A suspension train sway assessment method and system

Abstract

The present invention discloses a suspension train sway assessment method and system, which relates to the technical field of train management. The present invention utilizes the operating parameters and operating state of the suspension train in a turning state to construct a dynamic model and calculate the sway degree value, which can effectively assess the sway degree of the suspension train in a turning state, further assist the cab / driver to control the suspension train, timely discover potential safety hazards, and provide strong guarantees for the comfort and safety of train operation; monitor the operating state of the suspension train in real time, accurately obtain the sway degree value, and feed it back to the cab, so that the driver can timely understand the movement of the suspension train in the turning state.

Description

Technical Field

[0001] The present invention relates to the technical field of train management, and in particular to a sway assessment method and system for a suspended train. Background Art

[0002] As urban traffic pressure continues to increase, traditional ground train systems can no longer meet people's growing needs. As a new type of transportation, suspended trains have received extensive attention and research in recent years due to their advantages such as high efficiency and energy saving. However, how to ensure the safe and stable operation of suspended trains under various working conditions still faces many challenges.

[0003] At present, the research on suspended trains is mainly focused on design and manufacturing, such as the design optimization of the train suspension system and the operation control strategy. However, how to monitor and evaluate the running status of the train in real time during the actual operation to ensure the safe, stable and comfortable operation of the train is still an urgent problem to be solved. When the suspended train enters a curve, due to the change in the tilt angle of the carriage, passengers and other items may be greatly affected, such as seasickness, weightlessness or overweight. These factors may have a certain impact on the passengers' comfort experience and may even endanger the safety of some passengers. Therefore, a shaking assessment method and system for suspended trains are needed to obtain the shaking assessment results and feed them back to the cab to effectively improve the comfort and safety of passengers. Summary of the invention

[0004] The object of the present invention is to provide a suspension train sway assessment method and system to improve the above technical problems. In order to achieve the above invention purpose, the embodiment of the present invention provides the following technical solutions: a suspension train sway assessment method, which includes: S1, obtaining the historical operation data of the suspension train under different working conditions; the historical operation data includes the travel speed, acceleration, angular velocity, inclination angle, passenger capacity, maximum radial force, turning arc length, turning angle, train parameters and track geometry parameters; the train parameters include slope and curve radius; the track geometry parameters include train length, train width, train height, and train wheelbase; S2, based on the historical operation data, construct a dynamic model corresponding to the suspension train and determine the corresponding operation coefficient; S3, obtain the operation status data of the suspension train currently in the turning scenario; the operation status data includes the travel speed, acceleration, angular velocity, inclination angle, passenger capacity, maximum radial force, turning arc length and turning angle of the suspension train currently in the turning scenario; S4, based on the operation status data, calculate the corresponding sway degree value; the formula of the sway degree value is: ;in, , , , , They represent acceleration coefficient, tilt angle coefficient, angular velocity coefficient, travel speed coefficient, and maximum radial force coefficient respectively. represents the acceleration of the suspended train currently in a turning situation, Indicates the inclination angle of the suspended train currently in a turning situation, represents the angular velocity of the suspended train currently in a turning situation, represents a natural constant, Indicates the maximum radial force of the suspended train currently in a turning situation, Indicates the speed of the suspended train currently in a turning situation. Indicates the turning arc length of the suspended train currently in a turning situation, Indicates the passenger capacity of the suspended train currently in a turning situation, Indicates the turning angle of the suspended train currently in a turning situation. Indicates the shaking degree value; S5. Determine the shaking degree value based on the shaking evaluation rule to obtain the corresponding shaking evaluation result; the shaking evaluation rule is: when the shaking degree value does not exceed the first threshold value, the corresponding shaking evaluation result is no feeling or slight shaking; when the shaking degree value is greater than the first threshold value and does not exceed the second threshold value, the corresponding shaking evaluation result is light shaking; when the shaking degree value is greater than the second threshold value and does not exceed the third threshold value, the corresponding shaking evaluation result is medium shaking; when the shaking degree value is greater than the third threshold value and does not exceed the fourth threshold value, the corresponding shaking evaluation result is strong shaking; when the shaking degree value is greater than the fourth threshold value and does not exceed the fifth threshold value, the corresponding shaking evaluation result is violent shaking.

[0005] The method of constructing a dynamic model corresponding to the suspended train based on historical operation data and determining the corresponding operation coefficient includes: S2-1, constructing the corresponding dynamic model using multi-dynamic software; S2-2, inputting the processed historical operation data into the dynamic model for simulation to obtain the corresponding simulation results; S2-3, determining the operation coefficient using a genetic algorithm based on the simulation results; wherein the operation coefficient includes an acceleration coefficient , Tilt Angle Coefficient , angular velocity coefficient , driving speed coefficient , Maximum radial force coefficient .

[0006] The method of determining the operating coefficient based on the simulation result by using a genetic algorithm includes: S2-3-1, calculating an error function based on the simulation result; S2-3-2, randomly generating a set of operating coefficients as a race; S2-3-3, calculating the fitness of each individual in the race based on the error function; S2-3-4, selecting individuals as excellent individuals based on the fitness; performing crossover and mutation on excellent individuals; S2-3-5, repeating S2-3-3 to S2-3-4 until a preset number of iterations is reached to obtain the operating coefficient.

[0007] The method of obtaining the running status data of the suspended train which is currently in a turning scenario comprises: S3-1, measuring the running speed, acceleration, angular velocity and inclination angle of the suspended train which is currently in a turning scenario by means of sensors and gyroscopes arranged on the top of the train; S3-2, obtaining the historical operation data of the suspended train; determining the passenger capacity in the current time period based on the current time period and the historical operation data; S3-3, determining the turning arc length and the turning angle by means of the track geometry parameters; S3-4, constructing a dynamic model of the suspended monorail train-track system and performing simulation analysis to obtain the maximum radial force.

[0008] A suspension train sway assessment system includes a suspension train operation data acquisition module, a suspension train operation coefficient determination module, a suspension train sway degree calculation module and a suspension train sway assessment result acquisition module; wherein: the suspension train operation data acquisition module is used to acquire historical operation data of the suspension train under different working conditions and operation status data of the suspension train currently in a turning scenario; the suspension train operation coefficient determination module is used to construct a corresponding dynamic model of the suspension train based on the historical operation data and determine the corresponding operation coefficient; the suspension train sway degree calculation module is used to calculate the corresponding sway degree value based on the operation status data; the suspension train sway assessment result acquisition module is used to judge the sway degree value based on the sway assessment rule and obtain the corresponding sway assessment result.

[0009] The sway assessment system further comprises a display module, which is used for feeding back the sway degree value and the sway assessment result to the cab and displaying them on the instrument panel.

[0010] The beneficial effects of the present invention are as follows: the method uses the operating parameters and operating status of the suspension train in a turning state to construct a dynamic model and calculate the shaking degree value, which can effectively evaluate the shaking degree of the suspension train in a turning state, further assist the cab / driver to control the suspension train, and timely discover potential safety hazards, providing strong guarantees for the comfort and safety of train operation. The system monitors the operating status of the suspension train in real time, accurately obtains the shaking degree value, and feeds it back to the cab, so that the driver can timely understand the movement of the suspension train in the turning state, improving the safety and comfort of the train. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments are briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without creative work.

[0012] Figure 1 4 is a flow chart of a method in an embodiment of the present invention.

[0013] Figure 2 4 is a system diagram in an embodiment of the present invention. DETAILED DESCRIPTION

[0014] The technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. The components of the embodiments of the present invention generally described and shown in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the claimed invention, but merely represents the selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without making creative work belong to the scope of protection of the present invention.

[0015] See also Figure 1 The present embodiment provides a suspension train sway assessment method, which includes: S1, obtaining historical operation data of the suspension train under different working conditions; the historical operation data includes running speed, acceleration, angular velocity, inclination angle, passenger capacity, maximum radial force, turning arc length, turning angle, train parameters and track geometry parameters; the train parameters include slope and curve radius; the track geometry parameters include train length, train width, train height and train wheelbase. The historical operation data needs to be preprocessed; the preprocessing includes but is not limited to data cleaning, anomaly detection, denoising and normalization.

[0016] S2. Based on the historical operation data, a dynamic model corresponding to the suspended train is constructed to determine the corresponding operation coefficient.

[0017] The S2 includes: S2-1, using multi-kinetic software to construct the corresponding kinetic model; wherein the basic formula of the kinetic model is: ;in, represents the external force vector of the suspended train when turning, represents the state vector of the suspended train when turning, including historical operation data, , Represent the state vector The first and second derivatives of represents the mass matrix of the suspended train when turning, represents the damping matrix of the suspended train when turning, Represents the stiffness matrix of the suspended train when turning.

[0018] The kinetic model may also use other formulas. Since this part is selected from the corresponding existing technical means, no further elaboration will be given.

[0019] S2-2, the historical operation data are processed and inputted into the dynamic model for simulation to obtain corresponding simulation results.

[0020] S2-3. Based on the simulation results, determine the operating coefficient using a genetic algorithm.

[0021] The specific steps corresponding to S2-3 are as follows: S2-3-1. Calculate the error function based on the simulation results; the error function uses the mean absolute error function.

[0022] S2-3-2. Randomly generate a set of operating coefficients and use them as races.

[0023] S2-3-3. Based on the error function, calculate the fitness of each individual in the race. The fitness formula is: ;in, represents the error function, Indicates fitness.

[0024] S2-3-4. Based on the fitness, select individuals as excellent individuals; perform crossover and mutation on the excellent individuals.

[0025] S2-3-5. Repeat S2-3-3 to S2-3-4 until a preset number of iterations is reached to obtain the operating coefficient.

[0026] Wherein, the operating coefficient includes the acceleration coefficient , Tilt Angle Coefficient , angular velocity coefficient , driving speed coefficient , Maximum radial force coefficient .

[0027] S3, obtaining the running status data of the suspension train currently in the turning scenario. The running status data includes the running speed, acceleration, angular velocity, inclination angle, passenger capacity, maximum radial force, turning arc length and turning angle of the suspension train currently in the turning scenario.

[0028] The method of obtaining the running status data of the suspended train currently in a turning scenario includes: S3-1, measuring the running speed, acceleration, angular velocity, and tilt angle of the suspended train currently in a turning scenario by means of sensors and gyroscopes arranged on the top of the train.

[0029] S3-2, obtain the historical operation data of the suspended train; determine the passenger capacity of the current time period based on the current time period and the historical operation data, the corresponding specific process is: match the timestamp of the current time period with the timestamp corresponding to the historical operation data, and obtain the same time period corresponding to multiple different dates; process the passenger capacities corresponding to multiple same time periods; consider the arrangements of rush hour and holidays, and use weighted average to process multiple passenger capacities to obtain the passenger capacity of the current time period. Among them, the historical operation data is the passenger capacity of the suspended train in different time periods and its corresponding timestamp.

[0030] S3-3. Determine the turning arc length and the turning angle through the track geometry parameters.

[0031] S3-4. Construct a dynamic model of the suspended monorail train-track system and perform simulation analysis to obtain the maximum radial force.

[0032] S4. Calculate the corresponding shaking degree value based on the running status data; the formula of the shaking degree value is: ;in, , , , , They represent acceleration coefficient, tilt angle coefficient, angular velocity coefficient, travel speed coefficient, and maximum radial force coefficient respectively. represents the acceleration of the suspended train currently in a turning situation, Indicates the inclination angle of the suspended train currently in a turning situation, represents the angular velocity of the suspended train currently in a turning situation, represents a natural constant, Indicates the maximum radial force of the suspended train currently in a turning situation, Indicates the speed of the suspended train currently in a turning situation. Indicates the turning arc length of the suspended train currently in a turning situation, Indicates the passenger capacity of the suspended train currently in a turning situation, Indicates the turning angle of the suspended train currently in a turning situation. Indicates the shaking degree value.

[0033] S5. Determine the shaking degree value based on the shaking assessment rule and obtain a corresponding shaking assessment result.

[0034] The shaking evaluation rule is: when the shaking degree value does not exceed the first threshold value, the corresponding shaking evaluation result is no feeling or slight shaking; when the shaking degree value is greater than the first threshold value and does not exceed the second threshold value, the corresponding shaking evaluation result is light shaking; when the shaking degree value is greater than the second threshold value and does not exceed the third threshold value, the corresponding shaking evaluation result is medium shaking; when the shaking degree value is greater than the third threshold value and does not exceed the fourth threshold value, the corresponding shaking evaluation result is strong shaking; when the shaking degree value is greater than the fourth threshold value and does not exceed the fifth threshold value, the corresponding shaking evaluation result is violent shaking. Among them, the first to fifth threshold values ​​are formulated according to actual needs, and the sizes of the first to fifth threshold values ​​in different environments and different weather are different.

[0035] In addition, the method also includes: S6, transmitting the shaking assessment results and shaking assessment values ​​to the cab; wherein, different levels of shaking assessment results are displayed in different colors, so that the driver can perceive the shaking degree of the train in the turning situation at the first time, and adjust the train speed or reduce the fuel according to experience and regulations.

[0036] This method uses the operating parameters and operating status of the suspended train in a turning state to construct a dynamic model and calculate the shaking degree value, which can effectively evaluate the shaking degree of the suspended train in a turning state, further assist the cab / driver to control the suspended train, and timely discover potential safety hazards, providing strong protection for the comfort and safety of train operation.

[0037] like Figure 2As shown, a suspension train sway assessment system includes a suspension train operation data acquisition module, a suspension train operation coefficient determination module, a suspension train sway degree calculation module and a suspension train sway assessment result acquisition module; wherein the suspension train operation data acquisition module is used to acquire the historical operation data of the suspension train under different working conditions and the operation status data of the suspension train currently in a turning scenario; the suspension train operation coefficient determination module is used to construct a corresponding dynamic model of the suspension train based on the historical operation data and determine the corresponding operation coefficient; the suspension train sway degree calculation module is used to calculate the corresponding sway degree value based on the operation status data; the suspension train sway assessment result acquisition module is used to judge the sway degree value based on the sway assessment rule and obtain the corresponding sway assessment result; the sway assessment system also includes a display module, which is used to feed back the sway degree value and the sway assessment result to the cab and display them on the dashboard.

[0038] The system monitors the running status of the suspended train in real time, accurately obtains the shaking degree value, and feeds back to the cab, so that the driver can timely understand the movement of the suspended train in the turning state, thereby improving the safety and comfort of the train.

[0039] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed by the present invention, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A method for evaluating the sway of a suspended train, characterized in that: include: S1. Obtain historical operation data of the suspended train under different working conditions; The historical operation data includes running speed, acceleration, angular velocity, inclination angle, passenger capacity, maximum radial force, turning arc length, turning angle, train parameters and track geometry parameters; the train parameters include slope and curve radius; the track geometry parameters include train length, train width, train height and train wheelbase; S2. Based on historical operation data, a dynamic model corresponding to the suspended train is constructed to determine the corresponding operation coefficient; S3, obtaining the running status data of the suspended train currently in the turning scenario; The running status data includes the running speed, acceleration, angular velocity, inclination angle, passenger capacity, maximum radial force, turning arc length and turning angle of the suspended train currently in the turning scenario; S4. Calculate the corresponding shaking degree value based on the running status data; The formula for the shaking degree value is: ； in, , , , , They represent acceleration coefficient, tilt angle coefficient, angular velocity coefficient, travel speed coefficient, and maximum radial force coefficient respectively. represents the acceleration of the suspended train currently in a turning situation, Indicates the inclination angle of the suspended train currently in a turning situation, represents the angular velocity of the suspended train currently in a turning situation, represents a natural constant, Indicates the maximum radial force of the suspended train currently in a turning situation, Indicates the speed of the suspended train currently in a turning situation. Indicates the turning arc length of the suspended train currently in a turning situation, Indicates the passenger capacity of the suspended train currently in a turning situation, Indicates the turning angle of the suspended train currently in a turning situation. Indicates the shaking degree value; S5. Determine the shaking degree value based on the shaking assessment rule and obtain a corresponding shaking assessment result; The shaking evaluation rule is: When the shaking degree value does not exceed the first threshold, the corresponding shaking assessment result is no feeling or slight shaking; When the shaking degree value is greater than the first threshold value and does not exceed the second threshold value, the corresponding shaking assessment result is slight shaking; When the shaking degree value is greater than the second threshold value and does not exceed the third threshold value, the corresponding shaking assessment result is medium shaking; When the shaking degree value is greater than the third threshold value and does not exceed the fourth threshold value, the corresponding shaking assessment result is strong shaking; When the shaking degree value is greater than the fourth threshold value and does not exceed the fifth threshold value, the corresponding shaking assessment result is severe shaking.

2. A suspension train sway assessment method based on claim 1, characterized in that: The method of constructing a dynamic model corresponding to the suspended train based on historical operation data and determining a corresponding operation coefficient includes: S2-1, constructing the corresponding kinetic model using multi-kinetic software; S2-2, inputting the processed historical operation data into the dynamic model for simulation to obtain corresponding simulation results; S2-3, based on the simulation results, determining the operation coefficient using a genetic algorithm; Wherein, the operating coefficient includes the acceleration coefficient , Tilt Angle Coefficient , angular velocity coefficient , driving speed coefficient , Maximum radial force coefficient .

3. A suspension train sway assessment method based on claim 2, characterized in that: Determining the operating coefficient by using a genetic algorithm based on the simulation result includes: S2-3-1. Calculate an error function based on the simulation results; S2-3-2, randomly generate a set of operating coefficients and use them as races; S2-3-3. Calculate the fitness of each individual in the race based on the error function; S2-3-4, based on the fitness, selecting individuals as excellent individuals; performing crossover and mutation on the excellent individuals; S2-3-5. Repeat S2-3-3 to S2-3-4 until a preset number of iterations is reached to obtain the operating coefficient.

4. A suspension train sway assessment method based on claim 1, characterized in that: The step of obtaining the running status data of the suspended train currently in a turning scenario includes: S3-1, measuring the travel speed, acceleration, angular velocity, and tilt angle of the suspended train currently in a turning scenario by means of sensors and gyroscopes disposed on the top of the train; S3-2, obtaining historical operation data of the suspended train; determining the passenger capacity of the current time period based on the current time period and the historical operation data; S3-3, determining the turning arc length and the turning angle according to the track geometric parameters; S3-4. Construct a dynamic model of the suspended monorail train-track system and perform simulation analysis to obtain the maximum radial force.

5. A suspension train sway assessment system, used to implement a suspension train sway assessment method according to any one of claims 1 to 4, characterized in that: It includes a suspended train operation data acquisition module, a suspended train operation coefficient determination module, a suspended train shaking degree calculation module and a suspended train shaking evaluation result acquisition module; wherein: The suspended train operation data acquisition module is used to obtain the historical operation data of the suspended train under different working conditions and the operation status data of the suspended train currently in the turning scenario; A suspension train operation coefficient determination module is used to construct a corresponding dynamic model of the suspension train based on historical operation data and determine the corresponding operation coefficient; A suspension train shaking degree calculation module is used to calculate the corresponding shaking degree value based on the running status data; The module for obtaining the shaking assessment result of the trailer train is used to determine the shaking degree value based on the shaking assessment rules and obtain the corresponding shaking assessment result.

6. A suspension train sway assessment system according to claim 5, characterized in that: The sway assessment system further comprises a display module, which is used for feeding back the sway degree value and the sway assessment result to the cab and displaying them on the instrument panel.

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