A method and device for detecting the crowding degree distribution in a subway car based on the braking process

Abstract

The present invention relates to the field of rail transit, and particularly to a method and device for detecting the crowding degree distribution of subway carriages based on the braking process. The distribution detection method includes obtaining the current train operation state parameters, calculating the equivalent braking force generated by each generator; obtaining the pulling / pressing force values between each carriage during the constant deceleration electric braking process when the train enters the station, and combining the obtained equivalent braking force and the current braking deceleration of the train to calculate the total weight of each carriage; calculating the number of people in each carriage according to the total weight of each carriage obtained; and obtaining the crowding degree distribution of the subway carriage according to the number of people in each carriage. The present invention provides a new idea for detecting the crowding degree distribution of subway carriages and provides a basis for rail transit management.

Description

Technical Field

[0001] The present invention relates to the field of rail transit, and in particular, to a method and device for detecting the crowding degree distribution of subway carriages based on the braking process. Background Art

[0002] As the main artery of urban public transportation, the subway can effectively relieve the road traffic pressure with its characteristics of high operation efficiency, wide distribution range, large carrying capacity, etc., and has become the first choice for urban travel. However, in the actual operation process, since most passengers choose to board the train nearby or are unable to know the crowding degree distribution of each carriage of the train to make a reasonable carriage selection, there are situations where some carriages of the subway are severely crowded while there are still empty seats in individual carriages. At this time, the passenger capacity distribution of the subway carriage is uneven. On the one hand, this will seriously reduce the utilization rate of the carriage area and cannot fully utilize the carrying capacity of the subway; on the other hand, the uneven passenger capacity distribution will cause the train to be unevenly loaded, thus affecting the service life of the train and endangering the driving safety of the train. Summary of the Invention

[0003] To solve the above problems, the purpose of the present invention is to provide a method and device for detecting the crowding degree distribution of subway carriages based on the braking process.

[0004] The purpose of the present invention is achieved by the following technical solutions:

[0005] A method for detecting the crowding degree distribution of subway carriages based on the braking process includes the following steps:

[0006] Step 1, obtain the current train operation state parameters, including the current braking deceleration, the power generation power of each generator, and the current train running speed during the constant deceleration electric braking process when the train enters the station, so as to calculate the equivalent braking force generated by each generator;

[0007] Step 2, obtain the pulling / pressing force values between each carriage during the constant deceleration electric braking process when the train enters the station, and combine the equivalent braking force obtained in Step 1 and the current braking deceleration of the train to calculate the total weight of each carriage;

[0008] Step 3, calculate the number of people in each carriage according to the total weight of each carriage obtained in Step 2;

[0009] Step 4, obtain the crowding degree distribution of the subway carriage according to the number of people in each carriage in Step 3.

[0010] Further, in Step 1, the calculation method of the equivalent braking force F generated by each generator B is as follows:

[0011]

[0012] where P represents the total power generation power of each generator, ab a is the current braking deceleration of the train, v is the current running speed of the train, g is the acceleration due to gravity, f is the average resistance coefficient of the train operation, Q represents the total number of carriages, and X represents the number of trailer carriages.

[0013] Further, in step 2, the total weight M of each carriage i The calculation method is as follows:

[0014]

[0015] Among them, Q represents the total number of carriages, and M i (i = 1, 2, 3, 4,..., Q) represents the total weight of the i-th carriage. The first carriage and the Q-th carriage are trailers with cabs, and there is no hinge between the cab and the passenger area; M 1j , M Qj respectively represent the self-weights of the cab areas of the first carriage and the Q-th carriage; F i,i+1 represents the tension / compression value measured by the tension / compression sensor at the hinge between the i-th carriage and the (i + 1)-th carriage; F B is the equivalent braking force of each generator; a b is the current braking deceleration of the train, specifically the ratio of the speed change amount to the time taken for this change. The deceleration is negative; v is the current running speed of the train, g is the acceleration due to gravity, and f is the average resistance coefficient of the train operation.

[0016] Further, in step 3, the calculation method of the number of people in each carriage is as follows:

[0017]

[0018] Among them, M i (i = 1, 2, 3, 4,..., Q) represents the total weight of the i-th carriage, and m i (i = 1, 2, 3, 4,..., Q) represents the self-weight of the i-th carriage, and m h represents the average weight of a person, and n i (i = 1, 2, 3, 4,..., Q) represents the number of people in the i-th carriage, and Q represents the total number of carriages.

[0019] Further, in step 4, the crowding degree distribution of subway carriages is divided into five levels, namely empty load, with vacancies, full occupancy, relatively crowded, moderately crowded, and severely crowded; the division method is as follows:

[0020]

[0021] Among them, n i (i = 1, 2, 3, 4,..., Q) represents the number of people in the i-th carriage, and N i(i = 1, 2, 3, 4, ..., Q) represents the number of seats in the i-th carriage, and Q represents the total number of carriages.

[0022] The present invention also relates to a subway carriage crowding degree distribution detection device based on the braking process. The device includes: a train monitoring information reading device, a tensile / compressive force sensor, and a single-chip microcomputer data processing unit;

[0023] The train monitoring information reading device is installed in the cab and is used to read the train monitoring record device to obtain train operation state parameters, including the previous braking deceleration, the power generation power of the generator, and the current running speed of the train, as the calculation basis for detecting the crowding degree distribution of each subway carriage;

[0024] The tensile / compressive force sensor is installed at the hinge of each carriage, and the detected tensile / compressive force value reflects the relationship between the total weights of the front and rear parts of the train at the hinge;

[0025] The single-chip microcomputer data processing unit is used to receive the train operation state parameters and the tensile / compressive force value, and calculate the crowding degree of each subway carriage based on this, and classify the crowding degree into grades.

[0026] The beneficial effects of the present invention are:

[0027] The subway carriage crowding degree distribution detection method of the present invention detects the tensile / compressive force at the hinge of each carriage through the tensile / compressive force sensor, and at the same time, based on the train operation state parameters, completes the detection of the passenger capacity of each subway carriage, and classifies the crowding degree according to certain standards, realizing the detection of the crowding degree distribution of the subway carriage. The present invention provides a new idea for the detection of the crowding degree distribution of subway carriages, provides data support for rail transit management and passengers to select reasonable waiting points, and can ensure the efficient operation of the rail transit system at the same time. Brief Description of the Drawings

[0028] Figure 1 It is a schematic diagram of the installation position of the subway carriage crowding degree distribution detection device of the present invention on the subway train;

[0029] Figure 2 It is a schematic diagram of the process for detecting the crowding degree distribution based on the subway carriage crowding degree distribution detection device;

[0030] Among them, 1 - train monitoring information reading device, 2 - single-chip microcomputer data processing unit, 3 - tensile / compressive force sensor, 4 - trailer carriage, 5 - motor carriage. Detailed Embodiments

[0031] In order to make the purpose, technical solutions and advantages of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0032] A method for detecting the crowding degree distribution of subway carriages based on the braking process, comprising the following steps:

[0033] Step 1, obtain the current train operation state parameters, including the current braking deceleration, the power generation of each generator, and the current running speed of the train during the constant deceleration electric braking process when the train enters the station, so as to calculate the equivalent braking force generated by each generator.

[0034] The calculation method of the equivalent braking force F B generated by each generator is as follows:

[0035]

[0036] where P represents the total power generation of each generator, a b is the current braking deceleration of the train, v is the current running speed of the train, g is the acceleration due to gravity, f is the average resistance coefficient of the train operation, Q represents the total number of carriages, and X represents the number of trailer carriages.

[0037] Step 2, obtain the tension / compression values between each carriage during the constant deceleration electric braking process when the train enters the station, and combine the equivalent braking force and the current braking deceleration of the train obtained in Step 1 to calculate the total weight of each carriage.

[0038] The calculation method of the total weight M i of each carriage is as follows:

[0039]

[0040] where Q represents the total number of carriages, M i (i = 1, 2, 3, 4,..., Q) represents the total weight of the i-th carriage, where the first carriage and the Q-th carriage are trailers with cabs, and there is no hinge between the cab and the passenger area; M 1j , M Qj respectively represent the self-weights of the driving areas of the first carriage and the Q-th carriage; F i,i+1 represents the tension / compression value measured by the tension / compression sensor at the hinge between the i-th carriage and the i + 1-th carriage; F B is the equivalent braking force of each generator; a b is the current braking deceleration of the train, v is the current running speed of the train, g is the acceleration due to gravity, and f is the average resistance coefficient of the train operation.

[0041] Step 3, calculate the number of people in each carriage according to the total weight of each carriage obtained in Step 2.

[0042] The calculation method of the number of people in each carriage is as follows:

[0043]

[0044] Among them, M i (i = 1, 2, 3, 4,..., Q) represents the total weight of the i-th carriage, m i (i = 1, 2, 3, 4,..., Q) represents the self-weight of the i-th carriage, m h represents the average weight of people, n i (i = 1, 2, 3, 4,..., Q) represents the number of people in the i-th carriage, and Q represents the total number of carriages.

[0045] Step 4: Obtain the subway carriage crowding degree distribution based on the number of people in each carriage in Step 3.

[0046] The subway carriage crowding degree distribution is divided into five levels, namely empty load, with vacant seats, full seats, relatively crowded, moderately crowded, and severely crowded; the classification method is as follows:

[0047]

[0048] Among them, n i (i = 1, 2, 3, 4,..., Q) represents the number of people in the i-th carriage, N i (i = 1, 2, 3, 4,..., Q) represents the number of seats in the i-th carriage, and Q represents the total number of carriages.

[0049] According to the above classification criteria, the subway carriage crowding degree distribution can be visually displayed.

[0050] The present invention also provides a subway carriage crowding degree distribution detection device based on the braking process. The device includes: a train monitoring information reading device, a tensile / compressive force sensor, and a single-chip microcomputer data processing unit;

[0051] The train monitoring information reading device is installed in the cab and is used to read the train monitoring record device to obtain train operation state parameters, including the previous braking deceleration, generator power generation, and current train running speed, as the calculation basis for detecting the subway carriage crowding degree distribution. The train monitoring information reading device is similar to the "black box" on an airplane, collecting relevant parameters and data through the train monitoring record device, and then reading the train operation state-related parameters and data through the train monitoring information reading device.

[0052] The tensile / compressive force sensor is installed at the hinge of each carriage, and the detected tensile / compressive force value reflects the relationship between the total weights of the front and rear parts of the train at the hinge.

[0053] The single-chip microcomputer data processing unit is used to receive the train operation state parameters and the tensile / compressive force value, calculate the subway carriage crowding degree accordingly, and classify the crowding degree.

[0054] Embodiment 1

[0055] Taking a four - car - towed two - car subway as an example, as Figure 1 shown, that is, the subway train has a total of 6 carriages, including 4 powered carriages and 2 trailer carriages. At the same time, in combination with Figure 1 and Figure 2 , the present invention will be further elaborated.

[0056] Step 1: Obtain the current train operation state parameters and determine the equivalent braking force F generated by each generator B . Obtain the braking deceleration, power generation power, and current train operation speed during the constant - deceleration electric braking process when the train enters the station through the train monitoring information reading device installed in the cab, and input them into the single - chip microcomputer data processing unit, thereby determining the equivalent braking force F generated by each generator B :

[0057]

[0058] where P represents the total power generation power during the train electric braking process, a b is the current train braking deceleration, v is the current train operation speed, and f is the average resistance coefficient of the train operation, which is usually calculated according to the empirical formula provided by the train manufacturer.

[0059] Step 2: Obtain the total weight of each carriage of the current train. According to the tension and compression sensors installed at the mid - point of the articulation of the subway carriages, the tension / compression values between the carriages during the constant - deceleration electric braking process when the train enters the station can be obtained. Input this value into the single - chip microcomputer data processing unit, and in combination with the equivalent braking force F B obtained in Step 1 and the current train braking deceleration a b , the total weight M of each subway carriage can be calculated i :

[0060]

[0061] where M i (i = 1, 2, 3, 4, 5, 6) represents Figure 1 the total weight of each of the six carriages of the four - powered - two - towed subway in 1j , where in particular, the first carriage and the sixth carriage are trailers with cabs, and there is no articulation between the cab area and the passenger area, which is separated by a partition; M 6j , M i,i+1 respectively represent the self - weights of the cab areas of the first carriage and the sixth carriage, which are relatively fixed and have been determined during the subway manufacturing process; F i,i+1

[0062] Step 3: Determine the number of people in each subway car. Utilize the total weight of each car of the train obtained through the operation of the microcontroller data processing unit during the constant deceleration electric braking process when the train enters the station in Step 2, and combine various parameters in the subway operation manual, including: the self-weight m of each car i , the number of seats N in each car i , etc., and then determine the number of people in each subway car:

[0063]

[0064] where m i (i = 1, 2, 3, 4, 5, 6) represents the self-weight of each car, which has been determined during the subway manufacturing process and is regarded as known; m h represents the average weight of a person, taking 60 kg; n i (i = 1, 2, 3, 4, 5, 6) represents the number of people in each subway car.

[0065] Step 4: Display the crowding degree distribution of subway cars. According to the number of people in each subway car obtained in Step 3, divide the crowding degree of each subway car into five levels, namely empty load, with empty seats, full seats, relatively crowded, moderately crowded, and severely crowded, and complete the detection of the crowding degree distribution of subway cars. The classification criteria are as follows:

[0066]

[0067] The method for detecting the crowding degree distribution of subway cars based on the braking process provided by the present invention first detects the operating state parameters of the train, including state parameters such as the current braking deceleration, power generation, and current operating speed during the train braking process. These state parameters can be read from the built-in monitoring record device of the train through the train monitoring information reading device, so as to obtain the required deceleration, power generation, and operating speed. Secondly, according to the tension / compression sensors installed at the joints of each subway car, detect the tension / compression values at the joints of each car, and comprehensively consider the train operating state parameters to complete the detection of the passenger capacity of each subway car, and divide the crowding degree levels according to certain standards to achieve the detection of the crowding degree distribution of subway cars. Thereby providing data support for passengers to select reasonable waiting points and ensuring the efficient operation of the rail transit system.

[0068] The above are only the preferred embodiments of the present invention and are not used to limit the present invention. For those skilled in the art, the present invention can have various changes and modifications. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A method for detecting the distribution of subway car crowding degree based on the braking process, characterized in that The steps include the following: Step 1: Obtain the current train operation state parameters, including the current braking deceleration during the constant deceleration electric braking process when the train enters the station, the power generation of each generator, and the current running speed of the train, so as to calculate the equivalent braking force generated by each generator; The equivalent braking force generated by each generator is calculated as follows: Among them, represents the total power generation of each generator, is the current braking deceleration of the train, is the current running speed of the train, is the acceleration due to gravity, is the average resistance coefficient of the train operation, Q represents the total number of carriages, X represents the number of trailer carriages; Step 2: Obtain the tension / compression values between each carriage during the constant deceleration electric braking process when the train enters the station, and combine the equivalent braking force and the current braking deceleration of the train obtained in Step 1 to calculate the total weight of each carriage; Total weight of each carriage The calculation method is as follows: Among them, Q represents the total number of carriages, represents the total weight of the th carriage. The first carriage and the Q th carriage are trailers with cabs, and there is no hinge between the cab and the passenger area; , respectively represent the self-weights of the driving areas of the first carriage and the Q th carriage; represents the tension / compression value measured by the tension / compression sensor at the hinge between the th carriage and the th carriage; is the equivalent braking force of each generator; is the current braking deceleration of the train, is the current running speed of the train, is the acceleration due to gravity, is the average resistance coefficient of the train operation; Step 3: Calculate the number of people in each carriage according to the total weight of each carriage obtained in Step 2; Step 4: Obtain the crowding degree distribution of the subway carriages according to the number of people in each carriage in Step 3.

2. The subway car crowding degree distribution detection method based on the braking process according to claim 1, wherein, In Step 3, the calculation method of the number of people in each carriage is as follows: Among them, represents the total weight of the th carriage, represents the self-weight of the th carriage, represents the average weight of a person, represents the number of people in the th carriage, Q represents the total number of carriages.

3. A method for detecting the crowding degree distribution of subway carriages based on the braking process according to claim 1, characterized in that, In Step 4, the crowding degree distribution of the subway carriages is divided into five levels, namely empty load, with vacancies, full occupancy, relatively crowded, moderately crowded, and severely crowded; the classification method is as follows: Among them, represents the number of passengers in the th carriage, represents the number of seats in the th carriage, Q represents the total number of carriages.

4. A subway car crowding degree distribution detection device based on the subway car crowding degree distribution detection method according to claim 1 during the braking process, characterized in that, The device includes: a train monitoring information reading device, a tension / compression sensor, and a single-chip microcomputer data processing unit; The train monitoring information reading device is installed in the cab and is used to read the train monitoring record device to obtain the train operation state parameters, including the previous braking deceleration, the power generation of the generator, and the current running speed of the train, as the calculation basis for detecting the crowding degree distribution of each subway carriage; The tension / compression sensor is installed at the hinge of each carriage, and the detected tension / compression value reflects the relationship between the total weights of the front and rear parts of the train at the hinge; The single-chip microcomputer data processing unit is used to receive the train operation state parameters and the tension / compression value, calculate the crowding degree of each subway carriage accordingly, and classify the crowding degree.

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