Space-time fitting conversion method for rail transit pantograph-catenary alarm positioning

Abstract

The embodiment of the invention provides a space-time fitting conversion method for rail transit pantograph-catenary alarm positioning, and the method comprises the steps: determining a first alarm time point and the operation speed of a vehicle according to the obtained pantograph-catenary alarm time and the operation data of the vehicle; processing the first alarm time point and the running speed by adopting a window function and a speed integral to obtain an average value and a time difference of the running speed corresponding to the first alarm time point; and according to the average value of the operation speed and the time difference, an increment distance is determined, and the increment distance is used for determining position information of an alarm event. According to the method provided by the embodiment of the invention, accurate space-time conversion of the rail transit pantograph-catenary alarm event can be realized, and line operation and maintenance work can be better carried out, so that the alarm processing efficiency and accuracy are improved.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of rail transit technology, and in particular to a time-space fitting conversion method for rail transit pantograph-network alarm positioning. Background Art

[0002] The power of high-speed trains comes from high-voltage electricity on the side of the railway, and the power transmission relies on the pantograph on the train to contact the power grid. The power system composed of the pantograph and the contact network is called the pantograph-catenary system, and the movement and stopping of the train can be controlled by the pantograph-catenary system.

[0003] In the field of rail transit bow-net alarms, traditional technologies have many problems in processing the time and space conversion of rail transit bow-net alarm events. For example, traditional technologies cannot provide real-time time and location information of alarm events, resulting in low efficiency in responding to and processing alarm events, which may delay the repair of faults and affect the operation safety and service quality of rail transit. When determining the departure station and section where the alarm event is located, it relies on simple logical judgment rather than precise analysis based on real-time vehicle operation data, which limits the accuracy of positioning. Summary of the invention

[0004] The embodiment of the present application provides a time-space fitting conversion method for rail transit bow network alarm positioning. Through the method of the embodiment of the present application, accurate time-space conversion of rail transit bow network alarm events can be achieved, and the line operation and maintenance work can be better carried out, thereby improving the efficiency and accuracy of alarm processing.

[0005] In a first aspect, an embodiment of the present application provides a time-space fitting conversion method for rail transit pantograph-network alarm positioning, comprising:

[0006] Determine the first alarm time point and the vehicle's running speed based on the acquired pantograph alarm time and vehicle running data;

[0007] The first alarm time point and the running speed are processed by using a window function and a speed integral to obtain an average value and a time difference of the running speed corresponding to the first alarm time point;

[0008] An incremental distance is determined according to the average value of the running speed and the time difference, and the incremental distance is used to determine the position information of the alarm event.

[0009] In a possible implementation, the first alarm time point includes a time point before the alarm occurs and a time point after the alarm occurs;

[0010] The processing of the first alarm time point and the running speed includes: calculating a speed average value and a time difference corresponding to a time point before the alarm occurs and a time point after the alarm occurs.

[0011] In a possible implementation, the window function includes a LAG function, and the LAG function is used to obtain a speed value corresponding to a time point before the alarm occurs and a speed value corresponding to a time point after the alarm occurs.

[0012] In a possible implementation, the time point before the alarm occurs is a time point corresponding to vehicle data close to the alarm time, determined from the vehicle's operating data according to the alarm time;

[0013] The time point after the alarm occurs is a time point corresponding to the last running data of the vehicle data close to the alarm time determined by the LAG function.

[0014] In a possible implementation, when the average value of the running speed is 0, it is determined that the alarm point is at the platform position;

[0015] When the average value of the running speed is greater than 0, the alarm point is determined to be located in the running interval of leaving the platform.

[0016] In a second aspect, the embodiment of the present application provides a time-space fitting conversion device for rail transit pantograph-network alarm positioning, comprising:

[0017] A data acquisition unit, used to determine the first alarm time point and the running speed of the vehicle according to the acquired pantograph-net alarm time and the running data of the vehicle;

[0018] A first data processing unit, configured to process the first alarm time point and the running speed by using a window function and a speed integral, to obtain an average value and a time difference of the running speed corresponding to the first alarm time point;

[0019] The second data processing unit is used to determine an incremental distance according to the average value of the running speed and the time difference, and the incremental distance is used to determine the location information of the alarm event.

[0020] In a possible implementation, the first alarm time point includes a time point before the alarm occurs and a time point after the alarm occurs;

[0021] The first data processing unit or the second data processing unit is used to calculate the speed average value and the time difference corresponding to the time point before the alarm occurs and the time point after the alarm occurs.

[0022] In a possible implementation, the window function includes a LAG function, and the LAG function is used to obtain a speed value corresponding to a time point before the alarm occurs and a speed value corresponding to a time point after the alarm occurs.

[0023] In a possible implementation, the time point before the alarm occurs is a time point corresponding to vehicle data close to the alarm time, determined from the vehicle's operating data according to the alarm time;

[0024] The time point after the alarm occurs is a time point corresponding to the last running data of the vehicle data close to the alarm time determined by the LAG function.

[0025] In a possible implementation, when the average value of the running speed is 0, it is determined that the alarm point is at the platform position;

[0026] When the average value of the running speed is greater than 0, the alarm point is determined to be located in the running interval of leaving the platform.

[0027] In a third aspect, an embodiment of the present application further provides an electronic device, the electronic device comprising:

[0028] at least one processor;

[0029] and a memory communicatively coupled to the at least one processor;

[0030] Among them, the memory stores instructions that can be executed by at least one processor, and the instructions are executed by at least one processor to enable the electronic device to execute a method corresponding to any embodiment in the first aspect of the embodiments of the present application.

[0031] In a fourth aspect, an embodiment of the present application further provides a computer-readable storage medium, in which computer-readable storage medium is stored computer execution instructions, which, when executed by a processor, are used to implement any method of the first aspect of the embodiment of the present application.

[0032] In a fifth aspect, an embodiment of the present application further provides a computer program product, which includes computer execution instructions, and when the computer execution instructions are executed by a processor, they are used to implement the method of any embodiment corresponding to the first aspect of the present disclosure.

[0033] In summary, the time-space conversion method provided in the embodiment of the present application dynamically determines the departure station and mileage of the vehicle through real-time data analysis and numerical integration, and then accurately calculates the location information when the alarm event occurs. Through the method of the embodiment of the present application, it is possible to achieve accurate time-space conversion of rail transit bow network alarm events, better carry out line operation and maintenance work, thereby improving the efficiency and accuracy of alarm processing. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0035] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0036] Figure 1 A schematic flow chart of a time-space fitting conversion method for rail transit pantograph-network alarm positioning provided in an embodiment of the present application;

[0037] Figure 2 A schematic diagram of a time-space fitting conversion device for rail transit pantograph-network alarm positioning provided in an embodiment of the present application;

[0038] Figure 3 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0039] When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The implementations described in the following exemplary embodiments are only examples of devices and methods consistent with some aspects of the embodiments of the present application as detailed in the appended claims.

[0040] The following specific embodiments may be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments. The following will describe the embodiments of the present application in conjunction with the accompanying drawings.

[0041] It should be noted that, in this article, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0042] In the field of rail transit bow-net alarms, traditional technologies have many problems in processing the time and space conversion of rail transit bow-net alarm events. For example, traditional technologies cannot provide real-time time and location information of alarm events, resulting in low efficiency in responding to and processing alarm events, which may delay the repair of faults and affect the operation safety and service quality of rail transit. When determining the departure station and section where the alarm event is located, it relies on simple logical judgment rather than precise analysis based on real-time vehicle operation data, which limits the accuracy of positioning.

[0043] Traditional technology has certain limitations in terms of guiding significance for actual routes. The present invention has made improvements to these problems. By acquiring the alarm time in real time and combining it with the real-time operation data of the vehicle, the real-time online provision of the alarm event time and location information is realized, which greatly improves the response speed. The window function and speed integration method are used to improve the accuracy of the location of the alarm event by accurately calculating the average speed and time difference of the previous and next time points. By analyzing the real-time data of the vehicle and using the window function to determine the starting station and interval, the accuracy of spatial positioning is improved. The integral calculation method is introduced to calculate the incremental distance by numerical integration to ensure the accurate determination of the location of the alarm event. On the basis of the prior art, the present invention proposes a new method to process and utilize real-time vehicle data, thereby providing more accurate location information when an alarm occurs.

[0044] Figure 1 A time-space fitting conversion method for rail transit pantograph-network alarm positioning provided in an embodiment of the present application includes steps S101 to S103, wherein:

[0045] Step S101, a data acquisition unit is used to determine the first alarm time point and the vehicle's running speed according to the acquired pantograph-network alarm time and the vehicle's running data.

[0046] In an embodiment of the present application, the vehicle's operating data, including speed, timestamp, mileage and other information, is collected in real time by a data acquisition unit on the vehicle to provide raw data input for subsequent data processing. It can be understood that after studying a large amount of historical vehicle data, a set of speed sequences within the vehicle's operating range is obtained. An exploratory analysis is performed on the speed sequence data, and a speed curve is obtained based on the distribution and trend of the data. For example, the speed curve trend can start from zero, and as time goes by, the speed first increases until it stabilizes, and finally decreases until the speed reaches zero. Or it can also be stated that the trend of the speed curve starts from zero, and the speed value gradually increases with time. After reaching the peak value, it remains stable for a period of time, and then the speed value gradually decreases until the speed value reaches zero. In the process of performing the window function and speed integration, fitting according to the speed curve trend can obtain a more accurate bow network alarm positioning result.

[0047] In an embodiment of the present application, the alarm detection unit is used to detect the alarm signal of the vehicle and record the time when the alarm occurs when the alarm is detected, which can trigger the data processing flow of the positioning system.

[0048] Step S102: The first data processing unit processes the first alarm time point and the running speed by using a window function and speed integral to obtain an average value and a time difference of the running speed corresponding to the first alarm time point.

[0049] In a possible implementation, the first alarm time point includes a time point before the alarm occurs and a time point after the alarm occurs;

[0050] The processing of the first alarm time point and the running speed includes: calculating a speed average value and a time difference corresponding to a time point before the alarm occurs and a time point after the alarm occurs.

[0051] In a possible implementation, the window function includes a LAG function, and the LAG function is used to obtain a speed value corresponding to a time point before the alarm occurs and a speed value corresponding to a time point after the alarm occurs.

[0052] In a possible implementation, the time point before the alarm occurs is a time point corresponding to vehicle data close to the alarm time, determined from the vehicle's operating data according to the alarm time;

[0053] The time point after the alarm occurs is a time point corresponding to the last running data of the vehicle data close to the alarm time determined by the LAG function.

[0054] In the embodiment of the present application, the window function includes a LAG function. The LAG function is used to access the previous value in the window. In this query, the LAG function is used to obtain the timestamp and speed value of the previous time point.

[0055] In an embodiment of the present application, a first alarm time is obtained from an alarm time table corresponding to the vehicle's operating data, vehicle operating data closest to (adjacent to) the first alarm time is obtained from the vehicle's operating data according to the first alarm time, and the previous piece of vehicle operating data closest to (adjacent to) the first alarm time is obtained through a LAG function, and the time difference is calculated through these two pieces of data.

[0056] It is understandable that the first alarm time point includes the time point before the alarm occurs and the time point after the alarm occurs. When the vehicle operation data closest to the first alarm time (adjacent) corresponds to the time point before the alarm occurs, the previous data of the vehicle operation data closest to the first alarm time (adjacent) corresponds to the time point after the alarm occurs. When the vehicle operation data closest to the first alarm time (adjacent) corresponds to the time point after the alarm occurs, the previous data of the vehicle operation data closest to the first alarm time (adjacent) corresponds to the time point before the alarm occurs. The embodiments of the present application do not limit this.

[0057] Step S103: The second data processing unit determines an incremental distance according to the average value of the running speed and the time difference, and the incremental distance is used to determine the location information of the alarm event.

[0058] In a possible implementation, when the average value of the running speed is 0, it is determined that the alarm point is at the platform position;

[0059] When the average value of the running speed is greater than 0, the alarm point is determined to be located in the running interval of leaving the platform.

[0060] In an embodiment of the present application, the data processing unit includes: a. A time series analysis unit: receives the alarm time and extracts the vehicle operation data within a period of time before and after the alarm time from the data acquisition unit. b. A window function application unit: uses the window function to analyze the extracted data and determines the starting station when the alarm occurs. c. A speed integral calculation module: calculates the incremental distance according to the situation of the vehicle at the platform and in the interval, as follows: At the platform: directly obtain the mileage information. In the interval: calculate the average speed of the two time points before and after, and multiply it by the time difference to obtain the incremental distance.

[0061] It can be understood that the first data processing unit and the second data processing unit in the embodiment of the present application can be the same data processing unit or different data processing units, and the embodiment of the present application is not limited to this.

[0062] It can be understood that the embodiment of the present application ultimately outputs alarm location information, that is, it also includes a position output unit responsible for outputting the vehicle location information calculated by the data processing unit, which can be the distance relative to the nearest site, to provide intuitive vehicle location information for rescue and maintenance personnel.

[0063] In summary, in the embodiments of the present application, by providing alarm location information in real time, rescue and maintenance personnel can quickly locate the faulty vehicle and reduce the emergency response time. The time required for searching and locating the vehicle is reduced, thereby speeding up the rescue. Enhance passenger safety, accurate alarm location helps to deal with potential safety hazards in a timely manner and ensure passenger safety. Timely handling of alarms can prevent accidents from expanding and reduce the risk of accidents. Even in areas where the GPS signal is weak or unstable, the position can be accurately calculated by the velocity integration method. The continuity and accuracy of positioning are improved by using vehicle dynamics data and numerical integration methods. Innovative data processing methods can quickly process large amounts of real-time data and determine the alarm location. The combination of window functions and numerical integration improves the speed and accuracy of data processing. It is applicable to various vehicles and different environments, and is not limited by vehicle type and external environment. The versatility of the algorithm ensures its applicability in different vehicles and environments.

[0064] Figure 2 A schematic diagram of a time-space fitting conversion device for rail transit pantograph-network alarm positioning provided in an embodiment of the present application. Figure 2 The method comprises a data acquisition unit 201, a first data processing unit 202 and a second data processing unit 203. The method further comprises a position output unit 204. Specifically:

[0065] The data acquisition unit 201 is used to determine the first alarm time point and the running speed of the vehicle according to the acquired pantograph-net alarm time and the running data of the vehicle;

[0066] A first data processing unit 202 is used to process the first alarm time point and the running speed according to a window function and a speed integral to obtain an average value and a time difference of the running speed corresponding to the first alarm time point;

[0067] The second data processing unit 203 is used to determine an incremental distance according to the average value of the running speed and the time difference, and the incremental distance is used to determine the location information of the alarm event.

[0068] The position output unit 204 is used to output the position information of the alarm.

[0069] In a possible implementation, the time-space conversion device for the pantograph-network alarm event is used to implement Figure 1 Corresponding to any embodiment method embodiment.

[0070] Figure 3 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application is shown in FIG. Figure 3 As shown, the electronic device 300 includes: a memory 310 and a processor 320 .

[0071] The memory 310 stores a computer program that can be executed by at least one processor 320. The computer program is executed by at least one processor 320 to enable the electronic device to implement the method provided in any of the above embodiments.

[0072] The memory 310 and the processor 320 may be connected via a bus 330 .

[0073] The relevant instructions can be understood by referring to the relevant descriptions and effects corresponding to the method embodiments, which will not be repeated here.

[0074] An embodiment of the present application provides a computer-readable storage medium having a computer program stored thereon, and the computer program is executed by a processor to implement the following Figure 1 Corresponding to any embodiment method.

[0075] Among them, the computer-readable storage medium may be a ROM, a random access memory (RAM), a CD-ROM, a magnetic tape, a floppy disk, an optical data storage device, and the like.

[0076] An embodiment of the present application provides a computer program product, which includes computer-executable instructions, which are used to implement the following when the computer-executable instructions are executed by a processor: Figure 1 The method of any corresponding embodiment.

[0077] In the several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic. For example, the division of modules is only a logical function division. There may be other division methods in actual implementation, such as multiple modules or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or modules, which can be electrical, mechanical or other forms.

[0078] Those skilled in the art will readily appreciate other embodiments of the present application after considering the specification and practicing the disclosure disclosed herein. The present application is intended to cover any modification, use or adaptation of the present application, which follows the general principles of the present application and includes common knowledge or customary techniques in the art that are not disclosed in the present application. The specification and examples are intended to be exemplary only, and the true scope of the present application is indicated by the claims.

[0079] It will be appreciated that the present application is not limited to the exact construction that has been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof.

Claims

1. A time-space fitting conversion method for rail transit pantograph-net alarm positioning, characterized in that: include: Determine the first alarm time point and the vehicle's running speed based on the acquired pantograph alarm time and vehicle running data; The first alarm time point and the running speed are processed by using a window function and a speed integral to obtain an average value and a time difference of the running speed corresponding to the first alarm time point; An incremental distance is determined according to the average value of the running speed and the time difference, and the incremental distance is used to determine the position information of the alarm event.

2. The method according to claim 1, characterized in that The first alarm time point includes a time point before the alarm occurs and a time point after the alarm occurs; The processing of the first alarm time point and the running speed includes: calculating a speed average value and a time difference corresponding to a time point before the alarm occurs and a time point after the alarm occurs.

3. The method according to claim 2, characterized in that The window function includes a LAG function, and the LAG function is used to obtain a speed value corresponding to a time point before the alarm occurs and a speed value corresponding to a time point after the alarm occurs.

4. The method according to claim 3, characterized in that The time point before the alarm occurs is a time point corresponding to vehicle data close to the alarm time, determined from the vehicle operation data according to the alarm time; The time point after the alarm occurs is a time point corresponding to the last running data of the vehicle data close to the alarm time determined by the LAG function.

5. The method according to any one of claims 1 to 4, characterized in that: When the average value of the running speed is 0, it is determined that the alarm point is at the platform position; When the average value of the running speed is greater than 0, the alarm point is determined to be located in the running interval of leaving the platform.

6. A device for time-space conversion of pantograph-network alarm events, characterized in that: include: A data acquisition unit, used to determine the first alarm time point and the running speed of the vehicle according to the acquired pantograph-net alarm time and the running data of the vehicle; A first data processing unit, configured to process the first alarm time point and the running speed by using a window function and a speed integral, to obtain an average value and a time difference of the running speed corresponding to the first alarm time point; The second data processing unit is used to determine an incremental distance according to the average value of the running speed and the time difference, and the incremental distance is used to determine the location information of the alarm event.

7. The device according to claim 6, characterized in that The device is used to implement the method according to claims 2-5.

8. An electronic device, characterized in that: include: at least one processor; and a memory communicatively coupled to the at least one processor; The memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the electronic device to perform the method as claimed in any one of claims 1 to 5.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the method according to any one of claims 1 to 5 is implemented.

10. A computer program product comprising computer executable instructions, characterized in that: When the computer-executable instructions are executed by a processor, they are used to implement the method according to any one of claims 1 to 5.

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