Train derailment monitoring method and system

Abstract

The present invention provides a train derailment monitoring method, comprising the following steps: S1. Real-time acquisition of the axle box impact value and the axle box vibration value of the train to be tested; S2. According to the axle box impact value, judging whether the train to be tested meets the first preset condition; S3. If the train to be tested meets the first preset condition, judging whether the train to be tested meets the second preset condition according to the axle box vibration value; S4. If the train to be tested meets the second preset condition, outputting the derailment information of the train to be tested. The method and system can effectively avoid the train derailment misjudgment caused by the single feature abnormality detected by the traditional detection method, and improve the accuracy of train derailment identification.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to a train derailment monitoring method and system. Background Art

[0002] If the wheels of a train continue to run at the original speed after derailment, the continuous impact on the vehicle will further increase the damage to the vehicle components. If the monitoring system outputs a derailment alarm message after derailment, prompting the driver or the vehicle operation system to take braking and deceleration measures, the damage to the vehicle components caused by derailment can be effectively reduced.

[0003] At present, the main problem in the field of train derailment monitoring is the accuracy of identifying wheel derailment. Traditional methods mainly use displacement sensors or images to identify whether the wheels are deviating from the rails. However, the environment in which trains operate is relatively complex, involving factors such as train speed and rail conditions. Traditional methods cannot accurately identify the characteristics of wheel derailment due to complex signal components or on-site environmental reasons.

[0004] Therefore, it is an urgent problem to be solved by those skilled in the art to provide a train derailment monitoring method and system that can perform a joint diagnosis on whether a train is derailed based on the basic data of the train, thereby avoiding the misidentification of the train derailment due to a single feature abnormality, and can effectively improve the accuracy of identifying whether the train is derailed. Summary of the invention

[0005] The object of the present invention is to provide a train derailment monitoring method and system, which has clear logic, is safe, effective, reliable and easy to operate, can effectively avoid the adverse consequences caused by misjudging train derailment due to abnormal single features detected by traditional detection methods, and can further improve the accuracy of train derailment identification.

[0006] Based on the above objectives, the technical solution provided by the present invention is as follows:

[0007] A train derailment monitoring method comprises the following steps:

[0008] Obtain the axle box impact value and axle box vibration value of the train to be tested in real time;

[0009] According to the axle box impact value, judging whether the train to be tested meets the first preset condition;

[0010] If the train to be tested meets the first preset condition, judging whether the train to be tested meets the second preset condition according to the axle box vibration value;

[0011] If the train to be tested meets the second preset condition, the derailment information of the train to be tested is output.

[0012] Preferably, judging whether the train to be tested meets the first preset condition according to the axle box impact value is specifically: judging whether the axle box impact value of the train to be tested meets the wheel collision characteristic;

[0013] The determining, based on the axle box vibration value, whether the train to be tested meets the second preset condition is specifically: determining, based on the axle box vibration value of the train to be tested, whether the vertical relative displacement of the wheels of the train to be tested meets the wheel drop displacement characteristic.

[0014] Preferably, the step of judging whether the axle box impact value of the train to be tested meets the wheel collision characteristic comprises the following steps:

[0015] Determine whether the axle box impact value at the current moment is greater than a preset impact threshold;

[0016] Determine whether the axle box impact value at the current moment is prominent compared with the axle box impact value at the previous moment;

[0017] Determine whether there are continuous protruding impacts after the axle box impact value at the current moment, and whether the time interval between two adjacent protruding impacts meets the sleeper spacing / real-time vehicle speed.

[0018] Preferably, the preset impact threshold is specifically: the impact value between the wheels and the track when the train runs normally.

[0019] Preferably, the determining whether the axle box impact value at the current moment is prominent compared with the axle box impact value at the previous moment comprises the following steps:

[0020] Obtain a first impact value of a first preset time before the current moment;

[0021] comparing the first impact value with the axle box impact value at the current moment;

[0022] If the first impact value is smaller than the axle box impact value at the current moment, it is determined that the axle box impact at the current moment is more prominent than the first protruding impact.

[0023] Preferably, the step of judging whether there are continuous protruding impacts after the axle box impact value at the current moment, and the time interval between two adjacent protruding impacts satisfies the sleeper spacing / real-time vehicle speed, comprises the following steps:

[0024] Determine whether there is continuous prominent impact information after the current moment;

[0025] If yes, obtaining a plurality of second protrusive impacts according to the continuous protrusive impact information;

[0026] Determine whether the time interval between two adjacent second protruding impacts meets the sleeper spacing / real-time vehicle speed.

[0027] Preferably, judging whether the vertical relative displacement of the wheels of the train to be tested meets the wheel drop displacement characteristics comprises the following steps:

[0028] Determine whether the vertical relative displacement of the wheels of the train to be tested is equal to a preset distance between a first preset time before the current moment and the current moment;

[0029] Determine whether the displacement state of the coaxial wheel meets the displacement characteristics of the wheel falling.

[0030] Preferably, the step of determining whether the vertical relative displacement of the wheels of the train to be tested is equal to a preset distance between a first preset time before the current moment and the current moment comprises the following steps:

[0031] Acquire a first vertical displacement of a corresponding wheel according to the axle box vibration value of the train to be tested at the current moment;

[0032] Acquire a second vertical displacement of the corresponding wheel according to the axle box vibration value at a first preset time before the current moment;

[0033] According to the first vertical displacement and the second vertical displacement, obtaining a vertical relative displacement of a corresponding wheel of the train to be tested;

[0034] Determining whether the vertical relative displacement of the corresponding wheel of the train to be tested is equal to a preset distance;

[0035] Wherein, the first preset time is calculated based on the free fall formula and the straight-line distance between the track and the sleeper;

[0036] The preset distance is specifically the straight-line distance between the train wheels and the bottom of the roadbed.

[0037] Preferably, the step of judging whether the displacement state of the coaxial wheel satisfies the displacement characteristics of the wheel falling comprises the following steps:

[0038] Obtaining the relative displacement of the first wheel according to the axle box vibration value of the train to be tested at the current moment and the axle box vibration value at a first preset time before the current moment;

[0039] Obtaining the relative displacement of the second wheel according to the axle box vibration value at a first preset time before the current moment and the axle box vibration value at a second preset time before the first preset time before the current moment;

[0040] According to the relative displacement of the first wheel and the relative displacement of the second wheel, determine whether the first wheel falls vertically, and if so, determine whether the second wheel rises vertically, and if so, the displacement characteristics of the wheel falling are met;

[0041] Wherein, the first wheel is coaxial with the second wheel.

[0042] A train derailment monitoring system, comprising:

[0043] The acquisition module is used to obtain the axle box impact value and axle box vibration value of the train to be tested in real time;

[0044] A condition setting module, used to set a first preset condition and a second preset condition;

[0045] A first judgment module, used for judging whether the train to be tested meets the first preset condition according to the axle box impact value of the train to be tested;

[0046] A second judgment module is used to judge whether the train to be tested meets a second preset condition based on the axle box vibration value on the basis of meeting the first preset condition;

[0047] The output module is used to output the derailment information of the train to be tested when both the first preset condition and the second preset condition are met.

[0048] The train derailment monitoring method provided by the present invention is to obtain the axle box impact value and the axle box vibration value of the train to be tested in real time, and set two preset conditions, and judge whether the two preset conditions are met according to the axle box impact value and the axle box vibration value of the train to be tested obtained in real time, and if both are met, then the train derailment information to be tested is output. The present invention is to perform multi-feature judgment on the axle box impact value and the axle box vibration value of the train to be tested, and monitor the above-mentioned features in real time, judge whether the above-mentioned features meet the preset conditions, and output the train derailment result if the preset conditions are met, which is different from the prior art that only uses images to judge train derailment by single features, and the present invention can effectively avoid the train derailment misjudgment caused by the single feature abnormality detected by the traditional detection method, and improve the accuracy of train derailment identification.

[0049] The present invention also provides a train derailment monitoring system, which includes a module for implementing the above method. Since the system adopts the above functional module, the system should have the same beneficial effects as the train derailment monitoring method, which will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0051] Figure 1 A flow chart of a train derailment monitoring method provided by an embodiment of the present invention;

[0052] Figure 2A flowchart of step S2 provided in an embodiment of the present invention;

[0053] Figure 3 A flowchart of step A2 provided in an embodiment of the present invention;

[0054] Figure 4 A schematic diagram of simulated train derailment impact data provided by an embodiment of the present invention;

[0055] Figure 5 A flowchart of step A3 provided in an embodiment of the present invention;

[0056] Figure 6 A schematic diagram of the continuous impact characteristics after a simulated wheel derailment provided by an embodiment of the present invention;

[0057] Figure 7 A flowchart of step S3 provided in an embodiment of the present invention;

[0058] Figure 8 A flowchart of step D1 provided in an embodiment of the present invention;

[0059] Fig. 9 A flowchart of step D2 provided in an embodiment of the present invention;

[0060] Fig.10 A schematic diagram of the coaxial wheel drop displacement simulation provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0061] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0062] The embodiments of the present invention are written in a progressive manner.

[0063] The embodiment of the present invention provides a train derailment monitoring method and system, which mainly solves the technical problems in the prior art that a single feature detected during the train derailment monitoring process is abnormal, leading to erroneous judgment of train derailment, and low accuracy of train derailment monitoring.

[0064] In actual application, each method step has specific usage details according to different usage requirements or desired effects, and the specific equipment or detection components used in each step can be selected according to actual needs. This embodiment is described based on a vehicle derailment simulation experiment.

[0065] like Figure 1 As shown, a train derailment monitoring method comprises the following steps:

[0066] S1. Real-time acquisition of the axle box impact value and axle box vibration value of the train to be tested;

[0067] S2. According to the axle box impact value, it is determined whether the train to be tested meets the first preset condition;

[0068] S3. If the train to be tested meets the first preset condition, then according to the axle box vibration value, it is determined whether the train to be tested meets the second preset condition;

[0069] S4. If the train to be tested meets the second preset condition, the derailment information of the train to be tested is output.

[0070] In step S1, the axle box impact value and axle box vibration value of the train to be tested are obtained in real time through sensors;

[0071] In step S2 and step S3, the first preset condition and the second preset condition are set in advance, and it is judged whether the state of the train to be tested meets the first preset condition according to the acquired axle box impact value; if the state of the train to be tested meets the first preset condition, it is judged whether the train to be tested meets the second preset condition according to the acquired axle box vibration value;

[0072] In step S4, when both the first preset condition and the second preset condition are satisfied, the derailment information of the train to be tested is output.

[0073] It should be noted that at least one feature is included in both the first preset condition and the second preset condition, and the train to be tested needs to meet the first preset condition and the second preset condition under the premise (i.e. the train to be tested needs to meet at least two or more features), and then the derailment information of the train to be tested can be output. Compared with the prior art, this method can effectively avoid the train derailment misjudgment caused by the abnormal single feature detected by the traditional derailment detection method, and improve the accuracy of train derailment state identification.

[0074] Preferably, step S2 specifically includes: determining whether the axle box impact value of the train to be tested meets the wheel collision characteristics;

[0075] Step S3 specifically includes: judging whether the vertical relative displacement of the wheels of the train to be tested meets the wheel drop displacement characteristics according to the axle box vibration value of the train to be tested.

[0076] In actual application, the first preset condition is specifically the wheel collision characteristic; the second preset condition is specifically the train wheel drop displacement characteristic. In this embodiment, it is based on the physical phenomenon that after the train derails, the wheelset will fall from the rails and there will be a violent collision between the wheelset and the sleepers or the roadbed. The designed monitoring method is to judge whether the collision between the train wheels and non-rail components meets the collision characteristics and whether the train wheels fall from the rails to meet the wheel drop displacement characteristics through the acquired train axle box impact value and axle box vibration value.

[0077] like Figure 2 As shown, preferably, step S2 includes the following steps:

[0078] A1. Determine whether the axle box impact value at the current moment is greater than the preset impact threshold;

[0079] A2. Determine whether the axle box impact value at the current moment is prominent compared with the axle box impact value at the previous moment;

[0080] A3. Determine whether there are continuous protruding impacts after the axle box impact value at the current moment, and whether the time interval between two adjacent protruding impacts meets the sleeper spacing / real-time vehicle speed.

[0081] In step A1, when the wheels are running normally on the rails, the impact on the axle box position mainly comes from the impact of the vehicle faulty parts, the impact between the track and the wheel, and other working conditions. The impact value (i.e., the preset impact threshold) is much smaller than the impact value generated by the collision between the wheel and the roadbed after falling (i.e., the acquired axle box impact value). By setting the impact threshold standard, it is determined whether the train meets the train derailment characteristics at the current moment;

[0082] In step A2, when the train derails, the axle box impact value caused at the current moment is the most prominent. By comparing it with the axle box impact value at the previous moment, it can be determined whether the train meets the train derailment characteristics at the current moment. The prominent state, that is, the specific value of the axle box impact value reaches a certain threshold value and can be set according to actual needs;

[0083] In step A3, when the train derails, after the most prominent axle box impact value is caused at the current time, continuous and prominent impacts will be caused subsequently. By judging whether there are continuous prominent impacts after the prominent impact at the current moment, and the time interval between two adjacent prominent impacts meets the sleeper spacing / real-time vehicle speed, it can be determined whether the train at the current moment meets the train derailment characteristics;

[0084] It should be noted that step A1 to step A3 are in a progressive relationship, that is, step A1 must be satisfied before considering whether A2 is satisfied, and after A2 is satisfied, considering whether A3 is satisfied. When steps A1 to A3 are all satisfied, it is determined that the train at the current time meets the first preset condition.

[0085] Preferably, the preset impact threshold is specifically: the impact value between the wheels and the track when the train runs normally.

[0086] During actual use, the preset impact threshold is that when the train is operating normally, there is a certain impact between the train wheels and the track, that is, the impact of faulty vehicle parts, the collision between the track and the wheel, and other operating factors. This impact is small and will not cause the train to overturn, but the impact can be accurately obtained according to the sensor, so it can be used as a reference for the axle box impact value.

[0087] like Figure 3 As shown, preferably, step A2 comprises the following steps:

[0088] B1. Get the first impact value of the first preset time before the current moment;

[0089] B2 compares the first impact value with the axle box impact value at the current moment;

[0090] B3. If the first impact value is smaller than the axle box impact value at the current moment, it is determined that the axle box impact at the current moment is more prominent than the first protruding impact.

[0091] In step B1, to determine whether the axle box impact value at the current moment is the highest, and whether the impact at the current moment is prominent, it is necessary to obtain the first impact value of the first preset time before the current moment;

[0092] In step B2, the first impact value obtained is compared with the axle box impact value at the current moment;

[0093] In step B3, if the first impact value is less than the axle box impact value at the current moment, then it is determined that the axle box impact at the current moment is more prominent than the first prominent impact, that is, the sudden derailment during normal operation of the train causes the axle box impact to suddenly protrude. In this embodiment, if the wheel derails, there must be a period of time before the first impact when the data impact value is very small, such as Figure 4 As shown: impact data of simulated train derailment, where the impact in the circle represents the impact caused by the wheel hitting the roadbed for the first time. In the previous period of time, the impact value is much lower than this impact value.

[0094] like Figure 5 As shown, preferably, step A3 comprises the following steps:

[0095] C1. Determine whether there is continuous prominent impact information after the current moment;

[0096] C2. If yes, then obtain multiple second protrusion impacts according to the continuous protrusion impact information;

[0097] C3. Determine whether the time interval between two adjacent second protruding impacts satisfies the sleeper spacing / real-time vehicle speed.

[0098] In step C1, according to the axle box impact of the train at the current moment, it is determined whether there is continuous protruding impact information after the current moment;

[0099] In step C2, if there is continuous protrusion impact information, a plurality of second protrusion impacts are obtained from the continuous protrusion impact information;

[0100] In step C3, it is determined whether the time interval between any two adjacent second protruding impacts satisfies the sleeper spacing / real-time vehicle speed. By simulating the continuous impact characteristics after the wheel derailment, its vibration impact response and attenuation are obtained, such as Figure 6 As shown, there are continuous protruding impacts after the first impact, and the time interval between the continuous protruding impacts meets the sleeper spacing / real-time vehicle speed. The number of consecutive impacts identified in this method is related to the train speed. The faster the train speed, the more consecutive impacts there are.

[0101] like Figure 7 As shown, preferably, step S3 includes the following steps:

[0102] D1. Determine whether the vertical relative displacement of the train wheel to be tested is equal to the preset distance between the first preset time before the current moment and the current moment;

[0103] D2. Determine whether the displacement state of the coaxial wheel meets the displacement characteristics of the wheel falling.

[0104] In step D1, after step S2 is satisfied, it is determined whether the vertical relative distance between the wheels of the train to be tested from the first preset time before the current moment to the current moment satisfies the preset distance;

[0105] In step D2, after the vertical relative distance of the train wheels meets the condition of being equal to the preset distance, it is further determined whether the displacement state of the coaxial wheels meets the displacement characteristics of wheel falling.

[0106] It should be noted that the axle box impact value and axle box vibration value obtained are collected in real time. When the train collision occurs, there are multiple prominent impact points that meet steps A1 to A3, and the prominent impact points that meet step D1 must be calculated from the first impact, that is, the first impact will only be met in step D2. When the five characteristics of steps A1 to A3 and steps D1 to D2 are met, the train is considered to be derailed. In actual application, the timing of outputting derailment information is delayed, and the derailment information will be output approximately after the wheels hit three sleepers.

[0107] like Figure 8 As shown, preferably, step D1 comprises the following steps:

[0108] E1. Obtain the first vertical displacement of the corresponding wheel according to the axle box vibration value of the train to be tested at the current moment;

[0109] E2. Obtaining a second vertical displacement of the corresponding wheel according to the axle box vibration value of the first preset time before the current moment;

[0110] E3. According to the first vertical displacement and the second vertical displacement, the vertical relative displacement of the corresponding wheel of the train to be tested is obtained;

[0111] E4. Determine whether the vertical relative displacement of the corresponding wheel of the train to be tested is equal to the preset distance;

[0112] The first preset time is calculated based on the free fall formula and the straight-line distance between the track and the sleeper;

[0113] The preset distance is specifically the straight-line distance between the train wheels and the bottom of the roadbed.

[0114] In step E1, the vehicle vertical acceleration signal is obtained according to the axle box vibration value of the train to be tested at the current moment, and the wheel vertical acceleration is quadratically integrated to obtain the wheel vertical displacement; the first vertical displacement of the corresponding wheel is obtained by the following formula, and the integral calculation formula is as follows:

[0115] x=∫∫adt

[0116] x: displacement

[0117] a: acceleration

[0118] In step E2, the second vertical displacement of the corresponding wheel is obtained by using the above formula according to the axle box vibration value at a first preset time before the current moment;

[0119] In step E3, the first vertical displacement is subtracted from the second vertical displacement, and the obtained value is the relative displacement of the corresponding wheel of the train to be tested;

[0120] In step E4, it is determined whether the relative displacement is equal to a preset distance.

[0121] It should be noted that the first preset time is calculated based on the free fall formula and the straight-line distance between the track and the sleeper, that is, it takes at least 135ms for the wheel to fall from the rail to the track fastener or sleeper (according to the free fall formula of 90mm height, s = 0.5*g*t 2 calculated);

[0122] The preset distance is the straight-line distance between the train wheels and the bottom of the roadbed.

[0123] In this embodiment, when the impact pulse of the first impact is obtained and the displacement and impact are synchronous signals, the impact pulse of the first impact is used as the lowest point of the displacement calculation, and the relative displacement within 135ms is calculated as the vertical relative displacement of the wheel. If the calculated vertical relative displacement is equal to the straight-line distance between the wheel and the bottom of the ballast bed, it is considered that the displacement characteristics of the wheel falling from the rail to the ballast bed meet the requirements.

[0124] like Fig. 9 As shown, preferably, step D2 includes the following steps:

[0125] F1. Obtaining the relative displacement of the first wheel according to the axle box vibration value of the train to be tested at the current moment and the axle box vibration value of the first preset time before the current moment;

[0126] F2. Obtaining the relative displacement of the second wheel according to the axle box vibration value of the first preset time before the current moment and the axle box vibration value of the second preset time before the first preset time before the current moment;

[0127] F3. According to the relative displacement of the first wheel and the relative displacement of the second wheel, it is determined whether the first wheel falls vertically. If so, it is determined whether the second wheel rises vertically. If so, the displacement characteristics of the wheel falling are met;

[0128] The first wheel is coaxial with the second wheel.

[0129] In step F1, the relative displacement of the coaxial first wheel is obtained according to the axle box vibration value of the train to be tested at the current moment and the axle box vibration value at a first preset time before the current moment, and the calculation method for obtaining the relative displacement is steps E1 to E3;

[0130] In step F2, the relative displacement of the coaxial second wheel is obtained in the same manner;

[0131] In step F3, under normal circumstances, if the train derails and rolls over to the left, the left wheel will fall vertically, and the coaxial right wheel will first climb upward and then fall vertically under the effect of the vertical fall of the left wheel. Fig.10 As shown, first find the time point of the first impact as the lowest point of displacement, calculate the relative displacement of about 135ms forward, and determine whether there is a vertical fall. Then continue to calculate the relative displacement of about 50ms forward (i.e., the second preset time) to observe whether the displacement rises before the fall. If so, the displacement characteristics of the vehicle fall are met.

[0132] A train derailment monitoring system, comprising:

[0133] The acquisition module is used to obtain the axle box impact value and axle box vibration value of the train to be tested in real time;

[0134] A condition setting module, used to set a first preset condition and a second preset condition;

[0135] A first judgment module, used for judging whether the train to be tested meets a first preset condition according to the axle box impact value of the train to be tested;

[0136] A second judgment module is used to judge whether the train to be tested meets a second preset condition based on the axle box vibration value on the basis of meeting the first preset condition;

[0137] The output module is used to output the derailment information of the train to be tested when both the first preset condition and the second preset condition are met.

[0138] During actual use, the train derailment detection system is provided with an acquisition module, a condition setting module, a first judgment module, a second judgment module and an output module; the acquisition module acquires the axle box impact value and the axle box vibration value in real time, and sends the axle box impact value to the first judgment module, and sends the axle box vibration value to the second judgment module; the condition setting module sets the first preset condition and the second preset condition, and sends the first preset condition to the first judgment module, and sends the second preset condition to the second judgment module; the first judgment module judges whether the first preset condition is met according to the axle box impact value, and if so, sends the judgment result to the second judgment module; the second judgment module judges whether the second preset condition is met according to the judgment result sent by the first judgment module and the axle box vibration value, and if so, sends the final judgment result to the output module; the output module outputs the derailment information of the train to be tested according to the final judgment result.

[0139] In the embodiments provided in the present application, it should be understood that the disclosed methods and systems can be implemented in other ways. The device embodiments described above are merely schematic. For example, the division of modules is only a logical function division. There may be other division methods in actual implementation, such as: multiple modules or components can be combined, or can be integrated into another system, or some features can be ignored, or not executed. In addition, the coupling, direct coupling, or communication connection between the components shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or modules, which can be electrical, mechanical or other forms.

[0140] In addition, all functional modules in the embodiments of the present invention may be integrated into one processor, or each module may be a separate device, or two or more modules may be integrated into one device; each functional module in the embodiments of the present invention may be implemented in the form of hardware or in the form of hardware plus software functional units.

[0141] A person of ordinary skill in the art can understand that all or part of the steps of implementing the above method embodiment can be completed by program instructions and related hardware. The aforementioned program instructions can be stored in a computer-readable storage medium. When the program instructions are executed, the steps of the above method embodiment are executed; and the aforementioned storage medium includes: a mobile storage device, a read-only memory (ROM), a magnetic disk or an optical disk, and other media that can store program codes.

[0142] It should be understood that the use of "system", "device", "unit" and / or "module" in this application is only a method for distinguishing different components, elements, parts, parts or assemblies at different levels. However, if other words can achieve the same purpose, the word can be replaced by other expressions.

[0143] As shown in this application and claims, unless the context clearly indicates an exception, the words "a", "an", "a kind" and / or "the" do not refer to the singular, but also include the plural. Generally speaking, the terms "include" and "comprise" only indicate the inclusion of clearly identified steps and elements, and these steps and elements do not constitute an exclusive list. The method or device may also include other steps or elements. The elements defined by the sentence "includes a..." do not exclude the existence of other identical elements in the process, method, commodity or device that includes the elements.

[0144] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0145] If a flow chart is used in the present application, the flow chart is used to illustrate the operations performed by the system according to the embodiment of the present application. It should be understood that the preceding or following operations are not necessarily performed accurately in order. On the contrary, each step can be processed in reverse order or simultaneously. At the same time, other operations can also be added to these processes, or a certain step or several steps of operations can be removed from these processes.

[0146] A kind of train derailment monitoring method and system provided by the present invention are described in detail above. The above description of the disclosed embodiments enables professionals and technicians in this field to implement or use the present invention. The multiple modifications to these embodiments will be apparent to professionals and technicians in this field, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to these embodiments shown in this article, but will meet the widest scope consistent with the principles disclosed herein and novel features.

Claims

1. A train derailment monitoring method, characterized in that: The steps include: Obtain the axle box impact value and axle box vibration value of the train to be tested in real time; According to the axle box impact value, judging whether the train to be tested meets the first preset condition; If the train to be tested meets the first preset condition, judging whether the train to be tested meets the second preset condition according to the axle box vibration value; If the train to be tested meets the second preset condition, the derailment information of the train to be tested is output; The step of judging whether the train to be tested meets the first preset condition according to the axle box impact value is specifically: judging whether the axle box impact value of the train to be tested meets the wheel collision characteristic; The step of judging whether the train to be tested meets the second preset condition according to the axle box vibration value is as follows: judging whether the vertical relative displacement of the wheels of the train to be tested meets the wheel drop displacement characteristic according to the axle box vibration value of the train to be tested; The step of judging whether the axle box impact value of the train to be tested meets the wheel collision characteristic comprises the following steps: Determine whether the axle box impact value at the current moment is greater than a preset impact threshold; Determine whether the axle box impact value at the current moment is prominent compared with the axle box impact value at the previous moment; Determine whether there are continuous protruding impacts after the axle box impact value at the current moment, and whether the time interval between two adjacent protruding impacts meets the sleeper spacing / real-time vehicle speed.

2. The train derailment monitoring method as claimed in claim 1, characterized in that: The preset impact threshold is specifically: the impact value between the wheels and the track when the train is running normally.

3. The train derailment monitoring method as claimed in claim 1, characterized in that: The step of judging whether the axle box impact value at the current moment is prominent compared with the axle box impact value at the previous moment comprises the following steps: Obtain a first impact value of a first preset time before the current moment; comparing the first impact value with the axle box impact value at the current moment; If the first impact value is smaller than the axle box impact value at the current moment, it is determined that the axle box impact at the current moment is more prominent than the first protruding impact.

4. The train derailment monitoring method as claimed in claim 1, characterized in that: The step of judging whether there are continuous protruding impacts after the axle box impact value at the current moment, and the time interval between two adjacent protruding impacts satisfies the sleeper spacing / real-time vehicle speed, comprises the following steps: Determine whether there is continuous prominent impact information after the current moment; If yes, obtaining a plurality of second protrusive impacts according to the continuous protrusive impact information; Determine whether the time interval between two adjacent second protruding impacts meets the sleeper spacing / real-time vehicle speed.

5. The train derailment monitoring method according to claim 1, wherein: Determining whether the vertical relative displacement of the wheels of the train to be tested meets the wheel drop displacement characteristics includes the following steps: Determine whether the vertical relative displacement of the wheels of the train to be tested is equal to a preset distance between a first preset time before the current moment and the current moment; Determine whether the displacement state of the coaxial wheel meets the displacement characteristics of the wheel falling.

6. The train derailment monitoring method according to claim 5, characterized in that: The step of judging whether the vertical relative displacement of the wheels of the train to be tested is equal to the preset distance between the first preset time before the current moment and the current moment comprises the following steps: Acquire a first vertical displacement of a corresponding wheel according to the axle box vibration value of the train to be tested at the current moment; Acquire a second vertical displacement of the corresponding wheel according to the axle box vibration value at a first preset time before the current moment; According to the first vertical displacement and the second vertical displacement, obtaining a vertical relative displacement of a corresponding wheel of the train to be tested; Determining whether the vertical relative displacement of the corresponding wheel of the train to be tested is equal to a preset distance; Wherein, the first preset time is calculated based on the free fall formula and the straight-line distance between the track and the sleeper; The preset distance is specifically the straight-line distance between the train wheels and the bottom of the roadbed.

7. The train derailment monitoring method according to claim 5, characterized in that: The step of judging whether the displacement state of the coaxial wheel meets the displacement characteristics of the wheel falling comprises the following steps: Obtaining the relative displacement of the first wheel according to the axle box vibration value of the train to be tested at the current moment and the axle box vibration value at a first preset time before the current moment; Obtaining the relative displacement of the second wheel according to the axle box vibration value at a first preset time before the current moment and the axle box vibration value at a second preset time before the first preset time before the current moment; According to the relative displacement of the first wheel and the relative displacement of the second wheel, determine whether the first wheel falls vertically, and if so, determine whether the second wheel rises vertically, and if so, the displacement characteristics of the wheel falling are met; Wherein, the first wheel is coaxial with the second wheel.

8. A train derailment monitoring system, characterized in that: include: The acquisition module is used to obtain the axle box impact value and axle box vibration value of the train to be tested in real time; A condition setting module, used to set a first preset condition and a second preset condition; A first judgment module, used for judging whether the train to be tested meets the first preset condition according to the axle box impact value of the train to be tested; A second judgment module is used to judge whether the train to be tested meets a second preset condition based on the axle box vibration value on the basis of meeting the first preset condition; An output module, used for outputting the derailment information of the train to be tested when both the first preset condition and the second preset condition are met; The first judgment module is specifically used to judge whether the axle box impact value of the train to be tested meets the wheel collision characteristics, specifically including: judging whether the axle box impact value at the current moment is greater than a preset impact threshold; judging whether the axle box impact value at the current moment is prominent compared with the axle box impact value at the previous moment; judging whether there are continuous prominent impacts after the axle box impact value at the current moment, and the time interval between two adjacent prominent impacts meets the sleeper spacing / real-time vehicle speed; The second judgment module is used to judge whether the vertical relative displacement of the wheels of the train to be tested meets the wheel drop displacement characteristics according to the axle box vibration value of the train to be tested.

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