Wh represents the calculated lateral displacement of the coupler; V1, V2, V3, and V4 represent the original voltage signal values ​​collected from different sensors; k1, k2, k3, and k4 represent the preset calibration coefficients; and b1, b2, b3, and b4 are offsets.

[0086] Step S103: Based on the longitudinal force of the coupler, the lateral displacement of the coupler, and the deflection radius of the coupler, the lateral component force is obtained.

[0087] The lateral component of the force reflects the force that is decomposed laterally when the enormous longitudinal coupler force swings laterally. This force is one of the important risk factors that can cause trains to derail on curved sections. Calculating and evaluating the magnitude of this value can effectively monitor the safety of train operation on curves.

[0088] Step S104: Based on the longitudinal force of the coupler and the longitudinal displacement of the coupler, obtain the longitudinal force per unit displacement.

[0089] The longitudinal force per unit displacement essentially reflects the stiffness characteristics of the coupler buffer when absorbing energy. A well-performing buffer should have a longitudinal force per unit displacement within the normal range. An abnormal increase or decrease in the longitudinal force per unit displacement may indicate a fault or performance degradation in the buffer, allowing for accurate identification of the specific faulty component.

[0090] Step S105: Utilize time synchronization to analyze the distribution of the longitudinal force of the coupler, the longitudinal vibration acceleration, the lateral component force, and the maximum value of the longitudinal force per unit displacement at each cross-section during the time period from decompression to recovery of the truck pipe pressure.

[0091] This step leverages the high-precision time synchronization ensured in step S101 to analyze the global dynamic behavior of the train under specific operating conditions. The target time period for this analysis is limited to the period from decompression to recovery of the freight car pipe pressure. This stage is a critical process for train braking and release, and also the stage with the most intense and complex longitudinal impulses. Thanks to the unified timestamp, the ground data analysis server can accurately filter the data within this specific time period from the data streams of all sections.

[0092] The ground data analysis server will traverse the data of longitudinal force, longitudinal vibration acceleration, lateral force, and longitudinal force per unit displacement of each cross section within the time period, and find the maximum value of each. Then, these maximum values ​​of all cross sections will be arranged according to their physical location in the train (from the front to the rear) to form a maximum value distribution map or data list along the length of the train.

[0093] Step S106: Determine whether the longitudinal dynamic performance of the heavy-load freight train is normal based on the distribution.

[0094] This is the final evaluation and diagnostic step. Based on the distribution data obtained in the previous step, a comprehensive judgment is made on the overall performance of the train. Finally, the ground data analysis server sends the results of the comprehensive analysis and evaluation (such as "performance normal", "performance abnormal", and abnormal area location) to the display terminal in the locomotive driver's cab to provide the driver with a reference or directly issue an alarm.

[0095] As can be seen from the above technical solution, the longitudinal dynamic performance monitoring method for heavy-haul freight trains provided in this application solves the problem of inconsistent time references caused by the excessive length of the train and the lack of physical cable connections by combining Global Navigation Satellite System (GNSS) time and Network Time Protocol (NTP). This makes it possible to perform precise time alignment and correlation analysis on the coupler force, acceleration, displacement, and other data of the entire train at a ground data center, thereby accurately grasping the transmission and distribution patterns of longitudinal impulses throughout the entire train. This application not only directly monitors the longitudinal force and longitudinal vibration acceleration of the coupler, but also calculates the lateral component force and longitudinal force per unit displacement by synchronously acquiring the lateral and longitudinal displacements of the coupler. Through the comprehensive analysis of these multi-dimensional data, the train performance can be evaluated more comprehensively and in-depth.

[0096] In one embodiment of this application, obtaining the lateral component force in step S103 based on the longitudinal force of the coupler, the lateral displacement of the coupler, and the deflection radius of the coupler includes:

[0097] Based on the longitudinal force of the coupler, the lateral displacement of the coupler, and the deflection radius of the coupler, the lateral component force is obtained using the following formula:

[0098] Q = F × Wh / L;

[0099] Where Q is the lateral force component, F is the longitudinal force of the coupler, Wh is the lateral displacement of the coupler, and L is the deflection radius of the coupler.

[0100] In one embodiment of this application, the method further includes: dynamically obtaining the theoretical value of the lateral displacement of the coupler based on the curve radius data of the current train running line.

[0101] The ground data analysis server pre-stores or accesses digital map information of the train route in real time via the network. This information includes the geometric parameters of each section of the route, most importantly the curve radii at different locations.

[0102] The train's precise location on the running track is determined in real time by an onboard GNSS module (such as a BeiDou satellite signal receiver). The train's real-time location is then matched with track data to determine whether the current (or upcoming) section of the track is a straight section or a curved section.

[0103] When the train is running on a straight section, theoretically there is no deflection of the coupler, or the lateral displacement is close to zero. At this time, the calculated lateral force Q will be very small or zero. When the train is running on a curved section, the system will calculate the theoretical value of the coupler's lateral displacement corresponding to the curve radius based on the actual radius of the curve in the track database, through predetermined geometric relationships or lookup tables.

[0104] Finally, this dynamically acquired Wh value, which is precisely matched with the current track conditions, along with the real-time monitored longitudinal force and lateral displacement of the coupler, are substituted into the formula Q = F × Wh / L to calculate a more accurate lateral force Q under the current operating conditions.

[0105] By dynamically acquiring the lateral deflection displacement of the coupler, this embodiment enables the calculation results of the lateral force to more realistically reflect the actual stress situation of the train when passing through complex tracks with different curve radii. This greatly improves the accuracy of lateral force monitoring, thereby enabling more effective assessment and early warning of the risk of lateral instability caused by longitudinal impulses on curved sections, further ensuring the operational safety of heavy-haul freight trains.

[0106] In another embodiment of this application, the step S104 above, which obtains the longitudinal force per unit displacement based on the coupler longitudinal force and the coupler longitudinal displacement, includes:

[0107] Based on the longitudinal force and longitudinal displacement of the coupler, the longitudinal force per unit displacement is obtained using the following formula:

[0108] Fw = F / Wz;

[0109] Where Fw is the longitudinal force per unit displacement, F is the longitudinal force of the coupler, and Wz is the longitudinal displacement of the coupler.

[0110] The main purpose of this calculation step is to determine whether the coupler buffer is functioning properly. The accuracy of this calculation relies on the high-precision time synchronization mechanism in step S101. Since F and Wz are two independent measurements, it is essential to ensure that the F and Wz values ​​used for the calculation are acquired at exactly the same time to accurately reflect their instantaneous relationship. The coupler buffer is a core component that dissipates the longitudinal impulse energy of the train and ensures the smoothness of train operation. A well-performing buffer should have a dynamic stiffness (Fw) that fluctuates within a designed and reasonable range. If the calculated Fw value is significantly larger over a period of time, it may indicate that the buffer is stuck or damaged internally, causing it to become too stiff and lose its normal buffering capacity. If the calculated Fw value is significantly smaller, it may indicate that the buffer performance has severely degraded or failed, becoming too soft and unable to effectively absorb energy.

[0111] Since the monitoring system of this invention is deployed on multiple sections, by calculating and analyzing Fw for each section separately, it is possible to accurately locate which vehicle's buffer has a performance problem, thus providing clear guidance for inspection and replacement, avoiding blind troubleshooting, and improving maintenance efficiency and accuracy.

[0112] Therefore, through the calculation in this embodiment, the directly monitored physical quantities (force and displacement) can be transformed into a performance index that can directly reflect the health status of key components (buffers), which greatly improves the fault diagnosis capability and practical value of the monitoring system.

[0113] In another embodiment of this application, such as Figure 2 As shown, step S106 above, determining whether the longitudinal dynamic performance of the heavy-haul freight train is normal based on the distribution includes:

[0114] Step S201: If at least one of the maximum values ​​of the coupler longitudinal force, the longitudinal vibration acceleration, the lateral component force, and the longitudinal force per unit displacement exceeds the corresponding set threshold, then the longitudinal dynamic performance of the heavy-duty freight train is abnormal.

[0115] In the ground data analysis server, a safety threshold is preset for each key dynamic indicator (longitudinal force F of the coupler, longitudinal vibration acceleration J, lateral force Q, and longitudinal force per unit displacement Fw). These thresholds are determined based on industry standards, experimental data, or expert experience, and represent the limit values ​​that each physical quantity can be allowed to reach.

[0116] The ground data analysis server will iterate through the maximum values ​​of F, J, Q, and Fw obtained in step S105 for each cross-section along the train distribution. If the maximum value of any index in any cross-section exceeds its corresponding preset threshold, the system will immediately determine the longitudinal dynamic performance of the heavy-haul freight train as "abnormal".

[0117] This step aims to capture extreme impact events. Exceeding the limit of a single indicator often means that the instantaneous force is too great or that the performance of the component is seriously damaged, which may directly threaten the safety of train operation (such as causing the coupler to break, cargo to be damaged by impact or the train to derail). Therefore, it needs to be judged with the highest priority and the most stringent standards.

[0118] Step S202: If the maximum values ​​of the longitudinal force of the coupler, the longitudinal vibration acceleration, the lateral component force, and the longitudinal force per unit displacement exhibit a random discrete distribution trend along the length of the train, then the longitudinal dynamic performance of the heavy-duty freight train is abnormal.

[0119] This step is a trend anomaly judgment standard based on data distribution patterns. Even if the absolute values ​​of all indicators do not exceed the limits (i.e., they pass the check in step S201), this step can still discover potential, systemic risks.

[0120] The ground data analysis server sorts the maximum values ​​of each indicator (F, J, Q, Fw) obtained in step S105 according to their physical location (section number) on the train, forming one or more data sequences. Then, statistical or pattern recognition algorithms are used to analyze the distribution characteristics of this data sequence.

[0121] In a well-managed train with balanced performance of all components, longitudinal impulses are smoothly transmitted and absorbed, and the maximum values ​​of each cross-section should exhibit a regular distribution without forming obvious peak clusters at any specific location. If the system detects that these maximum values ​​are not regularly distributed, but are significantly and clusteredly higher in a specific area or several consecutive cross-sections of the train, forming an obvious "bulge" or "peak area," even if these values ​​themselves do not reach the absolute threshold in S201, the system will still classify the train performance as "abnormal." To quantify and judge the aforementioned "bulge" or "peak area," this embodiment can use a peak value and standard deviation detection algorithm to detect abnormal distributions.

[0122] This step aims to identify stress concentrations and systemic problems. Such concentration trends indicate: inappropriate train formation in the area, collective performance degradation of buffers in a section, or driver mishandling in a specific section, causing longitudinal impulses to be amplified rather than absorbed in that area. This is a more insidious but equally dangerous condition than single-point overruns, and identifying this trend helps in preventative maintenance and optimizing handling strategies.

[0123] Step S203: Otherwise, the longitudinal dynamic performance of the heavy-duty freight train is normal.

[0124] The longitudinal dynamic performance of a train is only deemed "normal" when the train data simultaneously meets the following two conditions: the maximum values ​​of all key indicators at all cross-sections do not exceed their respective set safety thresholds (via S201); and the distribution of these maximum values ​​along the train length shows a clear and regular distribution trend (via S202).

[0125] This indicates that under the critical operating condition of the freight car pipe pressure decreasing and then increasing, the longitudinal impulse experienced by the train is within a safe range and is transmitted and absorbed smoothly and evenly throughout the train, and the system as a whole is in good working condition.

[0126] In another embodiment of this application, if the maximum values ​​of the coupler longitudinal force, the longitudinal vibration acceleration, the lateral component force, and the unit displacement longitudinal force along the train length direction exhibit a random discrete distribution trend, then the specific abnormal coupler buffer can be located based on the cross-sectional location where the maximum values ​​of the unit displacement longitudinal force are concentrated.

[0127] In this embodiment, the ground data analysis server first completed the analysis in step S202, which revealed that the maximum values ​​of the four key indicators—longitudinal force F of the coupler, longitudinal vibration acceleration J, lateral force Q, and longitudinal force per unit displacement Fw—are not distributed regularly along the train length. Instead, they form significant "peaks" or "bulges" in specific areas, exhibiting a "random discrete distribution trend." This indicates that the longitudinal impulse of the train has not been effectively absorbed and transmitted in a localized area, posing a systemic risk.

[0128] After confirming the existence of a "random discrete distribution trend," the ground data analysis server will focus specifically on the maximum value distribution of the longitudinal force (Fw) per unit displacement, the most direct indicator of buffer performance. The concentration trend of the longitudinal force F and longitudinal vibration acceleration J indicates abnormal impact or vibration in the area. The concentration trend of the lateral force Q may be related to track conditions or abnormal swaying in the area. However, the abnormal concentration of the longitudinal force Fw per unit displacement most directly points to performance problems of the energy-absorbing buffer components themselves (i.e., the coupler buffer) in that area.

[0129] The surface data analysis server analyzes the distribution sequence of the maximum Fw value along the train length and identifies the specific cross-section location corresponding to the peak region exhibiting a "random discrete distribution". For example, if the maximum Fw value at cross-sections 8, 9, and 10 is significantly higher than at other locations on the train, forming a peak region, then this region consisting of cross-sections 8, 9, and 10 will be identified.

[0130] Next, based on the vehicle formation information and the layout rules of the monitoring sections (usually one section corresponds to the coupler connection between two adjacent vehicles), the system can make very precise positioning. One monitoring section monitors a pair of couplers, which connect two specific cars. If the system finds that the Fw value of section 9 is the highest point in the peak area, then it can be preliminarily determined that at least one of the coupler buffers of the two cars connected to both sides of section 9 has a performance abnormality (such as jamming, damping failure, being too stiff or too soft, etc.).

[0131] In this way, the originally vague conclusion of "abnormal train performance" is concretized into a clear diagnosis of "there is a problem with the buffer between car X and car X+1".

[0132] This specific implementation process fully utilizes the explicit physical meaning of the calculation index Fw = F / Wz. It enables the entire monitoring and evaluation system not only to issue alarms (detect performance anomalies) but also to diagnose (locate faulty components). This significantly improves the efficiency and accuracy of fault diagnosis. Maintenance personnel no longer need to blindly inspect the entire train; they can directly inspect or replace the specific coupler buffer that has been located, thereby effectively ensuring the operational safety of heavy-haul freight trains and reducing maintenance costs.

[0133] In another embodiment of this application, such as Figure 3 As shown, in step S101 above, time synchronization is performed based on the Global Navigation Satellite System time and the Network Time Protocol, and signals from the force sensor, vibration acceleration sensor, and displacement sensor on the coupler are collected, including:

[0134] Step S301: Connect to the Global Navigation Satellite System to obtain a time synchronization signal. If the Global Navigation Satellite System signal is interrupted or unavailable, automatically switch to the Network Time Protocol (NTP) time server to obtain a time synchronization signal.

[0135] In this embodiment, the signal acquisition equipment at each monitoring section is equipped with a built-in GNSS satellite signal receiver (such as a BeiDou satellite signal receiver). Under normal circumstances, the equipment will prioritize obtaining high-precision and authoritative time synchronization signals by connecting to GNSS (Global Navigation Satellite System). Considering that heavy-haul freight trains may pass through tunnels, canyons, or areas with severe signal obstruction during operation, causing temporary interruptions or unavailability of GNSS signals, this embodiment designs an automatic switching mechanism to ensure uninterrupted time synchronization. When the equipment detects a loss of GNSS signal, it will immediately connect automatically to an NTP (Network Time Protocol) time server on the Internet through its built-in 4G / 5G mobile communication module to obtain network time as a backup time synchronization signal.

[0136] The signal acquisition equipment itself also has a built-in battery and clock to keep its own time running. Regardless of whether a valid time synchronization signal is obtained from GNSS or NTP, the equipment will use this authoritative time to correct its internal clock, ensuring that its deviation is always kept within a very small range (as mentioned in the technical disclosure, the corrected time deviation is less than 10ms).

[0137] Step S302: When the signals from the force sensor, vibration acceleration sensor and displacement sensor are acquired, a corresponding timestamp is generated based on the time synchronization signal.

[0138] The force sensor (strain gauge), longitudinal vibration acceleration sensor, and longitudinal / lateral displacement sensor installed on the coupler continuously convert the measured physical changes into voltage signals.

[0139] Every time the signal acquisition device acquires these voltage signals, it immediately reads the high-precision time inside the device after calibration in step S301, and appends this time information as a timestamp to the acquired data at that moment.

[0140] Because all the data acquisition devices on the train follow the same time synchronization mechanism (GNSS first, NTP second), their internal clocks are highly consistent. Therefore, when they timestamp their respective collected data, precise alignment and synchronization of all monitoring data across the entire train are achieved in the time dimension. Even data collected from two sections thousands of meters apart in the same millisecond will be timestamped with the same (or very small) timestamp.

[0141] By employing this "GNSS+NTP" primary / backup redundancy time synchronization mechanism and precisely timestamping each frame of data, this embodiment solves the challenge of synchronous data acquisition from multiple points in long formations of heavy-haul freight trains under wireless connectivity. It ensures that when the ground data analysis server performs subsequent correlation analyses (such as calculating the longitudinal force per unit displacement Fw=F / Wz), the different physical quantities (e.g., F and Wz) used are measured at exactly the same time, thus guaranteeing the accuracy and reliability of all subsequent evaluation and diagnostic results.

[0142] In another embodiment of this application, the method further includes: when switching from a global navigation satellite system to a network time protocol, recording the time difference at the switching time, and compensating subsequent network time protocol timestamps based on the time difference to ensure the continuity and accuracy of the timestamps.

[0143] Under normal circumstances, the signal acquisition equipment continuously receives GNSS signals and uses them as a reference to synchronize its internal clock. Assume that at time T0, the GNSS signal is interrupted. At time T0, the equipment records the last valid GNSS timestamp T_gnss. The equipment immediately switches to NTP to obtain the time. The first NTP time it obtains is T_ntp. The system calculates and records a time difference ΔT = T_gnss - T_ntp. This difference is theoretically very small, but it reflects the slight deviation between the two time systems at the moment of switching.

[0144] For a period of time thereafter, as long as the device continues to use NTP as its time source, it will not only use the original NTP time when timestamping the collected data. The new timestamp T_compensated will be calculated using the formula T_compensated = T_ntp_current + ΔT, where T_ntp_current is the time currently obtained from the NTP server.

[0145] Once the device detects a stable and valid GNSS signal again, it switches back to using GNSS as the time reference and stops using the aforementioned compensation algorithm. This compensation mechanism aims to eliminate the step time jumps that may be introduced when switching from a high-precision time source (GNSS) to a secondary-precision time source (NTP), no matter how small the jump. In this way, it ensures that the recorded timestamp sequence maintains maximum continuity and monotonicity throughout the entire monitoring period, even if a source switch occurs, providing a more ideal time reference for high-precision data correlation analysis in the backend.

[0146] like Figure 4 The diagram shown is a structural schematic of a longitudinal dynamic performance monitoring device for heavy-duty freight trains provided in an embodiment of this application. The device includes:

[0147] The synchronous acquisition module 410 is used for time synchronization based on the Global Navigation Satellite System time and the Network Time Protocol, and to acquire signals from the force sensor, vibration acceleration and displacement sensor on the coupler.

[0148] The parameter acquisition module 420 is used to obtain data on the longitudinal force, longitudinal vibration acceleration, longitudinal displacement, and lateral displacement of the coupler of a heavy-duty freight train across multiple sections based on the signals from the force sensor, vibration acceleration, and displacement sensor.

[0149] The lateral force acquisition module 430 is used to obtain the lateral force based on the longitudinal force of the coupler, the lateral displacement of the coupler, and the deflection radius of the coupler.

[0150] The unit displacement longitudinal force acquisition module 440 obtains the unit displacement longitudinal force based on the coupler longitudinal force and the coupler longitudinal displacement.

[0151] The parameter distribution analysis module 450 is used to analyze the distribution of the longitudinal force of the coupler, the longitudinal vibration acceleration, the lateral component force, and the maximum value of the longitudinal force per unit displacement at each cross-section during the time period from decompression to recovery of the truck pipe pressure, by utilizing time synchronization.

[0152] The anomaly determination module 460 is used to determine whether the longitudinal dynamic performance of the heavy-load freight train is normal based on the distribution.

[0153] As one embodiment of the application, the aforementioned lateral force acquisition module 430 is specifically used for:

[0154] Based on the longitudinal force of the coupler, the lateral displacement of the coupler, and the deflection radius of the coupler, the lateral component force is obtained using the following formula:

[0155] Q = F × Wh / L;

[0156] Where Q is the lateral force component, F is the longitudinal force of the coupler, Wh is the lateral displacement of the coupler, and L is the deflection radius of the coupler.

[0157] As an embodiment of the application, the above-mentioned device further includes: a module for obtaining the theoretical value of the lateral displacement of the coupler, used to dynamically obtain the theoretical value of the lateral displacement of the coupler based on the curve radius data of the current running line of the train.

[0158] As an embodiment of the application, the above-mentioned unit displacement longitudinal force acquisition module 440 is specifically used for:

[0159] Based on the longitudinal force and longitudinal displacement of the coupler, the longitudinal force per unit displacement is obtained using the following formula:

[0160] Fw = F / Wz;

[0161] Where Fw is the longitudinal force per unit displacement, F is the longitudinal force of the coupler, and Wz is the longitudinal displacement of the coupler.

[0162] As one embodiment of the application, the above-mentioned anomaly determination module 460 is specifically used for:

[0163] If at least one of the maximum values ​​of the coupler longitudinal force, the longitudinal vibration acceleration, the lateral component force, and the longitudinal force per unit displacement exceeds the corresponding set threshold, then the longitudinal dynamic performance of the heavy-duty freight train is abnormal.

[0164] If the maximum values ​​of the longitudinal force of the coupler, the longitudinal vibration acceleration, the lateral component force, and the longitudinal force per unit displacement exhibit a random discrete distribution trend along the train length, then the longitudinal dynamic performance of the heavy-haul freight train is abnormal.

[0165] Otherwise, the longitudinal dynamic performance of the heavy-duty freight train is normal.

[0166] As an embodiment of the application, if the maximum values ​​of the coupler longitudinal force, the longitudinal vibration acceleration, the lateral component force, and the unit displacement longitudinal force along the train length direction exhibit a random discrete distribution trend, then the above-mentioned anomaly determination module 460 further locates the specific abnormal coupler buffer based on the cross-sectional position of the maximum value of the unit displacement longitudinal force.

[0167] As one embodiment of the application, the above-mentioned synchronous acquisition module 410 is specifically used for:

[0168] It connects to the Global Navigation Satellite System to obtain time synchronization signals. If the Global Navigation Satellite System signal is interrupted or unavailable, it automatically switches to a time server of the Network Time Protocol to obtain time synchronization signals.

[0169] When signals from the force sensor, vibration acceleration sensor, and displacement sensor are acquired, a corresponding timestamp is generated based on the time synchronization signal.

[0170] As one embodiment of the application, the above-mentioned apparatus further includes:

[0171] The time compensation module is used to record the time difference when switching from the Global Navigation Satellite System to the Network Time Protocol, and to compensate the subsequent Network Time Protocol timestamps based on the time difference to ensure the continuity and accuracy of the timestamps.

[0172] As can be seen from the above technical solution, the longitudinal dynamic performance monitoring device for heavy-haul freight trains provided in this application solves the problem of inconsistent time references caused by the excessive length of the train and the lack of physical cable connections by combining Global Navigation Satellite System (GNSS) time and Network Time Protocol (NTP). This makes it possible to perform precise time alignment and correlation analysis on the coupler force, acceleration, displacement, and other data of the entire train at a ground data center, thereby accurately grasping the transmission and distribution patterns of longitudinal impulses throughout the entire train. This application not only directly monitors the longitudinal force and longitudinal vibration acceleration of the coupler, but also calculates the lateral component force and longitudinal force per unit displacement by synchronously acquiring the lateral and longitudinal displacements of the coupler. Through the comprehensive analysis of these multi-dimensional data, the train performance can be evaluated more comprehensively and in-depth.

[0173] This application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the above-described method.

[0174] This application also provides a computer-readable storage medium storing a computer program that performs the above-described methods.

[0175] This application also provides a computer program product, including a computer program / instructions, which, when executed by a processor, implement the steps of the above-described method.

[0176] like Figure 5 The electronic device 600 may also include: a communication module 110, an input unit 120, an audio processor 130, a display 160, and a power supply 170. It is worth noting that the electronic device 600 does not necessarily need to include these components. Figure 5 All components shown; in addition, electronic device 600 may also include Figure 5 The components shown can be referenced in the prior art.

[0177] like Figure 5 The central processing unit 100, sometimes also referred to as a controller or operating control, may include a microprocessor or other processor device and / or logic device. The central processing unit 100 receives inputs and controls the operation of various components of the electronic device 600.

[0178] The memory 140 may be, for example, one or more of a cache, flash memory, hard drive, removable media, volatile memory, non-volatile memory, or other suitable devices. It may store the aforementioned failure-related information, and also store a program for executing that information. The central processing unit 100 may execute the program stored in the memory 140 to perform information storage or processing, etc.

[0179] Input unit 120 provides input to central processing unit 100. Input unit 120 may be, for example, a keypad or touch input device. Power supply 170 provides power to electronic device 600. Display 160 displays images and text. Display may be, for example, an LCD display, but is not limited thereto.

[0180] The memory 140 can be a solid-state memory, such as a read-only memory (ROM), random access memory (RAM), a SIM card, etc. It can also be a memory that retains information even when power is off, can be selectively erased, and contains more data; examples of this type of memory are sometimes referred to as EPROMs. The memory 140 can also be some other type of device. The memory 140 includes a buffer memory 141 (sometimes referred to as a buffer). The memory 140 may include an application / function storage unit 142 for storing application and function programs or processes for executing the operation of the electronic device 600 via the central processing unit 100.

[0181] The memory 140 may also include a data storage unit 143 for storing data, such as contacts, digital data, pictures, sounds, and / or any other data used by the electronic device. The driver storage unit 144 of the memory 140 may include various drivers for the electronic device for communication functions and / or for performing other functions of the electronic device (such as messaging applications, address book applications, etc.).

[0182] The communication module 110 is a transmitter / receiver that sends and receives signals via the antenna 111. The communication module (transmitter / receiver) is coupled to the central processing unit 100 to provide input signals and receive output signals, which can be the same as in a conventional mobile communication terminal.

[0183] Based on different communication technologies, multiple communication modules 110 can be configured in the same electronic device, such as cellular network modules, Bluetooth modules, and / or wireless LAN modules. The communication modules (transmitters / receivers) are also coupled to a speaker 131 and a microphone 132 via an audio processor 130 to provide audio output via the speaker 131 and receive audio input from the microphone 132, thereby enabling typical telecommunications functions. The audio processor 130 may include any suitable buffer, decoder, amplifier, etc. Additionally, the audio processor 130 is coupled to a central processing unit 100, enabling on-device recording via the microphone 132 and on-device playback of stored audio via the speaker 131.

[0184] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0185] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0186] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0187] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0188] This application uses specific embodiments to illustrate the principles and implementation methods of this application. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

[0189] As can be seen from the above technical solution, the safety monitoring method for the longitudinal dynamic performance of heavy-haul freight trains provided in this application overcomes the limitations of independent analysis of single sensor data in existing technologies. By integrating multi-source heterogeneous data such as coupler longitudinal force, longitudinal vibration acceleration, coupler lateral displacement, and longitudinal displacement, it can more accurately reflect the overall operating status of the longitudinal dynamic performance of heavy-haul freight trains, reducing misjudgments or omissions. It achieves dynamic adjustment of safety thresholds, improving the accuracy and reliability of safety monitoring. Furthermore, this application enhances the capabilities of current status analysis and trend analysis, providing decision support for safety management.

Claims

1. A method for monitoring the longitudinal dynamic performance of heavy-haul freight trains, characterized in that, The method includes: Time synchronization is performed based on the Global Navigation Satellite System time and network time protocol, and signals from force sensors, vibration acceleration and displacement sensors on the coupler are collected. Based on the signals from the force sensor, vibration acceleration and displacement sensor, data on the longitudinal force, longitudinal vibration acceleration, longitudinal displacement and lateral displacement of the coupler of the heavy-duty freight train at multiple cross sections are obtained. The lateral component force is obtained based on the longitudinal force of the coupler, the lateral displacement of the coupler, and the deflection radius of the coupler; Based on the longitudinal force of the coupler and the longitudinal displacement of the coupler, the longitudinal force per unit displacement is obtained; By utilizing time synchronization, the distribution of the longitudinal force of the coupler, the longitudinal vibration acceleration, the lateral component force, and the maximum value of the longitudinal force per unit displacement at each cross section during the time period from decompression to recovery of the truck pipe pressure is analyzed. Based on the distribution, determine whether the longitudinal dynamic performance of the heavy-duty freight train is normal.

2. The method for monitoring the longitudinal dynamic performance of heavy-haul freight trains as described in claim 1, characterized in that, The lateral component force obtained based on the longitudinal force of the coupler, the lateral displacement of the coupler, and the deflection radius of the coupler includes: Based on the longitudinal force of the coupler, the lateral displacement of the coupler, and the deflection radius of the coupler, the lateral component force is obtained using the following formula: Q = F × Wh / L; Where Q is the lateral force component, F is the longitudinal force of the coupler, Wh is the lateral displacement of the coupler, and L is the deflection radius of the coupler.

3. The method for monitoring the longitudinal dynamic performance of heavy-haul freight trains as described in claim 2, characterized in that, The method also includes: dynamically obtaining the theoretical value of the lateral displacement of the coupler based on the curve radius data of the current train running line.

4. The method for monitoring the longitudinal dynamic performance of heavy-haul freight trains as described in claim 1, characterized in that, The process of obtaining the longitudinal force per unit displacement based on the coupler longitudinal force and the coupler longitudinal displacement includes: Based on the longitudinal force and longitudinal displacement of the coupler, the longitudinal force per unit displacement is obtained using the following formula: Fw = F / Wz; Where Fw is the longitudinal force per unit displacement, F is the longitudinal force of the coupler, and Wz is the longitudinal displacement of the coupler.

5. The method for monitoring the longitudinal dynamic performance of heavy-haul freight trains as described in claim 1, characterized in that, The step of determining whether the longitudinal dynamic performance of the heavy-haul freight train is normal based on the distribution includes: If at least one of the maximum values ​​of the coupler longitudinal force, the longitudinal vibration acceleration, the lateral component force, and the longitudinal force per unit displacement exceeds the corresponding set threshold, then the longitudinal dynamic performance of the heavy-duty freight train is abnormal. If the maximum values ​​of the longitudinal force of the coupler, the longitudinal vibration acceleration, the lateral component force, and the longitudinal force per unit displacement exhibit a random discrete distribution trend along the train length, then the longitudinal dynamic performance of the heavy-haul freight train is abnormal. Otherwise, the longitudinal dynamic performance of the heavy-duty freight train is normal.

6. The method for monitoring the longitudinal dynamic performance of heavy-haul freight trains as described in claim 5, characterized in that, If the maximum values ​​of the coupler longitudinal force, the longitudinal vibration acceleration, the lateral component force, and the unit displacement longitudinal force along the train length direction exhibit a random discrete distribution trend, then the specific abnormal coupler buffer can be located based on the cross-sectional location where the maximum value of the unit displacement longitudinal force occurs most densely.

7. The method for monitoring the longitudinal dynamic performance of heavy-haul freight trains as described in claim 1, characterized in that, The time synchronization based on the Global Navigation Satellite System time and Network Time Protocol, and the acquisition of signals from force sensors, vibration acceleration sensors, and displacement sensors on the coupler, include: It connects to the Global Navigation Satellite System to obtain time synchronization signals. If the Global Navigation Satellite System signal is interrupted or unavailable, it automatically switches to a time server of the Network Time Protocol to obtain time synchronization signals. When signals from the force sensor, vibration acceleration sensor, and displacement sensor are acquired, a corresponding timestamp is generated based on the time synchronization signal.

8. The method for monitoring the longitudinal dynamic performance of heavy-haul freight trains as described in claim 7, characterized in that, The method further includes: When switching from the Global Navigation Satellite System to the Network Time Protocol (NTP), the time difference at the switching moment is recorded, and subsequent NTP timestamps are compensated based on the time difference to ensure the continuity and accuracy of the timestamps.

9. A device for monitoring the longitudinal dynamic performance of heavy-haul freight trains, characterized in that, The device includes: The synchronous acquisition module is used to synchronize time based on the Global Navigation Satellite System time and the Network Time Protocol, and to acquire signals from the force sensor, vibration acceleration and displacement sensor on the coupler. The parameter acquisition module is used to obtain data on the longitudinal force, longitudinal vibration acceleration, longitudinal displacement, and lateral displacement of the coupler of a heavy-duty freight train at multiple cross sections based on the signals from the force sensor, vibration acceleration, and displacement sensor. The lateral force acquisition module is used to obtain the lateral force based on the longitudinal force of the coupler, the lateral displacement of the coupler, and the deflection radius of the coupler; The unit displacement longitudinal force acquisition module obtains the unit displacement longitudinal force based on the coupler longitudinal force and the coupler longitudinal displacement; The parameter distribution analysis module is used to analyze the distribution of the longitudinal force of the coupler, the longitudinal vibration acceleration, the lateral component force, and the maximum value of the longitudinal force per unit displacement at each cross-section during the time period from decompression to recovery of the truck pipe pressure, by utilizing time synchronization. An anomaly detection module is used to determine whether the longitudinal dynamic performance of the heavy-load freight train is normal based on the distribution.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 8.

11. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 8.

12. A computer program product comprising a computer program / instructions, characterized in that, When the computer program / instructions are executed by the processor, they implement the steps of the method according to any one of claims 1 to 8.

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