Train, train acceleration error adjusting method and device and storage medium

Abstract

The invention discloses a train, an acceleration error adjusting method and device thereof and a storage medium, the train is provided with an accelerometer, the acceleration error is generated through the installation error of the accelerometer, and the train acceleration error adjusting method comprises the steps that when the train is parked in a preset environment, the initial acceleration error of the train is obtained; when the train is in the operation state, if the train is parked in the preset environment, the current acceleration of the train is obtained through an accelerometer; and adjusting the initial acceleration error according to the initial acceleration error and the current acceleration. Therefore, the real-time monitoring capability of the accelerometer installation error change in the operation process can be remarkably enhanced, an accurate error compensation strategy is automatically implemented, the accuracy and reliability of accelerometer output information are greatly improved, the burden of traditional manual inspection and calibration work is effectively relieved, and the working efficiency is improved. And time and cost required by operation and maintenance are reduced.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to a method for adjusting a train acceleration error, a computer-readable storage medium, a device for adjusting a train acceleration error, and a train. Background Art

[0002] In the on-board ATP (Automatic Train Protection) system of urban rail transit, the speed measurement function, as one of its core basic functions, is crucial to ensuring the safety and efficiency of train operation. Modern systems widely use multi-sensor fusion technology, among which accelerometers, as one of the key sensors, play an important role in the speed measurement process. During the installation of the accelerometer, installation errors will occur, including but not limited to inaccurate installation position, deviation of installation angle, looseness or instability of fixing method, etc. In related technologies, the installation error of the accelerometer is handled by measuring the initial installation error and writing it in the configuration file. The on-board ATP application software compensates for the initial installation error of the accelerometer by reading the configuration file, and regular manual inspection and calibration are required. When the installation error of the accelerometer changes due to external reasons while the train is in operation, it cannot be identified and compensated. Summary of the invention

[0003] The present invention aims to solve at least one of the technical problems in the related art to a certain extent. To this end, the first purpose of the present invention is to propose a method for adjusting train acceleration error, which can significantly enhance the real-time monitoring capability of the change of accelerometer installation error during operation and automatically implement accurate error compensation strategy, which not only greatly improves the accuracy and reliability of accelerometer output information, but also effectively reduces the burden of traditional manual inspection and calibration work, thereby reducing the time and cost required for operation and maintenance.

[0004] A second object of the present invention is to provide a computer-readable storage medium.

[0005] The third object of the present invention is to provide a device for adjusting train acceleration error.

[0006] A fourth object of the present invention is to provide a train.

[0007] In order to achieve the above-mentioned purpose, an embodiment of the first aspect of the present invention proposes a method for adjusting the acceleration error of a train, wherein the train is equipped with an accelerometer, and the acceleration error is generated by the installation error of the accelerometer. The method comprises: when the train is parked in a preset environment, obtaining the initial acceleration error of the train; when the train is in operation, if the train is parked in a preset environment, obtaining the current acceleration of the train through the accelerometer; and adjusting the initial acceleration error according to the initial acceleration error and the current acceleration.

[0008] According to the method for adjusting the acceleration error of a train in an embodiment of the present invention, the initial acceleration error of the train is obtained when the train is parked in a preset environment, and when the train is in operation, if the train is parked in a preset environment, the current acceleration of the train is obtained through an accelerometer, so that the initial acceleration error is adjusted according to the initial acceleration error and the current acceleration. As a result, the real-time monitoring capability of the change of the accelerometer installation error during operation can be significantly enhanced, and an accurate error compensation strategy can be automatically implemented, which not only greatly improves the accuracy and reliability of the accelerometer output information, but also effectively reduces the burden of traditional manual inspection and calibration work, thereby reducing the time and cost required for operation and maintenance.

[0009] In addition, the method for adjusting the train acceleration error according to the above embodiment of the present invention may also include the following additional technical features:

[0010] According to one embodiment of the present invention, the method further includes: after the accelerometer is installed, controlling the train to park in the preset environment, and obtaining multiple acceleration errors of the train through the accelerometer for a first preset time period; and determining an initial acceleration error of the train based on the multiple acceleration errors.

[0011] According to one embodiment of the present invention, the initial acceleration error is adjusted according to the initial acceleration error and the current acceleration, including: obtaining the average difference between the initial acceleration error and multiple current accelerations of the train; when the average difference is less than a first preset threshold, maintaining the initial acceleration error unchanged; when the average difference is greater than or equal to a first preset threshold and less than a second preset threshold, replacing the initial acceleration error with the current acceleration; when the average difference is greater than or equal to the second preset threshold, determining that the accelerometer is in an abnormal state.

[0012] According to one embodiment of the present invention, obtaining the average difference between the initial acceleration error and multiple current accelerations of the train includes: obtaining multiple current accelerations of the train through the accelerometer for a second preset time period; calculating the absolute value of the difference between each current acceleration and the initial acceleration error; and determining the average value of the absolute values ​​as the average difference.

[0013] According to one embodiment of the present invention, the method further includes: judging the initial acceleration error; when the initial acceleration error is within a first preset error range, determining that the initial acceleration error is valid; when the initial acceleration error is not within the first preset error range, determining that the initial acceleration error is invalid.

[0014] According to an embodiment of the present invention, the preset environment is a terrain with a slope within a preset slope range.

[0015] According to one embodiment of the present invention, the train includes an ATP system and a speed measuring board, and the ATP system obtains the current acceleration collected by the accelerometer through the speed measuring board.

[0016] In order to achieve the above-mentioned purpose, the second aspect of the present invention proposes a computer-readable storage medium, on which a train acceleration error adjustment program is stored. When the train acceleration error adjustment program is executed by a processor, the train acceleration error adjustment method of the aforementioned embodiment of the present invention is implemented.

[0017] According to the computer-readable storage medium of the embodiment of the present invention, by executing the train acceleration error adjustment program through the processor, the real-time monitoring capability of the accelerometer installation error changes during operation can be significantly enhanced, and accurate error compensation strategies can be automatically implemented, which not only greatly improves the accuracy and reliability of the accelerometer output information, but also effectively reduces the burden of traditional manual inspection and calibration work, thereby reducing the time and cost required for operation and maintenance.

[0018] In order to achieve the above-mentioned purpose, the third aspect of the embodiment of the present invention proposes a device for adjusting the acceleration error of a train, wherein the train is equipped with an accelerometer, and the acceleration error is generated by the installation error of the accelerometer, and the device includes: a first acquisition module, used to obtain the initial acceleration error of the train when the train is parked in a preset environment; a second acquisition module, used to obtain the current acceleration of the train through the accelerometer when the train is in operation and the train is parked in a preset environment; an adjustment module, used to adjust the initial acceleration error according to the initial acceleration error and the current acceleration.

[0019] According to the device for adjusting the acceleration error of a train according to an embodiment of the present invention, the initial acceleration error of the train is acquired by the first acquisition module when the train is parked in a preset environment, and the current acceleration of the train is acquired by the accelerometer through the second acquisition module when the train is in operation, if the train is parked in the preset environment, so that the initial acceleration error is adjusted according to the initial acceleration error and the current acceleration through the adjustment module. As a result, the real-time monitoring capability of the change of the installation error of the accelerometer during operation can be significantly enhanced, and an accurate error compensation strategy can be automatically implemented, which not only greatly improves the accuracy and reliability of the output information of the accelerometer, but also effectively reduces the burden of traditional manual inspection and calibration work, thereby reducing the time and cost required for operation and maintenance.

[0020] In order to achieve the above-mentioned purpose, a fourth aspect of the present invention proposes a train, including the train acceleration error adjustment device of the aforementioned embodiment of the present invention.

[0021] According to the train of the embodiment of the present invention, by adopting the train acceleration error adjustment device of the above-mentioned embodiment of the present invention, it is possible to significantly enhance the real-time monitoring capability of the accelerometer installation error changes during operation and automatically implement an accurate error compensation strategy, which not only greatly improves the accuracy and reliability of the accelerometer output information, but also effectively reduces the burden of traditional manual inspection and calibration work, thereby reducing the time and cost required for operation and maintenance.

[0022] Additional aspects and advantages of the present invention will be given in part in the following description and in part will be obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 is a flow chart of a method for adjusting train acceleration error according to one embodiment of the present invention;

[0024] Figure 2 is a flow chart of a method for adjusting train acceleration error according to another embodiment of the present invention;

[0025] Figure 3 is a flow chart of a method for adjusting train acceleration error according to another embodiment of the present invention;

[0026] Figure 4 is a flow chart of a method for adjusting train acceleration error according to another embodiment of the present invention;

[0027] Figure 5 is a schematic diagram of the architecture of a method for adjusting train acceleration error according to an embodiment of the present invention;

[0028] Figure 6is a block diagram of a device for adjusting train acceleration error according to an embodiment of the present invention;

[0029] Figure 7 is a block diagram of a train according to an embodiment of the present invention. DETAILED DESCRIPTION

[0030] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and should not be construed as limiting the present invention.

[0031] The following describes a method for adjusting a train acceleration error, a computer-readable storage medium, a device for adjusting a train acceleration error, and a train according to an embodiment of the present invention with reference to the accompanying drawings.

[0032] Figure 1 It is a flow chart of a method for adjusting train acceleration error according to an embodiment of the present invention.

[0033] Specifically, in this embodiment, the train is equipped with an accelerometer, and the acceleration error is generated by the installation error of the accelerometer, such as Figure 1 As shown in FIG. 1 , the adjustment method of the train acceleration error includes:

[0034] S101, when the train is parked in a preset environment, obtaining an initial acceleration error of the train.

[0035] Specifically, in this embodiment, after the accelerometer is installed, the train is controlled to park on a flat slope with a slope of zero, and multiple acceleration errors of the train are obtained through the accelerometer for 30 seconds, and the average value of the multiple acceleration errors is used as the initial acceleration error of the train.

[0036] S102, when the train is in operation, if the train is parked in a preset environment, the current acceleration of the train is obtained through an accelerometer.

[0037] Specifically, in this embodiment, when the train is in operation, the acceleration error may change. At this time, if the train is parked on a flat slope with a slope of zero, the current acceleration of the train is obtained through the accelerometer.

[0038] S103, adjusting the initial acceleration error according to the initial acceleration error and the current acceleration.

[0039] Specifically, in this embodiment, the average difference between the initial acceleration error and multiple current accelerations of the train is obtained. When the average difference is less than a first preset threshold, the initial acceleration error is maintained unchanged. When the average difference is greater than or equal to the first preset threshold and less than a second preset threshold, the initial acceleration error is replaced with the current acceleration. When the average difference is greater than or equal to the second preset threshold, it is determined that the accelerometer is in an abnormal state, thereby improving the accuracy and reliability of the accelerometer output information.

[0040] Further, in some embodiments of the present invention, Figure 2 As shown, the method for adjusting the train acceleration error also includes:

[0041] S201, after the accelerometer is installed, the train is controlled to stop in a preset environment, and multiple acceleration errors of the train are obtained through the accelerometer for a first preset time.

[0042] Specifically, in this embodiment, the measurement frequency of the accelerometer is 18 times every 200 milliseconds, and the first preset time length can be preferably 30 seconds. In addition, the present invention may not specifically limit the value of the first preset time length and the measurement frequency of the accelerometer. The preset environment is a terrain with a slope within a preset slope range, which can be preferably a terrain with a slope of zero. After the accelerometer is installed, the train is controlled to park in the preset environment, and multiple acceleration errors of the train are obtained through the accelerometer for the first preset time length.

[0043] S202: determining an initial acceleration error of the train according to a plurality of acceleration errors.

[0044] Specifically, in this embodiment, an average value of a plurality of acceleration errors is calculated, and the average value of the plurality of acceleration errors is used as the initial acceleration error of the train.

[0045] Further, in some embodiments of the present invention, Figure 3 As shown, the initial acceleration error is adjusted according to the initial acceleration error and the current acceleration, including:

[0046] S301, obtaining an initial acceleration error and an average difference between multiple current accelerations of the train.

[0047] Specifically, in this embodiment, after the accelerometer is installed, the train is controlled to park in a preset environment, and multiple acceleration errors of the train are obtained through the accelerometer for a first preset time, the average of the multiple acceleration errors is calculated, and the average of the multiple acceleration errors is used as the initial acceleration error of the train. When the train is in operation, if the train is parked in a preset environment, the current acceleration of the train is obtained through the accelerometer. Multiple current accelerations of the train are obtained through the accelerometer for a second preset time, the absolute value of the difference between each current acceleration and the initial acceleration error is calculated, and the average of the absolute values ​​is determined as the average difference, wherein the measurement frequency of the accelerometer is 18 times every 200 milliseconds, and the second preset time can be preferably 6 seconds. In addition, the present invention may not specifically limit the value of the second preset time and the measurement frequency of the accelerometer. For example, the second preset time can also be 5 seconds, 7 seconds or 8 seconds.

[0048] It should be noted that the formula for calculating the absolute value of the difference between each current acceleration and the initial acceleration error is as follows:

[0049] Δ=|A1-A2|

[0050] Wherein, Δ represents the absolute value of the difference between the current acceleration and the initial acceleration error, A1 represents the current acceleration, and A2 represents the initial acceleration.

[0051] Then, the absolute value Δ of the difference between the current acceleration and the initial acceleration error is obtained for 6 seconds, and the average value of multiple absolute values ​​Δ obtained within 6 seconds is calculated as the average difference.

[0052] After obtaining the average difference between the initial acceleration error and multiple current accelerations of the train, the value of the initial acceleration error is determined according to the value range of the average difference, as described below:

[0053] S3011: When the average difference is less than a first preset threshold, the initial acceleration error is maintained unchanged.

[0054] Specifically, in this embodiment, after the average value of the absolute values ​​is determined as the average difference, if the average difference is less than the first preset threshold, the initial acceleration error is maintained unchanged.

[0055] S3012: When the average difference is greater than or equal to a first preset threshold and less than a second preset threshold, the initial acceleration error is replaced by the current acceleration.

[0056] Specifically, in this embodiment, after the average value of the absolute value is determined as the average difference, if the average difference is greater than or equal to the first preset threshold and less than the second preset threshold, the initial acceleration error is replaced with the current acceleration, and the replaced initial acceleration error is updated to the configuration data of the accelerometer installation error.

[0057] S3013: When the average difference is greater than or equal to a second preset threshold, determine that the accelerometer is in an abnormal state.

[0058] Specifically, in this embodiment, after the average value of the absolute values ​​is determined as the average difference, if the average difference is greater than or equal to the second preset threshold, it is determined that the accelerometer is in an abnormal state, and the collected information of the accelerometer is not accepted.

[0059] Further, in some embodiments of the present invention, Figure 4 As shown, the method for adjusting the train acceleration error also includes:

[0060] S401, judging the initial acceleration error.

[0061] Specifically, in this embodiment, after the accelerometer is installed, the train is controlled to park in a preset environment, and multiple acceleration errors of the train are obtained through the accelerometer for a first preset time. After the initial acceleration error of the train is determined based on the multiple acceleration errors, the initial acceleration error of the train is written into the application configuration, so as to judge the initial acceleration error and determine the validity of the initial acceleration error.

[0062] S4011: When the initial acceleration error is within a first preset error range, determine that the initial acceleration error is valid.

[0063] Specifically, in this embodiment, when the initial acceleration error is within the first preset error range, the system will determine that the measurement result of the initial acceleration is valid, and subsequent calculations, controls or decision-making processes can be performed based on this data, that is, the initial acceleration error is determined to be valid.

[0064] S4012: When the initial acceleration error is not within the first preset error range, determine that the initial acceleration error is invalid.

[0065] Specifically, in this embodiment, when the initial acceleration error is not within the first preset error range, the system will determine that the measurement result of the initial acceleration is invalid, and cannot perform subsequent calculations, controls or decision-making processes based on this data, that is, the initial acceleration error is determined to be invalid, thereby improving the accuracy and reliability of the accelerometer output information.

[0066] Further, in some embodiments of the present invention, the preset environment is a terrain with a slope within a preset slope range.

[0067] Furthermore, in some embodiments of the present invention, the train includes an ATP system and a speed measuring board, and the ATP system obtains the current acceleration collected by the accelerometer through the speed measuring board.

[0068] Specifically, in this embodiment, Figure 5 As shown, Figure 5 As shown, the ATP system includes a first ATP system and a second ATP system, the speed measuring board includes a first speed measuring board and a second speed measuring board, the accelerometer includes a first accelerometer and a second accelerometer, the first ATP system supplies power, detects faults and collects acceleration to the first accelerometer through the first speed measuring board, and the second ATP system supplies power, detects faults and collects acceleration to the second accelerometer through the second speed measuring board. The first ATP system can be in the front part of the train, and the second ATP system can be in the rear part of the train. The first ATP system and the second ATP system exchange information through the head-to-tail through-line, so that the first ATP system and the second ATP system can both obtain the information collected by the first accelerometer and the second accelerometer. It should be noted that the number of accelerometers in the first accelerometer can be two, three or five, etc., and the number of accelerometers in the second accelerometer can be two, three or five, etc. The present invention may not specifically limit the number of accelerometers in the first accelerometer and the second accelerometer.

[0069] In summary, according to the method for adjusting the train acceleration error of an embodiment of the present invention, the initial acceleration error of the train is obtained when the train is parked in a preset environment, and when the train is in operation, if the train is parked in a preset environment, the current acceleration of the train is obtained through an accelerometer, so that the initial acceleration error is adjusted according to the initial acceleration error and the current acceleration. As a result, the real-time monitoring capability of the change of the accelerometer installation error during operation can be significantly enhanced, and an accurate error compensation strategy can be automatically implemented, which not only greatly improves the accuracy and reliability of the accelerometer output information, but also effectively reduces the burden of traditional manual inspection and calibration work, thereby reducing the time and cost required for operation and maintenance.

[0070] Based on the train acceleration error adjustment method proposed in the aforementioned embodiment of the present invention, the embodiment of the present invention further proposes a computer-readable storage medium, on which a train acceleration error adjustment program is stored. When the train acceleration error adjustment program is executed by a processor, the train acceleration error adjustment method of the aforementioned embodiment of the present invention is implemented.

[0071] According to the computer-readable storage medium of the embodiment of the present invention, by executing the train acceleration error adjustment program through the processor, the real-time monitoring capability of the accelerometer installation error changes during operation can be significantly enhanced, and accurate error compensation strategies can be automatically implemented, which not only greatly improves the accuracy and reliability of the accelerometer output information, but also effectively reduces the burden of traditional manual inspection and calibration work, thereby reducing the time and cost required for operation and maintenance.

[0072] Figure 6 4 is a block diagram of a device for adjusting train acceleration error according to an embodiment of the present invention.

[0073] Specifically, the train is equipped with an accelerometer, and the acceleration error is generated by the installation error of the accelerometer, such as Figure 6 As shown, the train acceleration error adjustment device 100 includes a first acquisition module 10 , a second acquisition module 20 and an adjustment module 30 .

[0074] Among them, the first acquisition module 10 is used to obtain the initial acceleration error of the train; the second acquisition module 20 is used to obtain the current acceleration of the train through an accelerometer when the train is in operation and the train is parked in a preset environment; the adjustment module 30 is used to adjust the initial acceleration error according to the initial acceleration error and the current acceleration.

[0075] In some embodiments of the present invention, after the accelerometer is installed, the train is controlled to stay in a preset environment, and multiple acceleration errors of the train are obtained through the accelerometer for a first preset time; and the initial acceleration error of the train is determined based on the multiple acceleration errors.

[0076] In some embodiments of the present invention, the adjustment module 30 is specifically used to obtain the average difference between the initial acceleration error and multiple current accelerations of the train; when the average difference is less than a first preset threshold, the initial acceleration error is maintained unchanged; when the average difference is greater than or equal to the first preset threshold and less than a second preset threshold, the initial acceleration error is replaced with the current acceleration; when the average difference is greater than or equal to the second preset threshold, it is determined that the accelerometer is in an abnormal state.

[0077] In some embodiments of the present invention, the adjustment module 30 is specifically used to obtain multiple current accelerations of the train through the accelerometer for a second preset time period; calculate the absolute value of the difference between each current acceleration and the initial acceleration error; and determine the average value of the absolute values ​​as the average difference.

[0078] In some embodiments of the present invention, the initial acceleration error is judged; when the initial acceleration error is within a first preset error range, the initial acceleration error is determined to be valid; when the initial acceleration error is not within the first preset error range, the initial acceleration error is determined to be invalid.

[0079] In some embodiments of the present invention, the preset environment is a terrain with a slope within a preset slope range.

[0080] In some embodiments of the present invention, the train includes an ATP system and a speed measuring board, and the ATP system obtains the current acceleration collected by the accelerometer through the speed measuring board.

[0081] It should be noted that other specific implementations of the train acceleration error adjustment device proposed in the embodiment of the present invention can refer to the specific implementations of the train acceleration error adjustment method in the aforementioned embodiment of the present invention. In order to reduce redundancy, they will not be repeated here.

[0082] In summary, according to the train acceleration error adjustment device of the embodiment of the present invention, the initial acceleration error of the train is obtained by the first acquisition module when the train is parked in a preset environment, and the current acceleration of the train is obtained by the accelerometer through the second acquisition module when the train is in operation. If the train is parked in a preset environment, the initial acceleration error is adjusted according to the initial acceleration error and the current acceleration through the adjustment module. As a result, the real-time monitoring capability of the accelerometer installation error changes during operation can be significantly enhanced, and accurate error compensation strategies can be automatically implemented, which not only greatly improves the accuracy and reliability of the accelerometer output information, but also effectively reduces the burden of traditional manual inspection and calibration work, thereby reducing the time and cost required for operation and maintenance.

[0083] Figure 7 is a block diagram of a train according to an embodiment of the present invention.

[0084] like Figure 7 As shown, the train 1000 includes the train acceleration error adjustment device 100 according to the above-mentioned embodiment of the present invention.

[0085] According to the train of the embodiment of the present invention, by adopting the train acceleration error adjustment device of the above-mentioned embodiment of the present invention, it is possible to significantly enhance the real-time monitoring capability of the accelerometer installation error changes during operation and automatically implement an accurate error compensation strategy, which not only greatly improves the accuracy and reliability of the accelerometer output information, but also effectively reduces the burden of traditional manual inspection and calibration work, thereby reducing the time and cost required for operation and maintenance.

[0086] In addition, other structures and functions of the train according to the embodiment of the present invention are known to those skilled in the art and will not be described in detail here to reduce redundancy.

[0087] It should be noted that the logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be specifically implemented in any computer-readable medium for use by an instruction execution system, device or apparatus (such as a computer-based system, a system including a processor, or other system that can fetch instructions from an instruction execution system, device or apparatus and execute instructions), or in combination with these instruction execution systems, devices or apparatuses. For the purposes of this specification, "computer-readable medium" can be any device that can contain, store, communicate, propagate or transmit a program for use by an instruction execution system, device or apparatus, or in combination with these instruction execution systems, devices or apparatuses. More specific examples of computer-readable media (a non-exhaustive list) include the following: an electrical connection portion with one or more wirings (electronic device), a portable computer disk box (magnetic device), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium and then editing, interpreting or processing in other suitable ways if necessary, and then stored in a computer memory.

[0088] It should be understood that the various parts of the present invention can be implemented by hardware, software, firmware or a combination thereof. In the above-mentioned embodiments, a plurality of steps or methods can be implemented by software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented by hardware, as in another embodiment, it can be implemented by any one of the following technologies known in the art or their combination: a discrete logic circuit having a logic gate circuit for implementing a logic function for a data signal, a dedicated integrated circuit having a suitable combination of logic gate circuits, a programmable gate array (PGA), a field programmable gate array (FPGA), etc.

[0089] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner.

[0090] In the description of the present invention, it is to be understood that the terms “center”, “longitudinal”, “lateral”, “length”, “width”, “thickness”, “up”, “down”, “front”, “back”, “left”, “right”, “vertical”, “horizontal”, “top”, “bottom”, “inside”, “outside”, “clockwise”, “counterclockwise”, “axial”, “radial”, “circumferential”, etc., indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0091] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0092] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0093] In the present invention, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being "above", "above" or "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below", "below" or "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0094] Although the embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations of the present invention. A person skilled in the art may change, modify, replace and vary the above embodiments within the scope of the present invention.

Claims

1. A method for adjusting train acceleration error, characterized in that: The train is equipped with an accelerometer, the acceleration error is generated by an installation error of the accelerometer, and the method comprises: When the train is parked in a preset environment, obtaining an initial acceleration error of the train; When the train is in operation, if the train is parked in a preset environment, obtaining the current acceleration of the train through the accelerometer; The initial acceleration error is adjusted according to the initial acceleration error and the current acceleration.

2. The adjustment method according to claim 1, characterized in that: The method further comprises: After the accelerometer is installed, controlling the train to park in the preset environment, and obtaining multiple acceleration errors of the train through the accelerometer for a first preset time period; An initial acceleration error of the train is determined based on the multiple acceleration errors.

3. The adjustment method according to claim 1, characterized in that: Adjusting the initial acceleration error according to the initial acceleration error and the current acceleration includes: Obtaining an average difference between the initial acceleration error and a plurality of current accelerations of the train; When the average difference is less than a first preset threshold, maintaining the initial acceleration error unchanged; When the average difference is greater than or equal to a first preset threshold and less than a second preset threshold, replacing the initial acceleration error with the current acceleration; When the average difference is greater than or equal to the second preset threshold, it is determined that the accelerometer is in an abnormal state.

4. The adjustment method according to claim 3, characterized in that: The obtaining of the average difference between the initial acceleration error and a plurality of current accelerations of the train comprises: Acquiring multiple current accelerations of the train by the accelerometer for a second preset time period; Calculating the absolute value of the difference between each current acceleration and the initial acceleration error; The average of the absolute values ​​is determined as the average difference.

5. The adjustment method according to any one of claims 1 to 4, characterized in that: The method further comprises: Determining the initial acceleration error; When the initial acceleration error is within a first preset error range, determining that the initial acceleration error is valid; When the initial acceleration error is not within the first preset error range, it is determined that the initial acceleration error is invalid.

6. The adjustment method according to any one of claims 1 to 4, characterized in that: The preset environment is a terrain with a slope within a preset slope range.

7. The adjustment method according to any one of claims 1 to 4, characterized in that: The train includes an ATP system and a speed measuring board, and the ATP system obtains the current acceleration collected by the accelerometer through the speed measuring board.

8. A computer-readable storage medium, characterized in that: A train acceleration error adjustment program is stored thereon, and when the train acceleration error adjustment program is executed by a processor, a train acceleration error adjustment method according to any one of claims 1-7 is implemented.

9. A train acceleration error adjustment device, characterized in that: The train is equipped with an accelerometer, the acceleration error is generated by the installation error of the accelerometer, and the device comprises: A first acquisition module, used for acquiring an initial acceleration error of the train when the train is parked in a preset environment; A second acquisition module is used to acquire the current acceleration of the train through the accelerometer when the train is in operation and the train is parked in a preset environment; An adjustment module is used to adjust the initial acceleration error according to the initial acceleration error and the current acceleration.

10. A train, characterized in that: Includes the train acceleration error adjustment device as described in claim 9.

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