Rail transit train speed identification method and device

Abstract

The invention provides a rail transit train speed identification method and device, and belongs to the field of rail transit, and the method comprises the steps: obtaining the sleeper spacing of a rail transit train; in the process that the rail transit train passes through the reference sleeper, any wheel pair of a section of train body in the same direction as the train speed is selected as a reference wheel pair, the moment when the reference wheel pair passes through the reference sleeper is recorded, and the moment is the reference moment; calculating the speed value of the vehicle body based on the distance between the reference wheel pair and the non-reference wheel pair, the sleeper spacing and the reference moment; and under the condition that the number of the calculated speed values of the train bodies meets a preset condition, filtering the calculated speed values of all the train bodies and a train speed value obtained by a preset measurement and calculation method, averaging the filtered speed values, and determining the average value as the rail transit train speed. No hardware is added, and the speed value calculation precision requirement is met.

Description

Technical Field

[0001] The present application belongs to the field of rail transit, and specifically relates to a method and device for identifying the speed of a rail transit train. Background Art

[0002] During the operation of rail transit trains, the real and accurate speed plays a very critical role in the electric transmission control, parking and docking of trains. At present, the acquisition of the real speed usually relies on the speed sensor of the wheelset or motor, speed radar, GPS or Beidou navigation and other equipment. The speed sensor of the wheelset or motor can obtain the angular velocity of the motor and wheelset in real time, and then convert it into linear velocity. However, considering that the movement of the train wheelset is not pure rolling, but in the form of rolling and sliding, especially when the friction coefficient of the wheel-rail interface is lower than the adhesion requirement of the wheel-rail, the wheelset will frequently slip or idle, which will cause the speed calculated by the speed sensor of the wheelset or motor to deviate greatly from the real speed. For high-power electric locomotives with high adhesion requirements, if synchronous idling or synchronous slip occurs, the speed calculated by the speed sensor will be seriously too large or too small. Radar speed measurement technology is relatively mature, but there are problems such as large errors and inaccurate data at low speeds. It is also relatively expensive, and most rail transit trains are not equipped with radar speed measurement equipment. GPS and Beidou navigation speed measurement technology is mature, but rail transit trains need to run in long tunnels frequently, which will result in the satellite star signal not being transmitted in time, and thus the speed cannot be accurately measured. With the popularization of permanent magnet direct drive systems, the technical trend of rail transit train traction systems will be to eliminate speed sensors and permanent magnet motor position sensors and use electrical signals to estimate speed, but these estimated speed signals also have the characteristics of large errors and weak anti-interference ability. Summary of the invention

[0003] Based on the above technical problems, the present application proposes a method and device for identifying the speed of a rail transit train.

[0004] In a first aspect, the present application proposes a method for identifying the speed of a rail transit train, comprising:

[0005] Get the sleeper spacing of rail transit trains;

[0006] When a rail transit train passes through a reference sleeper, any wheelset of a car body in the same direction as the train speed is selected as a reference wheelset, and the time when the reference wheelset passes through the reference sleeper is recorded, and the time is the reference time;

[0007] Calculating the speed value of the vehicle body based on the distance between the reference wheelset and the non-reference wheelset, the sleeper spacing and the reference time;

[0008] When the number of calculated vehicle body speed values ​​meets the preset conditions, the calculated speed values ​​of all vehicle bodies are filtered with the train speed values ​​obtained by the preset measurement method, the filtered speed values ​​are averaged, and the average is determined as the rail transit train speed.

[0009] The calculating of the speed value of the vehicle body based on the distance between the reference wheelset and the non-reference wheelset, the sleeper spacing and the reference time comprises:

[0010] Extracting the distance between the reference wheelset and each non-reference wheelset;

[0011] Performing a modulo operation on each of the distances and the sleeper spacing to obtain a distance remainder of each non-reference wheelset;

[0012] Obtaining the passing time of each non-reference wheelset passing the reference sleeper respectively, and performing difference calculation between each passing time and the reference time respectively to obtain a time difference;

[0013] A vehicle body speed value is obtained based on the distance remainder of each non-reference wheelset and the corresponding time difference.

[0014] The front wheel pair of a car body in the same direction as the train speed is selected as the reference wheel pair, and when the rail transit train includes four wheel pairs, each of the distances is modulo-operated with the sleeper spacing of the rail transit train to obtain the distance remainder of the corresponding wheel pair, using the following calculation formula:

[0015]

[0016] Among them, x 12 is the distance remainder of the second non-reference wheelset, x 13 is the distance remainder of the third non-reference wheelset, x 14 is the distance remainder of the fourth non-reference wheelset, L is the sleeper spacing of the rail transit train, L1 is the distance between the front wheelset and the second wheelset, L2 is the distance between the front wheelset and the third wheelset, L3 is the distance between the front wheelset and the fourth wheelset, and mod is the modulo operator.

[0017] The front wheel pair of a car body in the same direction as the train speed is selected as the reference wheel pair, and when the rail transit train includes six wheel pairs, each of the distances is modulo-operated with the sleeper spacing of the rail transit train to obtain the distance remainder of the corresponding wheel pair, using the following calculation formula:

[0018]

[0019] Among them, x 12 is the distance remainder of the second non-reference wheelset, x 13is the distance remainder of the third non-reference wheelset, x 14 is the distance remainder of the fourth non-reference wheelset, x 15 is the distance remainder of the fifth non-reference wheelset, x 16 is the distance remainder of the sixth non-reference wheelset, L is the sleeper spacing of the rail transit train, L1 is the distance between the front wheelset and the second wheelset, L2 is the distance between the front wheelset and the third wheelset, L3 is the distance between the front wheelset and the fourth wheelset, L4 is the distance between the front wheelset and the fifth wheelset, L5 is the distance between the front wheelset and the sixth wheelset, and mod is the modulo operator.

[0020] The sleeper spacing of the rail transit train is greater than the maximum value of the distance remainders of each non-reference wheelset.

[0021] The quantitative calculation formula of the speed value of the vehicle body is as follows:

[0022] C=n(N-1)!

[0023] Wherein, C is the number of speed values ​​calculated in one calculation cycle, N is the number of wheel pairs of a vehicle body, and n is the number of train sets in rail transit.

[0024] The preset calculation method includes: a method of obtaining the train speed value through a speed sensor of a wheelset or a motor, a speed measuring radar, GPS or Beidou navigation.

[0025] In a second aspect, the present application proposes a device for identifying the speed of a rail transit train, comprising:

[0026] A spacing acquisition module is used to obtain the sleeper spacing of a rail transit train;

[0027] The reference wheelset recording module is used to select any wheelset of a car body in the same direction as the train speed as a reference wheelset when the rail transit train passes through the reference sleeper, and record the time when the reference wheelset passes through the reference sleeper, which is the reference time;

[0028] A speed value calculation module, used for calculating the speed value of the vehicle body based on the distance between the reference wheelset and the non-reference wheelset, the sleeper spacing and the reference time;

[0029] The speed output module is used to filter all the speed values ​​of the non-reference wheelset calculated and the train speed value obtained by the preset measurement method when the number of speed values ​​of the non-reference wheelset calculated meets the preset conditions, calculate the speed average of the filtered speeds, and determine the speed average as the rail transit train speed.

[0030] In a third aspect, the present application proposes a computer program product, comprising: a computer program / instructions, which, when executed by a processor, implement the steps of the method for identifying the speed of a rail transit train.

[0031] In a fourth aspect, the present application proposes an electronic device, comprising: one or more processors, and a memory, wherein the memory stores instructions, and when the instructions are executed by the one or more processors, the one or more processors execute the method for identifying the speed of a rail transit train.

[0032] In a fifth aspect, the present application proposes a computer-readable storage medium storing executable instructions, which, when executed, enable a processor to execute the method for identifying the speed of a rail transit train.

[0033] Beneficial effects:

[0034] The present application proposes a method and device for identifying the speed of a rail transit train, which uses the distance between a reference wheelset and other wheelsets, the sleeper spacing of a rail transit train, and a reference time to calculate the speed value corresponding to each wheelset, and uses the average of multiple speeds as the final rail transit train speed. The present application uses the distance and wheelbase between two adjacent wheelsets as fixed parameters and the characteristics that are not divisible by the sleeper spacing, and calculates the speed of the train by the time difference when the train passes through the sleeper spacing. The method is simple and reliable, and the amount of calculation is small. The present application can accurately calculate the speed of the train by relying on software algorithms without adding hardware, and is not restricted by the environment, time, and space. It can provide accurate reference speeds for the electric transmission systems and controls of locomotive, dynamic, and urban trains. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 A flow chart of a method for identifying the speed of a rail transit train according to an embodiment of the present application;

[0036] Figure 2 A flow chart of calculating the speed value of a non-reference wheelset according to an embodiment of the present application;

[0037] Figure 3 A schematic diagram of a four-wheel-pair rail transit train in an embodiment of the present application, in which the front wheels are used as a reference wheelset;

[0038] Figure 4 This is a schematic diagram of a four-wheel-pair rail transit train in an embodiment of the present application, with axle 2 being used as a reference wheelset;

[0039] Figure 5 This is a schematic diagram of a four-wheel-pair rail transit train in an embodiment of the present application, with axle 3 being used as a reference wheelset;

[0040] Figure 6 This is a principle block diagram of a device for identifying the speed of a rail transit train according to an embodiment of the present application;

[0041] Figure 7 It is a time domain diagram of the measured axle box vibration signal of the embodiment of the present application;

[0042] Figure 8 This is a frequency domain diagram of the measured axle box vibration signal of an embodiment of the present application;

[0043] Fig. 9 This is a flow chart of obtaining the sleeper spacing of a rail transit train according to an embodiment of the present application. DETAILED DESCRIPTION

[0044] The present disclosure is further described below in conjunction with the embodiments shown in the accompanying drawings.

[0045] During the operation of rail transit trains, the real and accurate speed plays a very critical role in the electric transmission control, parking and docking of trains. At present, the acquisition of the real speed usually relies on the speed sensor of the wheelset or motor, speed radar, GPS or Beidou navigation and other equipment. The speed sensor of the wheelset or motor can obtain the angular velocity of the motor and wheelset in real time, and then convert it into linear velocity. However, considering that the movement of the train wheelset is not pure rolling, but in the form of rolling and sliding, especially when the friction coefficient of the wheel-rail interface is lower than the adhesion requirement of the wheel-rail, the wheelset will frequently slip or idle, which will cause the speed calculated by the speed sensor of the wheelset or motor to deviate greatly from the real speed. For high-power electric locomotives with high adhesion requirements, if synchronous idling or synchronous slip occurs, the speed calculated by the speed sensor will be seriously too large or too small. Radar speed measurement technology is relatively mature, but there are problems such as large errors and inaccurate data at low speeds. It is also relatively expensive, and most rail transit trains are not equipped with radar speed measurement equipment. GPS and Beidou navigation speed measurement technology is mature, but rail transit trains need to run in long tunnels frequently, which will result in the satellite star signal not being transmitted in time, and thus the speed cannot be accurately measured. With the popularization of permanent magnet direct drive systems, the technical trend of rail transit train traction systems will be to eliminate speed sensors and permanent magnet motor position sensors and use electrical signals to estimate speed, but these estimated speed signals also have the characteristics of large errors and weak anti-interference ability.

[0046] At present, the sleeper spacing of my country's high-speed railways is fixed. For example, the sleeper spacing of CRTS I, II and III slab ballastless tracks is 629mm, 650mm and 630mm respectively. For conventional railways, sleepers with different densities need to be laid according to the characteristics of the line. Usually, the sleeper spacing of seamless lines is usually 600mm, 568.2mm, 543.5mm and 520.8mm. The spacing of concrete sleepers and wooden sleepers on ordinary lines is related to the type, length and line characteristics of the rails. For example, the spacing of wooden sleepers is usually 440, 594 and 640mm. For concrete sleepers, the length of the rail is 60kg / m. When the rail type is 60kg / m and the rail length is 25m, the sleeper spacing is 630mm, 598mm, 570mm and 544mm. It should be noted that the change in the sleeper spacing is not random, but a long continuous line. For high-speed lines, most of them use one track structure for the entire conventional speed line. For example, the Harbin-Dalian Passenger Dedicated Line uses CRTS I type slab ballastless track.

[0047] At the same time, with the development of rail transit trains, higher requirements are put forward for the safety, reliability and intelligence of trains. Axle box vibration signal monitoring has almost become a standard feature of most rail transit trains, especially for mass-produced high-speed EMUs and locomotives. At present, after the axle box vibration signal is processed, it is mostly used for monitoring or early warning of train dynamic indicators, bearing failures, wheelset out of roundness or polygons, etc. As an indispensable support for the line, the vibration frequency of the sleepers and wheelsets will be reflected in the axle box vibration signal when the train passes, thereby realizing accurate prediction of the train speed.

[0048] Based on the above actual situation, it can be known that in the prior art, the sleeper spacing is data that is easy to obtain, which provides a prerequisite for the identification method of the present application. Even if the sleeper spacing of a certain section of railway is unknown, the sleeper spacing can be further obtained by obtaining the axle box vibration signal, so as to realize a method and device for identifying the speed of a rail transit train proposed in the present application.

[0049] Embodiment 1:

[0050] This embodiment proposes a method for identifying the speed of a rail transit train, such as Figure 1 As shown, including:

[0051] Step S1: obtaining the sleeper spacing of a rail transit train;

[0052] The process of obtaining the sleeper spacing includes: manually inputting the known sleeper spacing, and obtaining the sleeper spacing through the axle box vibration signal. The train axle box vibration signal directly reflects the vibration characteristics between the wheel and the rail. For high-speed lines, the vibration of the track plate, sleeper and rail joint will be obviously reflected in the axle box vibration signal. For example, extract the measured axle box vibration acceleration of the EMU when it runs at 200km / h on the Harbin-Dalian Passenger Dedicated Line in summer, such as Figure 7 As shown in Figure 8 As shown, from the time domain, it can be seen that the vertical acceleration of the axle box presents harmonic characteristics with a period of about 11ms, which corresponds to 88Hz in the frequency domain. The excitation wavelength can be calculated to be 0.629m, which is consistent with the sleeper spacing of the CRTSI track plate used in the Harbin-Dalian Passenger Dedicated Line. Especially in winter, the stiffness of the entire track will increase significantly, which will cause the feedback of the sleeper vibration on the axle box to be more obvious. For conventional lines, due to the low running speed of the train, the impact frequency of the sleepers is usually low, but whether before or after the wheel is turned, the vibration signal of the axle box is clearly reflected. Therefore, combined with the train speed, the current sleeper spacing can be determined by analyzing the impact frequency and wavelength of the track plate and sleepers contained in the axle box vibration signal. The process is as follows: Fig. 9 As shown, the first step is to collect the vibration signal of the axle box and perform time-frequency analysis and processing of the vibration signal. Combined with the current train speed (the current train speed is the train speed obtained by other methods), the vibration frequency and wavelength of the track plate and the sleeper are obtained, and the sleeper spacing information is obtained based on this wavelength. It should be noted that the sleeper spacing information can be obtained only through the impact and wavelength of the track plate and the sleeper. Using the vibration data of the track plate and the sleeper at the same time can increase the reliability of the data.

[0053] Step S2: When the rail transit train passes through the reference sleeper, any wheelset of a car body in the same direction as the train speed is selected as a reference wheelset, and the time when the reference wheelset passes through the reference sleeper is recorded, and the time is the reference time;

[0054] Step S3: calculating the speed value of the vehicle body based on the distance between the reference wheelset and the non-reference wheelset, the sleeper spacing and the reference time;

[0055] Step S4: When the number of calculated vehicle body speed values ​​meets the preset conditions, the calculated speed values ​​of all vehicle bodies and the train speed values ​​obtained by the preset measurement method are filtered, the filtered speed values ​​are averaged, and the average is determined as the rail transit train speed.

[0056] In step S3, the speed value of the vehicle body is calculated based on the distance between the reference wheelset and the non-reference wheelset, the sleeper spacing and the reference time, such as Figure 2 As shown, including:

[0057] Step S3.1: extracting the distance between the reference wheelset and each non-reference wheelset;

[0058] Step S3.2: performing a modulo operation on each of the distances and the sleeper spacing to obtain a distance remainder of each non-reference wheelset;

[0059] Step S3.3: respectively obtaining the passing time of each non-reference wheelset passing through the reference sleeper, and respectively performing a difference operation between each passing time and the reference time to obtain a time difference;

[0060] Step S3.4: Obtain a vehicle body speed value based on the distance remainder of each non-reference wheelset and the corresponding time difference.

[0061] In order to illustrate the detailed process of calculating the speed value of the non-reference wheelset, two examples are listed in this embodiment:

[0062] Example 1:

[0063] The rail transit train includes four wheelsets, which are respectively denoted as axle 1, axle 2, axle 3, and axle 4. Any wheelset of a car body in the same direction as the train speed is selected as a reference wheelset, such as Figure 3 As shown;

[0064] (1) calculating the distance between the reference wheelset and each non-reference wheelset respectively;

[0065] from Figure 3 It can be seen that L1 is the distance between the front wheel pair and the second wheel pair, L2 is the distance between the front wheel pair and the third wheel pair, L3 is the distance between the front wheel pair and the fourth wheel pair, L4 is the distance between the front wheel pair and the fifth wheel pair, and L5 is the distance between the front wheel pair and the sixth wheel pair.

[0066] (2) performing a modulo operation on each of the distances and the sleeper spacing to obtain a distance remainder of each non-reference wheelset;

[0067] Any wheelset of a car body in the same direction as the train speed is selected as a reference wheelset, and when the rail transit train includes four wheelsets, each of the distances is modulo-operated with the sleeper spacing of the rail transit train to obtain the distance remainder of the corresponding wheelset, using the following calculation formula:

[0068]

[0069] Among them, x 12 is the distance remainder of the second non-reference wheelset, i.e. the distance remainder of axis 2, x 13 is the distance remainder of the third non-reference wheelset, i.e. the distance remainder of axis 3, x 14is the distance remainder of the fourth non-reference wheelset, that is, the distance remainder of axis 4, L is the sleeper spacing of the rail transit train, L1 is the distance between the front wheelset and the second wheelset, L2 is the distance between the front wheelset and the third wheelset, L3 is the distance between the front wheelset and the fourth wheelset, L4 is the distance between the front wheelset and the fifth wheelset, L5 is the distance between the front wheelset and the sixth wheelset, mod is the modulo operator, the first wheelset is the front wheelset, the second wheelset, the third wheelset and the fourth wheelset are all rear wheels, and mod is the modulo operator.

[0070] From the above formula, it can be seen that the sleeper spacing of the rail transit train is greater than the maximum value of the distance remainders of each non-reference wheel pair, that is, L>max(x 12 ,x 13 ,x 14 ).

[0071] (3) respectively obtaining the passing time of each non-reference wheelset passing through the reference rail sleeper, and respectively performing a difference operation between each passing time and the reference time to obtain a time difference;

[0072] The time for axis 2, axis 3 and axis 4 to pass through the sleeper is t 12 ,t 13 and t 14 , then the time difference of each non-reference wheelset is: t 11 -t 12 ,t 11 -t 13 ,t 11 -t 14 .

[0073] (4) A vehicle body speed value is obtained based on the distance remainder of each non-reference wheelset and its corresponding time difference, and the calculation formula is as follows:

[0074]

[0075] Among them, v 12 is the speed value of the second non-reference wheelset, that is, the speed value of axis 2, v 13 is the speed of the third non-reference wheelset, i.e. the speed of axis 3, v 14 is the speed value of the fourth non-reference wheelset, that is, the speed value of shaft 4.

[0076] Similarly, from steps (1) to (4), when the 2nd axle is the reference wheelset, the recorded time is t 21 ,like Figure 4 As shown, calculate x 23 and x 24 As follows:

[0077]

[0078] Among them, x23 is the distance remainder of axis 3 when axis 2 is the reference wheelset, x 24 is the distance remainder of axis 4 when axis 2 is the reference wheelset.

[0079] When axis 2 receives the sleeper vibration signal at the next time point, axis 3 and axis 4 will receive the sleeper vibration signal before axis 2, which is recorded as time t 23 and t 24 , then the train speed is calculated as:

[0080]

[0081] Among them, v 23 is the speed value of axis 3 when axis 2 is the reference wheelset, v 24 is the speed value of axis 4 when axis 2 is the reference wheelset, t 22 is the time when axle 2 passes through the reference sleeper when axle 2 is the reference wheelset, recorded as the reference time. When axle 2 is the reference wheelset, the times when axles 3 and 4 pass through the sleepers are t 23 ,t 24 , the time difference of each non-reference wheelset is t 22 -t 23 ,t 22 -t 24 .

[0082] Similarly, if Figure 5 As shown in the figure, when axis 3 is the reference axis, the time for recording the vibration signals of axis 3 and axis 4 is t 33 and t 34 , then the train speed is calculated as:

[0083] v 34 =x 34 / (t 33 -t 34 )

[0084] Among them, v 34 is the speed value of axis 4 when axis 3 is the reference axis, x 34 is the distance remainder of axis 4 when axis 3 is the reference axis, t 33 is the time when axis 2 passes through the reference rail sleeper when axis 3 is the reference axis, recorded as the reference time, t 34 is the time when axis 4 passes through the reference rail sleeper when axis 3 is the reference axis, t 33 -t 34 is the time difference of the reference wheelset.

[0085] From the above example, it can be seen that when the rail transit train includes four wheel pairs, six speed values ​​can be calculated in one calculation cycle, so the number of speed values ​​of the vehicle body satisfies the following calculation formula:

[0086] C=n(N-1)!

[0087] Wherein, C is the number of speed values ​​calculated in one calculation cycle, n is the number of wheel pairs of a vehicle body, and n is the number of train sets in a rail transit train.

[0088] In this embodiment, when the number of calculated speed values ​​of non-reference wheelsets meets the preset condition, for example, the preset condition is 120, if the number of calculated speed values ​​of non-reference wheelsets meets the preset condition, there is no need to calculate the speed values ​​of non-reference wheelsets of other vehicle bodies, and all the speed values ​​of non-reference wheelsets calculated are filtered with the train speed values ​​obtained by the preset measurement method, and the speed average is calculated for the filtered speeds, and the speed average is determined as the rail transit train speed. The preset measurement method includes: a method for obtaining the train speed value through a speed sensor of a wheelset or a motor, a speed radar, a GPS or a Beidou navigation;

[0089] When the number of calculated speed values ​​of the non-reference wheelset does not meet the preset condition, it is necessary to continue to calculate the speed values ​​of the non-reference wheelset of other vehicle bodies until the accuracy requirement is met.

[0090] Example 2:

[0091] In this example, the rail transit train may also include six wheel sets. The detailed process is described as follows:

[0092] The six wheelsets are respectively recorded as axle 1, axle 2, axle 3, axle 4, axle 5, and axle 6, wherein axle 1 is a reference wheelset, and any wheelset of a car body in the same direction as the train speed is selected as the reference wheelset. In the case where the rail transit train includes six wheelsets, each of the distances is modulo-operated with the sleeper spacing of the rail transit train to obtain the distance remainder of the corresponding wheelset, and the following calculation formula is used:

[0093]

[0094] Among them, x 12 is the distance remainder of the second non-reference wheelset, i.e. the distance remainder of axis 2, x 13 is the distance remainder of the third non-reference wheelset, i.e. the distance remainder of axis 3, x 14 is the distance remainder of the fourth non-reference wheelset, i.e. the distance remainder of axis 4, x 15 is the distance remainder of the fifth non-reference wheelset, i.e. the distance remainder of axis 5, x 16is the distance remainder of the sixth non-reference wheelset, that is, the distance remainder of axis 6, L is the sleeper spacing of the rail transit train, L1 is the distance between the front wheelset and the second wheelset, L2 is the distance between the front wheelset and the third wheelset, L3 is the distance between the front wheelset and the fourth wheelset, L4 is the distance between the front wheelset and the fifth wheelset, L5 is the distance between the front wheelset and the sixth wheelset, and mod is the modulo operator.

[0095] Based on the above distance remainder, the corresponding speed value can be calculated, and the reference wheel pair can be replaced in turn to calculate other speed values ​​accordingly. Since other processes are the same as Example 2, they will not be repeated in this embodiment.

[0096] The present embodiment proposes a method for identifying the speed of a rail transit train, comprising: first, obtaining the sleeper spacing of the rail transit train; second, in the process of the rail transit train passing through the reference sleeper, selecting any wheelset of a car body in the same direction as the train speed as a reference wheelset, recording the time when the reference wheelset passes through the reference sleeper as a reference time, and calculating the speed value of the non-reference wheelset based on the distance between the reference wheelset and the non-reference wheelset, the sleeper spacing and the reference time, wherein the distance between the reference wheelset and the non-reference wheelset can be expressed as: a linear combination of the wheelbase of the train and the distance between the two adjacent non-reference wheelsets in the middle; finally, when the number of the calculated speed values ​​of the non-reference wheelset meets the preset conditions, filtering all the calculated speed values ​​of the non-reference wheelset and the train speed value obtained by the preset measurement method, calculating the speed average of the filtered speeds, and determining the speed average as the rail transit train speed. This embodiment utilizes the characteristics that the wheelbase of the train and the distance between the two adjacent non-reference wheelsets in the middle are fixed parameters and are not divisible by the sleeper spacing, and calculates the speed of the train by the time difference when the train passes through the sleeper spacing. The method is simple and reliable; the method of this embodiment can achieve accurate calculation of the train speed by relying on software algorithms without adding hardware, and can provide accurate reference vehicle speed for the electric transmission system and control of locomotive, dynamic and urban trains; and because the number of calculated speed values ​​can meet the preset conditions, the method of this embodiment meets the requirements for speed value calculation accuracy.

[0097] Embodiment 2:

[0098] This embodiment provides a device for identifying the speed of a rail transit train. Figure 6 As shown, it includes: a spacing acquisition module, a reference wheelset recording module, a speed value calculation module and a speed output module;

[0099] The spacing acquisition module, the reference wheelset recording module, the speed value calculation module and the speed output module are connected in sequence;

[0100] A spacing acquisition module is used to obtain the sleeper spacing of a rail transit train;

[0101] The reference wheelset recording module is used to select any wheelset of a car body in the same direction as the train speed as a reference wheelset when the rail transit train passes through the reference sleeper, and record the time when the reference wheelset passes through the reference sleeper, which is the reference time;

[0102] A speed value calculation module, used for calculating the speed value of the vehicle body based on the distance between the reference wheelset and the non-reference wheelset, the sleeper spacing and the reference time;

[0103] The speed output module is used to filter all the speed values ​​of the non-reference wheelset calculated and the train speed value obtained by the preset measurement method when the number of speed values ​​of the non-reference wheelset calculated meets the preset conditions, calculate the speed average of the filtered speeds, and determine the speed average as the rail transit train speed.

[0104] The speed value calculation module includes: a distance extraction unit, a distance remainder calculation unit, a time difference calculation unit, and a speed value calculation unit;

[0105] The distance extraction unit, the distance remainder calculation unit, the time difference calculation unit, and the speed value calculation unit are connected in sequence;

[0106] A distance extraction unit, used to extract the distance between the reference wheelset and each non-reference wheelset;

[0107] A distance remainder calculation unit, used for performing a modulo operation on each of the distances and the sleeper spacing to obtain a distance remainder of each non-reference wheelset;

[0108] A time difference calculation unit is used to respectively obtain the passing time of each non-reference wheelset passing the reference sleeper, and respectively perform a difference operation between each passing time and the reference time to obtain a time difference;

[0109] The speed value calculation unit is used to obtain a vehicle body speed value based on the distance remainder of each non-reference wheelset and the corresponding time difference.

[0110] The present embodiment proposes a device for identifying the speed of a rail transit train, which adopts a spacing acquisition module to obtain the sleeper spacing of the rail transit train; adopts a reference wheelset recording module to select any wheelset of a car body in the same direction as the train speed as a reference wheelset when the rail transit train passes through the reference sleeper, and records the time when the reference wheelset passes through the reference sleeper as the reference time; adopts a speed value calculation module to calculate the speed value of the non-reference wheelset based on the distance between the reference wheelset and the non-reference wheelset, the sleeper spacing and the reference time; adopts a speed output module to filter all the speed values ​​of the non-reference wheelset calculated and the train speed value obtained by a preset measurement method when the number of speed values ​​of the calculated non-reference wheelset meets a preset condition, calculate the speed average of the filtered speeds, and determine the speed average as the rail transit train speed. The device of this embodiment can accurately calculate the train speed by relying on software algorithms without adding hardware, and can provide accurate reference speeds for the electric transmission systems and controls of locomotive, dynamic and urban trains; and because the number of calculated speed values ​​can meet preset conditions, the method of this embodiment meets the requirements for speed value calculation accuracy.

[0111] Embodiment 3:

[0112] This embodiment proposes a computer program product, including: a computer program / instruction, which implements the steps of the method for identifying the speed of a rail transit train when the computer program / instruction is executed by a processor.

[0113] Embodiment 4:

[0114] This embodiment proposes an electronic device, including: one or more processors, and a memory, wherein the memory stores instructions, and when the instructions are executed by the one or more processors, the one or more processors execute the method for identifying the speed of a rail transit train.

[0115] The electronic device may be a mobile phone, a computer or a tablet computer, etc., including a memory and a processor, wherein a computer program is stored in the memory, and when the computer program is executed by the processor, the method for identifying the speed of a rail transit train as described in the embodiment is implemented. It is understood that the electronic device may also include an input / output (I / O) interface and a communication component.

[0116] The processor is used to execute all or part of the steps in the method for identifying the speed of a rail transit train as described in the above embodiment. The memory is used to store various types of data, which may include instructions of any application or method in the electronic device, as well as data related to the application.

[0117] The processor can be an application specific integrated circuit (ASIC), a digital signal processor (DSP), a programmable logic device (PLD), a field programmable gate array (FPGA), a controller, a microcontroller, a microprocessor or other electronic components, and is used to execute the method for identifying the speed of a rail transit train described in the above embodiment.

[0118] Embodiment 5:

[0119] This embodiment provides a computer-readable storage medium storing executable instructions, which, when executed, enable a processor to execute the method for identifying the speed of a rail transit train.

[0120] Each functional unit in each embodiment of the present invention may be integrated into a processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. If the functions are implemented in the form of software functional units and sold or used as independent products, they may be stored in a computer-readable storage medium.

[0121] Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes a number of instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the method for identifying the speed of a rail transit train described in each embodiment of the present application.

[0122] The aforementioned storage media include: flash memory, hard disk, multimedia card, card-type memory (for example, SD (Secure Digital Memory Card) or DX (Memory Data Register, MDR abbreviation, memory data register) memory, etc.), random access memory (RAM), static random access memory (SRAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), programmable read-only memory (PROM), magnetic memory, disk, CD, server, APP (Application, abbreviation of application software) application store, etc. Various media that can store program verification codes, on which computer programs are stored, and when the computer program is executed by the processor, the various steps of the above-mentioned method for identifying the speed of a rail transit train can be implemented.

[0123] The various embodiments in the present disclosure are described in a progressive manner, and the same or similar parts between the various embodiments can be referenced to each other, and each embodiment focuses on the differences from other embodiments.

[0124] The protection scope of the present disclosure is not limited to the above-mentioned embodiments. Obviously, those skilled in the art can make various changes and modifications to the present disclosure without departing from the scope and spirit of the present disclosure. If these changes and modifications fall within the scope of the claims of the present disclosure and their equivalents, the intention of the present disclosure also includes these changes and modifications.

Claims

1. A method for identifying the speed of a rail transit train, characterized in that: include: Get the sleeper spacing of rail transit trains; When a rail transit train passes through a reference sleeper, any wheelset of a car body in the same direction as the train speed is selected as a reference wheelset, and the time when the reference wheelset passes through the reference sleeper is recorded, and the time is the reference time; Calculating the speed value of the vehicle body based on the distance between the reference wheelset and the non-reference wheelset, the sleeper spacing and the reference time; When the number of calculated vehicle body speed values ​​meets the preset conditions, the calculated speed values ​​of all vehicle bodies are filtered with the train speed values ​​obtained by the preset measurement method, the filtered speed values ​​are averaged, and the average is determined as the rail transit train speed.

2. The method for identifying the speed of a rail transit train according to claim 1, characterized in that: The calculating of the speed value of the vehicle body based on the distance between the reference wheelset and the non-reference wheelset, the sleeper spacing and the reference time comprises: Extracting the distance between the reference wheelset and each non-reference wheelset; Performing a modulo operation on each of the distances and the sleeper spacing to obtain a distance remainder of each non-reference wheelset; Obtaining the passing time of each non-reference wheelset passing the reference sleeper respectively, and performing difference calculation between each passing time and the reference time respectively to obtain a time difference; A vehicle body speed value is obtained based on the distance remainder of each non-reference wheelset and the corresponding time difference.

3. The method for identifying the speed of a rail transit train according to claim 2, characterized in that: The front wheel pair of a car body in the same direction as the train speed is selected as the reference wheel pair, and when the rail transit train includes four wheel pairs, each of the distances is modulo-operated with the sleeper spacing of the rail transit train to obtain the distance remainder of the corresponding wheel pair, using the following calculation formula: Among them, x 12 is the distance remainder of the second non-reference wheelset, x 13 is the distance remainder of the third non-reference wheelset, x 14 is the distance remainder of the fourth non-reference wheelset, L is the sleeper spacing of the rail transit train, L1 is the distance between the front wheelset and the second wheelset, L2 is the distance between the front wheelset and the third wheelset, L3 is the distance between the front wheelset and the fourth wheelset, and mod is the modulo operator.

4. The method for identifying the speed of a rail transit train according to claim 2, characterized in that: The front wheel pair of a car body in the same direction as the train speed is selected as the reference wheel pair, and when the rail transit train includes six wheel pairs, each of the distances is modulo-operated with the sleeper spacing of the rail transit train to obtain the distance remainder of the corresponding wheel pair, using the following calculation formula: Among them, x 12 is the distance remainder of the second non-reference wheelset, x 13 is the distance remainder of the third non-reference wheelset, x 14 is the distance remainder of the fourth non-reference wheelset, x 15 is the distance remainder of the fifth non-reference wheelset, x 16 is the distance remainder of the sixth non-reference wheelset, L is the sleeper spacing of the rail transit train, L1 is the distance between the front wheelset and the second wheelset, L2 is the distance between the front wheelset and the third wheelset, L3 is the distance between the front wheelset and the fourth wheelset, L4 is the distance between the front wheelset and the fifth wheelset, L5 is the distance between the front wheelset and the sixth wheelset, and mod is the modulo operator.

5. The method for identifying the speed of a rail transit train according to claim 2, characterized in that: The sleeper spacing of the rail transit train is greater than the maximum value of the distance remainders of each non-reference wheelset.

6. The method for identifying the speed of a rail transit train according to claim 1, characterized in that: The quantitative calculation formula of the speed value of the vehicle body is as follows: C=n(N-1)! Wherein, C is the number of speed values ​​calculated in one calculation cycle, N is the number of wheel pairs of a vehicle body, and n is the number of train sets in rail transit.

7. The method for identifying the speed of a rail transit train according to claim 1, characterized in that: The preset calculation method includes: a method of obtaining the train speed value through a speed sensor of a wheelset or a motor, a speed measuring radar, GPS or Beidou navigation.

8. A device for identifying the speed of a rail transit train, characterized in that: include: A spacing acquisition module is used to obtain the sleeper spacing of a rail transit train; The reference wheelset recording module is used to select any wheelset of a car body in the same direction as the train speed as a reference wheelset when the rail transit train passes through the reference sleeper, and record the time when the reference wheelset passes through the reference sleeper, which is the reference time; A speed value calculation module, used for calculating the speed value of the vehicle body based on the distance between the reference wheelset and the non-reference wheelset, the sleeper spacing and the reference time; The speed output module is used to filter all the speed values ​​of the non-reference wheelset calculated and the train speed value obtained by the preset measurement method when the number of speed values ​​of the non-reference wheelset calculated meets the preset conditions, calculate the speed average of the filtered speeds, and determine the speed average as the rail transit train speed.

9. A computer program product, characterized in that It comprises a computer program / instruction, which, when executed by a processor, implements the steps of the method for identifying the speed of a rail transit train as described in any one of claims 1 to 7.

10. An electronic device, characterized in that: include: One or more processors, and a memory, wherein the memory stores instructions, and when the instructions are executed by the one or more processors, the one or more processors execute the method for identifying the speed of a rail transit train as described in any one of claims 1 to 7.

11. A computer-readable storage medium, characterized in that: It stores executable instructions, which, when executed, enable the processor to execute the method for identifying the speed of a rail transit train as described in any one of claims 1 to 7.

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