Single-axis accelerometer dynamic calibration method and system

Abstract

The application provides a single-axis accelerometer dynamic calibration method, comprising the following steps: S1, power on a vehicle-mounted safety platform, read an acceleration correction value in the platform, and load the acceleration correction value to a processing unit; enter S2; S2, the processing unit judges whether the acceleration correction value needs to be updated based on the measurement values of a vehicle-mounted single-axis accelerometer and a vehicle-mounted speed sensor; if yes, enter S3; if no, enter S4; S3, the processing unit updates the acceleration correction value based on the measurement values of the single-axis accelerometer and the speed sensor and slope information of a position where a train is located, and enter S4; S4, the processing unit calculates a corrected train acceleration value based on the acceleration correction value and the slope information of the position where the train is located; and the steps S2 to S4 are repeated. The application also provides a single-axis accelerometer dynamic calibration system. The application can calibrate the measurement value of the accelerometer in real time, does not need to adjust the installation angle of the accelerometer, and improves the positioning precision of train speed measurement.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a method and system for dynamic calibration of a single-axis accelerometer. Background Technology

[0002] Trains are characterized by high operating speeds, heavy loads, and long braking distances. When an anomaly is detected ahead (such as a train stopping), relying solely on visual observation inevitably leads to safety accidents. Train control systems manage train operations through technological means, maintaining proper train intervals so that even if the train ahead suddenly stops, the following trains will not cause a rear-end collision. Train speed measurement and positioning technology is a core and fundamental function of the train control system; the accuracy and safety of train speed measurement and positioning directly determine the safety and efficiency of the entire train control system.

[0003] Train speed measurement and positioning technology encompasses two functions: measuring train speed and determining train position. Currently, speed sensors are commonly used as a basic configuration in train control systems both domestically and internationally for speed measurement and positioning. However, speed sensors are highly sensitive to slippage during train operation, leading to significant speed and distance measurement errors. This affects the positioning accuracy of the onboard ATP (Automatic Train Protection) system, and consequently, the normal operation of the train control system. Therefore, at least one single-axis accelerometer is typically added to the speed measurement and positioning unit to detect and compensate for slippage, improving the accuracy of speed measurement and positioning in the train control system and thus increasing its operational efficiency.

[0004] Accelerometer measurements include the component of gravitational acceleration along the accelerometer's measurement axis. During installation, the accelerometer's measurement axis is generally required to be aligned with the train's direction of travel, and the angle between it and the horizontal axis should be as small as possible. However, due to limitations in installation conditions and accuracy, adjusting the accelerometer's angle after installation is difficult, and the accuracy of the adjusted angle is hard to guarantee. Even if high installation accuracy is achieved initially, the accelerometer's installation angle will change over time due to varying degrees of deviation during train operation. Even if the installation angle is statically calibrated during initial installation, changes in the installation angle will still affect the accuracy of the train control system's speed measurement and positioning. Therefore, regular maintenance and remeasurement of the installation angle, along with re-static calibration of the accelerometer, are necessary.

[0005] Currently, the onboard train control system inevitably suffers from a deviation that varies with train travel time when using acceleration timing. Overcoming this deviation and improving the accuracy of train speed measurement and positioning is an urgent problem to be solved. Summary of the Invention

[0006] The purpose of this invention is to provide a dynamic calibration method and system for a single-axis accelerometer, which can dynamically and in real-time calibrate and compensate the measured values ​​of the on-board single-axis accelerometer during normal operation of the train control system, greatly reducing the measurement error caused by the change of the installation angle of the accelerometer measurement axis over time, and improving the accuracy of speed measurement and positioning of the train control system.

[0007] To achieve the above objectives, the present invention provides a dynamic calibration method for a single-axis accelerometer, comprising the following steps: S1. The vehicle-mounted safety platform is powered on, reads the acceleration correction values ​​stored in the platform, and loads them into the platform's processing unit; proceed to S2; S2. The processing unit determines whether the acceleration correction value needs to be updated based on the measurement values ​​of the vehicle-mounted single-axis accelerometer and the vehicle-mounted speed sensor; if yes, proceed to S3; if no, proceed to S4. S3. The processing unit updates the acceleration correction value based on the measurement value of the single-axis accelerometer, the measurement value of the speed sensor, and the slope information of the train's location, and then proceeds to S4. S4. The processing unit calculates the corrected train acceleration value based on the acceleration correction value and the gradient information of the train's location; repeat steps S2 to S4.

[0008] Optionally, in step S1, the platform also determines the validity of the read acceleration correction value, and if valid, loads it into the processing unit.

[0009] Optionally, the platform also stores a verification code for the acceleration correction value, and the platform reads both the acceleration correction value and the verification code simultaneously; the platform determines the validity of the read acceleration correction value by: S11. The platform determines whether the read acceleration correction value is NULL. If it is not NULL, proceed to S12. S12. Based on the set algorithm, calculate the corresponding check code for the read acceleration correction value. If the calculation result is equal to the read check code, then the read acceleration correction value is determined to be valid.

[0010] Optionally, step S2 includes: S21, Calculate the... To the The average value of the calibrated accelerometer measurements within the acquisition period. ;No. The data collection period is the current data collection period; S22, Calculate the first To the Average speed-transmitted acceleration during the acquisition period ; S23. Determine if the train's motion state is the set state; if yes, proceed to S24; if no, proceed to S26. S24. Determine if the condition is met. , The preset difference threshold; if so, then Updated to If yes, proceed to S25; otherwise, proceed to S26. S25. Determine if the condition is met. , If the first counting threshold is preset, then determine that the acceleration correction value needs to be updated, and adjust the count value accordingly. Clear to zero and enter S3; otherwise, Updated to Proceed to step S21; S26, Set the count value Zeroing the value indicates that no update to the acceleration correction value is needed. Updated to Enter S21; among which, The initial value is set to 0 by the processing unit when the vehicle safety platform is powered on.

[0011] Optionally, step S21 includes: S211, Order Indicates the single-axis accelerometer at the 1st Acceleration values ​​measured during the acquisition period, ;based on Calculate the first To the Average value of accelerometer measurements within the acquisition period ; ; S212, Call the acceleration correction value in the processing unit ; Calculation yields the first To the The average value of the calibrated accelerometer measurements within the acquisition period. ; .

[0012] Optionally, step S22 includes: S221, based on the speed sensor in the first , velocity values ​​measured during the acquisition period , Calculate the first Rapid transmission acceleration value during the acquisition cycle ; , The duration of the data collection cycle; S222, the calculation yields the... To the The average value of the high-speed transmission acceleration during the acquisition period , .

[0013] Optionally, step S3 includes: S31. Determine whether the train's motion state is the set state; if yes, proceed to step S32; if no, proceed to S34. S32, Calculate the first To the The variance of accelerometer measurements during the acquisition period ; Determine if the condition is met. , If the variance threshold is preset, proceed to S33; otherwise, proceed to S34. S33, count the value Updated to Determine if the condition is met. , If the preset second counting threshold is met, proceed to S35; otherwise, proceed to S35. Updated to Enter S31; among them, The initial value is set to 0 when the vehicle safety platform is powered on; S34, Set the count value Clear to zero, Updated to Enter S31; S35. Update the acceleration correction value in the processing unit. ,Will Reset to zero and enter S4; Updated ; ; It is the acceleration due to gravity; For updates At that time, the gradient information of the train's location, wherein the gradient information is the angle between the rail and the horizontal plane at the train's location.

[0014] Optionally, S35 also includes: updating the acceleration correction values. Write to the platform's NOVRAM.

[0015] Optionally, the set state includes any one of the following: parking state, constant speed state, and coasting state.

[0016] Optionally, the speed value measured by the speed sensor can be used to determine whether the train is in a stopped or constant speed state; based on the collected train traction and braking information, the train can be used to determine whether it is in a coasting state.

[0017] Optionally, in step S4, the corrected train acceleration value is recorded as... , .in, This is the measurement value of the single-axis accelerometer at the current moment. ; To correct the train acceleration value At that time, the gradient information of the train's location.

[0018] Optionally, the train obtains gradient information via a transponder.

[0019] Optionally, the train obtains gradient information via a trackside wireless communication base station.

[0020] Optionally, step S4 further includes: eliminating by filtering. Noise in the middle.

[0021] The present invention also provides a dynamic calibration system for a single-axis accelerometer, comprising: vehicle-mounted equipment and trackside equipment; The on-board equipment includes an on-board safety platform, a single-axis accelerometer, and a speed sensor; the trackside equipment includes a transponder and a wireless communication base station. The vehicle-mounted safety platform includes a processing unit and NOVRAM; The NOVRAM is used to store acceleration correction values; The processing unit is signal-connected to the single-axis accelerometer and speed sensor, and wirelessly connected to the transponder and wireless communication base station to obtain slope information sent by the transponder and wireless communication base station. The processing unit is used to implement the single-axis accelerometer dynamic calibration method as described in this invention.

[0022] Optionally, the vehicle-mounted device further includes: a transponder antenna and a wireless communication antenna; the transponder antenna is used to realize wireless communication between the processing unit and the transponder; the wireless communication antenna is used to realize wireless communication between the processing unit and the wireless communication base station. Compared with the prior art, the beneficial effects of the present invention are as follows: 1) The single-axis accelerometer dynamic calibration method and system of the present invention can dynamically and in real-time calibrate and compensate the measured values ​​of the on-board single-axis accelerometer during normal operation of the train control system, greatly reducing the measurement error caused by the change of the installation angle of the accelerometer measuring axis over time, and improving the measurement accuracy of the accelerometer after calibration. The present invention avoids the influence of wheel slippage, significantly improving the speed measurement and positioning accuracy of the train control system.

[0023] 2) This invention does not have special requirements for the installation position and accuracy of the accelerometer, which can improve the system's adaptability to installation conditions.

[0024] 3) The accelerometer is calibrated using the method of the present invention, which eliminates the need to measure and adjust the installation angle after the accelerometer is installed, and eliminates the need for regular maintenance of the accelerometer, greatly reducing labor costs and reducing deviations or even abnormal values ​​in the measurement results of the accelerometer caused by human factors or measuring tools. Attached Figure Description

[0025] To more clearly illustrate the technical solution of the present invention, the accompanying drawings used in the description will be briefly introduced below. Obviously, the drawings in the following description are one embodiment of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort: Figure 1 This is a schematic diagram of the single-axis accelerometer dynamic calibration system of the present invention; Figure 2 This is a flowchart of the single-axis accelerometer dynamic calibration method of the present invention; Figure 3 This is a flowchart of step S2 of the single-axis accelerometer dynamic calibration method of the present invention; Figure 4 This is a flowchart of step S3 in the single-axis accelerometer dynamic calibration method of the present invention; Figure 5 This is a schematic diagram showing the component of gravitational acceleration in the direction of the train's travel when the train is on a slope. Detailed Implementation

[0026] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0027] It should be understood that, when used in this specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or collections thereof.

[0028] It should also be understood that the terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to limit the scope of the application. As used in this specification and the appended claims, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise.

[0029] It should also be further understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0030] As used in this specification and the appended claims, the term "if" may be interpreted, depending on the context, as "when," "once," "in response to determination," or "in response to detection." Similarly, the phrases "if determined" or "if [described condition or event] is detected" may be interpreted, depending on the context, as "once determined," "in response to determination," "once [described condition or event] is detected," or "in response to detection of [described condition or event]."

[0031] Furthermore, in the description of this application, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0032] The single-axis accelerometer dynamic calibration system of the present invention, as shown in the figure Figure 1 As shown, it includes: vehicle-mounted equipment 1 and trackside equipment 2.

[0033] The on-board equipment 1 includes an on-board safety platform 10, a single-axis accelerometer 11 (in this invention, accelerometers refer to single-axis accelerometers 11), a speed sensor 12, a transponder antenna 13, and a wireless communication antenna 14. The trackside equipment 2 includes a transponder 20 and a wireless communication base station 21.

[0034] The vehicle safety platform 10 includes a processing unit 101 and NOVRAM (Non-Volatile Random Access Memory). NOVRAM is used to store acceleration correction values.

[0035] The processing unit 101 is connected to the single-axis accelerometer 11 and the speed sensor 12, and receives the train acceleration value periodically collected by the single-axis accelerometer 11 and the train speed value periodically collected by the speed sensor 12.

[0036] The processing unit 101 achieves wireless communication with the transponder 20 via the transponder antenna 13 to acquire transponder information. The processing unit 101 also achieves wireless communication with the wireless communication base station 21 via the wireless communication antenna 14 to receive trackside wireless messages sent by the base station. Both the transponder information and the trackside wireless messages contain gradient information; in this invention, the gradient information is the angle between the rail at the train's location and the horizontal plane. The processing unit 101 implements the single-axis accelerometer dynamic calibration method of this invention.

[0037] Actual measured value of single-axis accelerometer 11 (denoted as) It is affected by several factors, including: the gravitational acceleration introduced by the slope (denoted as ). System errors caused by factors such as the installation angle of the single-axis accelerometer 11 (denoted as...) Random errors caused by factors such as ) and internal noise of the accelerometer 11 (denoted as ) Therefore, the measured value of accelerometer 11 is different from the actual value of the train's acceleration (denoted as...). The following relationship exists: After receiving the gradient information, the processing unit 101 can calculate the gradient based on the train's current location. When the train is stopped or moving at a constant speed, When the train is not slipping or spinning, the actual train speed can be approximately estimated using the speed measured by speed sensor 12. Random error. The error can be eliminated to some extent through filtering over a period of time. Combining the above formula, the system error of the accelerometer 11 can be estimated in real time during train operation, thereby calibrating the measured value of the accelerometer 11. The estimated accelerometer system error is written into the non-volatile memory (NOVRAM) of the processing unit 101. When the system is powered on again, this system error (as the correction value of the accelerometer 11) can be directly read to calibrate the accelerometer measured value.

[0038] This invention provides a method for dynamic calibration of a single-axis accelerometer, such as... Figure 2 As shown, the steps include: S1. The vehicle safety platform 10 is powered on, and the acceleration correction value is read from the internal storage of the platform 10 (stored in the NOVRAM of the platform 10). And load it into the processing unit of platform 10; enter S2; In this embodiment, the platform 10 also stores a check code for the acceleration correction value, and reads the check code when reading the acceleration correction value. After reading, the platform 10 also determines the validity of the read acceleration correction value; if valid, it loads it into the processing unit.

[0039] In this embodiment, the platform 10 determines the validity of the read acceleration correction value by including the following steps: S11, Platform 10 determines the read acceleration correction value. Check if it is NULL. If not, proceed to S12. S12. Based on the set algorithm, the acceleration correction value is read. Calculate the corresponding check code. If the calculated result is equal to the read check code, then the read acceleration correction value is considered valid.

[0040] In one embodiment, such as Figure 2 As shown, the processing unit calls its internal acceleration correction value before starting step S2. And determine the acceleration correction value called. Is it known? If known (not NULL), proceed to S2; if unknown, proceed to S3.

[0041] S2. The processing unit determines the acceleration correction value based on the measurement values ​​of the vehicle-mounted single-axis accelerometer 11 and the vehicle-mounted speed sensor 12. Does an update need to be performed? If yes, proceed to S3; if no, proceed to S4. like Figure 3 As shown, step S2 includes: S21, Calculate the... To the The average value of the calibrated accelerometer measurements within the acquisition period. ;No. The collection period is the current collection period.

[0042] Step S21 includes: S211, Order This indicates that the single-axis accelerometer 11 is at the... Acceleration values ​​measured during the acquisition period, ;based on Calculate the first To the Average value of accelerometer measurements within the acquisition period ; .

[0043] S212, Call the acceleration correction value in the processing unit ; Calculation yields the first To the The average value of the calibrated accelerometer measurements within the acquisition period. ; .

[0044] S22, Calculate the first To the Average speed-transmitted acceleration during the acquisition period .

[0045] Step S22 includes: S221, based on speed sensor 12 in the... , velocity values ​​measured during the acquisition period , Calculate the first Rapid transmission acceleration value during the acquisition cycle ; , The duration of the data collection cycle; S222, the calculation yields the... To the The average value of the high-speed transmission acceleration during the acquisition period , .

[0046] S23. Determine whether the train's motion state is the set state; if yes, proceed to S24; if no, proceed to S26.

[0047] The aforementioned settings include any one of the following: a stopped state, a constant speed state, or a coasting state. When the train is in these three states, wheel slippage or wheel spin is unlikely, making the speed values ​​measured by the speed sensor 12 more reliable. In this embodiment, the speed value measured by the speed sensor 12 is used to determine whether the train is in a stopped or constant speed state, and the collected train traction and braking information is used to determine whether the train is in a coasting state.

[0048] S24. Determine if the condition is met. , The preset difference threshold; if so, then Updated to If yes, proceed to S25; otherwise, proceed to S26.

[0049] S25. Determine if the condition is met. , If the first counting threshold is preset, then determine that the acceleration correction value needs to be updated, and adjust the count value accordingly. Reset to zero and proceed to S3; otherwise, determine that the acceleration correction value does not need to be updated, and proceed to... Updated to Proceed to step S21; S26, Set the count value Zeroing the value indicates that no update to the acceleration correction value is needed. Updated to Enter S21; among which, The initial value is set to 0 by the processing unit 101 when the vehicle safety platform 10 is powered on.

[0050] S3. Processing unit 101 updates acceleration correction value based on the measurement value of single-axis accelerometer 11, the measurement value of speed sensor 12, and the slope information of the train's location, and then proceeds to S4. like Figure 4 As shown, step S3 includes: S31. Determine whether the train's motion state is the set state; if yes, proceed to step S32; if no, proceed to S34. S32, Calculate the first To the The variance of accelerometer measurements during the acquisition period ; Determine if the condition is met. , If the variance threshold is preset, proceed to S33; otherwise, proceed to S34. S33, count the value Updated to Determine if the condition is met. , If the second counting threshold is preset, proceed to S35; otherwise, ... Updated to Enter S31; among them, The initial value is set to 0 when the vehicle safety platform 10 is powered on; S34, Set the count value Reset to zero and enter S31; S35, Update the acceleration correction value in the processing unit. The updated acceleration correction value Write to the NOVRAM of Platform 10, Reset to zero and enter S4.

[0051] Updated ; like Figure 5 As shown, ; It is the acceleration due to gravity; For updates At that time, the gradient information of the train's location.

[0052] S4. The processing unit calculates the corrected train acceleration value based on the acceleration correction value and the gradient information of the train's location. Repeat steps S2 to S4.

[0053] In step S4, the corrected train acceleration value is recorded as follows: , .in, This is the measurement value of the single-axis accelerometer 11 at the current moment. ; To correct the train acceleration value At that time, the gradient information of the train's location.

[0054] Step S4 also includes: eliminating by filtering. Noise in the medium (usually high-frequency noise) can be eliminated by a low-pass filter.

[0055] The single-axis accelerometer dynamic calibration method and system of this invention can dynamically and in real-time calibrate and compensate the measured values ​​of the on-board single-axis accelerometer during normal operation of the train control system. This significantly reduces the measurement error caused by changes in the installation angle of the accelerometer measuring axis over time, and improves the measurement accuracy after accelerometer calibration. This invention avoids the influence of wheel slippage, significantly improving the speed measurement and positioning accuracy of the train control system. This invention does not have special requirements for the accelerometer installation position and accuracy, improving the system's adaptability to installation conditions. Using the method of this invention to calibrate the accelerometer eliminates the need for measuring and adjusting the installation angle after installation, and eliminates the need for regular maintenance of the accelerometer, greatly reducing labor costs and minimizing deviations or even abnormal values ​​in the accelerometer measurement results caused by human factors or measuring tools.

[0056] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0057] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for dynamic calibration of a single-axis accelerometer, characterized in that, Includes the following steps: S1. The vehicle-mounted safety platform is powered on, reads the acceleration correction values ​​stored in the platform, and loads them into the platform's processing unit; Enter S2; S2. The processing unit determines whether the acceleration correction value needs to be updated based on the measurement values ​​of the vehicle-mounted single-axis accelerometer and the vehicle-mounted speed sensor. If so, proceed to S3; If not, proceed to S4; S3. The processing unit updates the acceleration correction value based on the measurement value of the single-axis accelerometer, the measurement value of the speed sensor, and the slope information of the train's location, and then proceeds to S4. S4. The processing unit calculates the corrected train acceleration value based on the acceleration correction value and the gradient information of the train's location. Repeat steps S2 to S4; Step S2 includes: S21, Calculate the... To the The average value of the calibrated accelerometer measurements within the acquisition period. ;No. The data collection period is the current data collection period; Step S21 includes: S211, Order Indicates the single-axis accelerometer at the 1st Acceleration values ​​measured during the acquisition period, ;based on Calculate the first To the Average value of accelerometer measurements within the acquisition period ; ; S212, Call the acceleration correction value in the processing unit ; Calculation yields the first To the The average value of the calibrated accelerometer measurements within the acquisition period. ; ; S22, Calculate the first To the Average speed-transmitted acceleration during the acquisition period ; Step S22 includes: S221, based on the speed sensor in the first , velocity values ​​measured during the acquisition period , Calculate the first Rapid transmission acceleration value during the acquisition cycle ; , The duration of the data collection cycle; S222, the calculation yields the... To the The average value of the high-speed transmission acceleration during the acquisition period , ; S23. Determine if the train's motion state is the set state; if yes, proceed to S24; if no, proceed to S26. S24. Determine if the condition is met. , The preset difference threshold; if so, then Updated to If yes, proceed to S25; otherwise, proceed to S26. S25. Determine if the condition is met. , If the first counting threshold is preset, then determine that the acceleration correction value needs to be updated, and adjust the count value accordingly. Clear to zero and enter S3; otherwise, Updated to Proceed to step S21; S26, Set the count value Zeroing the value indicates that no update to the acceleration correction value is needed. Updated to Enter S21; among which, The initial value is set to 0 by the processing unit when the vehicle safety platform is powered on; Step S3 includes: S31. Determine whether the train's motion state is the set state; if yes, proceed to step S32; if no, proceed to S34. S32, Calculate the first To the The variance of accelerometer measurements during the acquisition period ; Determine if the condition is met. , If the variance threshold is preset, proceed to S33; otherwise, proceed to S34. S33, count the value Updated to Determine if the condition is met. , If the preset second counting threshold is met, proceed to S35; otherwise, proceed to S35. Updated to Enter S31; among them, The initial value is set to 0 when the vehicle safety platform is powered on; S34, Set the count value Clear to zero, Updated to Enter S31; S35, Update the acceleration correction value in the processing unit. ,Will Reset to zero and enter S4; Updated ; ; It is the acceleration due to gravity; For updates At that time, the gradient information of the train's location, wherein the gradient information is the angle between the rail and the horizontal plane at the train's location; The set state includes any one of the following: parking state, constant speed state, and coasting state.

2. The single-axis accelerometer dynamic calibration method as described in claim 1, characterized in that, In step S1, the platform also determines the validity of the read acceleration correction value. If it is valid, it is loaded into the processing unit.

3. The single-axis accelerometer dynamic calibration method as described in claim 2, characterized in that, The platform also stores a verification code for the acceleration correction value. The platform reads both the acceleration correction value and the verification code simultaneously. The platform determines the validity of the read acceleration correction value by: S11. The platform determines whether the read acceleration correction value is NULL. If it is not NULL, proceed to S12. S12. Based on the set algorithm, calculate the corresponding check code for the read acceleration correction value. If the calculation result is equal to the read check code, then the read acceleration correction value is determined to be valid.

4. The processing unit, as described in claim 1, for the single-axis accelerometer dynamic calibration method, is characterized in that... S35 also includes: updated acceleration correction values. Generate the corresponding checksum; update the acceleration correction value. The corresponding checksum is written into the platform's NOVRAM.

5. The single-axis accelerometer dynamic calibration method as described in claim 1, characterized in that, The speed sensor measures the speed to determine whether the train is stopped or at a constant speed; based on the collected train traction and braking information, it determines whether the train is coasting.

6. The single-axis accelerometer dynamic calibration method as described in claim 5, characterized in that, In S4, the corrected train acceleration value is denoted as , ;in, This is the measurement value of the single-axis accelerometer at the current moment. ; To correct the train acceleration value At that time, the gradient information of the train's location.

7. The single-axis accelerometer dynamic calibration method as described in claim 1, characterized in that, The train obtains gradient information through its transponder.

8. The single-axis accelerometer dynamic calibration method as described in claim 1, characterized in that, The train obtains gradient information through a wireless communication base station beside the track.

9. The single-axis accelerometer dynamic calibration method as described in claim 6, characterized in that, Step S4 also includes: eliminating by filtering. Noise in the middle.

10. A dynamic calibration system for a single-axis accelerometer, characterized in that, include: Onboard equipment and trackside equipment; The on-board equipment includes an on-board safety platform, a single-axis accelerometer, and a speed sensor; the trackside equipment includes a transponder and a wireless communication base station. The vehicle-mounted safety platform includes a processing unit and NOVRAM; The NOVRAM is used to store acceleration correction values; The processing unit is signal-connected to the single-axis accelerometer and speed sensor, and wirelessly connected to the transponder and wireless communication base station to obtain slope information sent by the transponder and wireless communication base station. The processing unit is used to implement the single-axis accelerometer dynamic calibration method as described in any one of claims 1 to 9.

11. The single-axis accelerometer dynamic calibration system as described in claim 10, characterized in that, The vehicle-mounted equipment also includes: a transponder antenna and a wireless communication antenna; the transponder antenna is used to realize wireless communication between the processing unit and the transponder; the wireless communication antenna is used to realize wireless communication between the processing unit and the wireless communication base station.

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