Speed and distance measuring method and device for high-speed railway train

Abstract

The invention discloses a speed and distance measurement method and device for a high-speed railway train. The method comprises the steps that a first collection result of a speed transmission pair currently used in wheels of the train is obtained; according to the train speed and distance measurement method and device, the train is subjected to speed and distance measurement operation only by using the first acquisition result, and the use of a radar speed sensor or an accelerometer is avoided, so that the method and device are not limited by the mounting precision, the reflecting surface requirement and the calibration complexity, trains of different models can be better adapted, and the universality and expandability of the system are enhanced.

Description

Technical Field

[0001] This document relates to high - speed railway technology, particularly to a speed measurement and distance measurement method and device for high - speed railway trains. Background Art

[0002] High - speed railways have developed rapidly globally due to their strong transportation capacity, safety, reliability, and comfort. In recent years, with the rapid construction of high - speed railways, the train operation control system (referred to as the train control system), as the core technology to ensure the safe and fast operation of trains, has been widely applied. The train control system mainly consists of on - vehicle equipment and ground equipment. The core of the on - vehicle equipment is the Automatic Train Protection (ATP) system. The accurate positioning and safety functions of the ATP system rely on the speed measurement and distance measurement system, which needs to provide real - time, continuous, and accurate speed and distance information to the ATP system as the basis for train control. Therefore, how to optimize the existing speed measurement and distance measurement solutions for high - speed railway trains is an urgent problem to be solved. Summary of the Invention

[0003] Embodiments of this application provide a speed measurement and distance measurement method and device for high - speed railway trains.

[0004] A speed measurement and distance measurement method for high - speed railway trains includes:

[0005] Obtaining a first acquisition result of the currently used speed - transmission pair in the wheels of the train;

[0006] Performing speed measurement and distance measurement operations on the train only using the first acquisition result.

[0007] A speed measurement and distance measurement device for high - speed railway trains includes:

[0008] An acquisition module configured to obtain a first acquisition result of the currently used speed - transmission pair in the wheels of the train;

[0009] A processing module configured to perform speed measurement and distance measurement operations on the train only using the first acquisition result.

[0010] A storage medium stores a computer program, wherein the computer program is configured to execute the method described above when running.

[0011] An electronic device includes a memory and a processor. The memory stores a computer program, and the processor is configured to run the computer program to execute the method described above.

[0012] The technical solution provided by the embodiments of this application only uses wheel speed sensors for speed measurement and distance measurement, avoiding the use of radar speed sensors or accelerometers. Therefore, it is not restricted by installation accuracy, requirements for reflecting surfaces, and calibration complexity, and can better adapt to different models of trains, enhancing the versatility and scalability of the system.

[0013] Other features and advantages of this application will be described in the subsequent specification, and, in part, will become apparent from the specification or will be understood by implementing this application. Other advantages of this application can be realized and obtained through the solutions described in the specification and the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] The accompanying drawings are used to provide an understanding of the technical solution of this application, and constitute a part of the specification. Together with the embodiments of this application, they are used to explain the technical solution of this application and do not constitute a limitation to the technical solution of this application.

[0015] Figure 1 It is a schematic flowchart of the method for speed measurement and distance measurement of high-speed railway trains provided by the embodiments of this application;

[0016] Figure 2 It is a schematic structural diagram of the device for speed measurement and distance measurement of high-speed railway trains provided by the embodiments of this application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0017] This application describes multiple embodiments, but the description is exemplary rather than restrictive, and it is obvious to those of ordinary skill in the art that there can be more embodiments and implementation solutions within the scope covered by the embodiments described in this application. Although many possible combinations of features are shown in the accompanying drawings and discussed in the detailed description, many other combination ways of the disclosed features are also possible. Unless specifically restricted, any feature or element of any embodiment can be combined with any other feature or element in any other embodiment, or can replace any other feature or element in any other embodiment.

[0018] This application includes and contemplates combinations with features and elements known to those of ordinary skill in the art. The disclosed embodiments, features, and elements of this application can also be combined with any conventional features or elements to form a unique invention solution. Any feature or element of any embodiment can also be combined with features or elements from other invention solutions to form another unique invention solution. Therefore, it should be understood that any feature shown and / or discussed in this application can be implemented alone or in any appropriate combination. Therefore, except for the limitations made according to the appended claims and their equivalent replacements, the embodiments are not subject to other limitations. In addition, various modifications and changes can be made within the scope of protection of the appended claims.

[0019] In addition, when describing representative embodiments, the specification may have presented the method and / or process as a particular sequence of steps. However, to the extent that the method or process does not depend on the particular order of the steps described herein, the method or process should not be limited to the particular order of steps described. As those of ordinary skill in the art will understand, other step orders are possible. Accordingly, the particular order of steps set forth in the specification should not be construed as a limitation on the claims. In addition, the claims directed to the method and / or process should not be limited to performing their steps in the order written, as those skilled in the art can readily understand that these orders can vary and still remain within the spirit and scope of the embodiments of the present application.

[0020] In the process of implementing the present application, it is found that the related art has the following problems:

[0021] In high-speed railways, the speed measurement and distance measurement system usually combines the use of wheel speed sensors with radar speed sensors or accelerometers. The reason for introducing radar speed sensors and accelerometers is that they are not affected by wheel spin or skid, and can provide correction compensation when the wheel speed sensor experiences spin or skid, thus maintaining the stability of the speed measurement and distance measurement results. However, the application of these devices also faces some challenges: they are sensitive to installation accuracy and reflector conditions, and need to be calibrated regularly to ensure normal operation. The calibration process is not only cumbersome, but also has a great impact on the measurement accuracy, which limits the performance of the combinations of "wheel speed sensor + radar speed sensor" and "wheel speed sensor + accelerometer" in terms of compatibility and usability.

[0022] In view of these problems, the embodiments of the present application propose a high-speed railway speed measurement and distance measurement scheme based on wheel speed sensors. This scheme mainly solves the switching problem of the wheel speed sensor when a failure occurs, and the problem of large errors in measurement results in the case of spin and skid. In addition, by only using wheel speed sensors, this scheme improves the compatibility and usability of the system.

[0023] Figure 1 It is a schematic flow chart of the speed measurement and distance measurement method for high-speed railway trains provided by the embodiments of the present application. As Figure 1 shown, the method includes:

[0024] Step 101, obtain the first acquisition result of the currently used speed transmission pair in the wheels of the train;

[0025] Step 102, perform speed measurement and distance measurement operations on the train only using the first acquisition result.

[0026] The method provided by the embodiments of this application uses only wheel speed sensors for speed measurement and distance measurement, avoiding the use of radar speed sensors or accelerometers. Therefore, it is not restricted by installation accuracy, requirements for the reflecting surface, and calibration complexity, and can better adapt to different models of trains, enhancing the versatility and scalability of the system.

[0027] In the embodiments of this application, a train can be configured with 2 to 4 wheel speed sensors, providing flexibility to adapt to different vehicle models and operating requirements, and enhancing the adaptability and scalability of the system. The wheel speed sensors are installed on the non-powered axles of the train to ensure that they are not interfered by the powered axles during operation, thereby improving the accuracy of speed measurement and distance measurement.

[0028] Pairs of wheel speed sensors (i.e., speed transmission pairs) are installed on the wheels of the train, and these sensors are mutually the primary and backup. This design ensures that when a certain sensor in the currently primary speed transmission pair fails, the system can seamlessly switch to the backup sensor, guaranteeing the reliability and stability of the system.

[0029] The primary and backup switching management method of the speed transmission pair is as follows:

[0030] Initial selection: At startup, a group of speed transmission pairs is default selected as the initial primary speed transmission pair, and this group of speed transmission pairs is put into use after its functions are confirmed to be normal through a self-check program during the initialization phase.

[0031] Real-time monitoring and switching: During operation, continuously monitor the working status of each sensor in the primary speed transmission pair, including key parameters such as supply voltage, working current, and pulse signal integrity. Once a certain sensor in the primary speed transmission pair is detected to have a fault (such as abnormal power supply, signal loss, or data anomaly), it will automatically switch to the backup speed transmission pair to ensure the continuity and accuracy of the speed measurement and distance measurement functions.

[0032] Evaluation after fault recovery: When the faulty sensor in the primary speed transmission pair returns to normal, the system will automatically re-evaluate its performance and decide whether to switch it back to the primary state according to the current operating status, in order to further improve the redundancy and reliability of the system.

[0033] Through this design of mutual primary and backup and the dynamic switching mechanism, the system can quickly respond in case of sensor faults, ensure the stable operation of the train speed measurement and distance measurement functions, reduce the downtime caused by sensor faults at the same time, and improve the overall availability and safety of the system.

[0034] In the embodiments of this application, the determination method of the currently primary speed transmission pair includes:

[0035] Step A1: Obtain the second acquisition result of the currently primary speed transmission pair in each acquisition cycle;

[0036] Among them, the second acquisition result includes:

[0037] Supply voltage: Used to detect whether the supply voltage of the wheel speed sensor is within the normal range (e.g., 24V ± 10%). The stability of the supply voltage is the basis for the normal operation of the sensor.

[0038] Operating current: Used to detect whether the operating current of the wheel speed sensor is within the normal range (e.g., 10mA ± 2mA). Abnormal current may indicate a broken wire or other electrical faults in the sensor.

[0039] Original speed: The wheel speed calculated from the pulse signal of the wheel speed sensor.

[0040] Original distance: The driving distance of the wheel in the current acquisition cycle calculated based on the pulse signal.

[0041] Rotation direction: Indicates the rotation direction of the wheel and is used to determine whether the running directions of the trains are consistent.

[0042] In step A1, the supply voltage and operating current values of the wheel speed sensor are obtained through an A / D converter. Since the wheel speed sensor works based on the Hall principle, whenever the wheel gear disc rotates by one pitch, the sensor generates a pulse signal. These pulse signals are the basic data for calculating the wheel speed and driving distance. Based on the pulse signals, the original speed and original distance of each wheel speed sensor are calculated. The calculation formulas are as follows:

[0043] In step A1, the supply voltage and operating current values of the wheel speed sensor are obtained through an A / D converter.

[0044] Since the wheel speed sensor works based on the Hall principle, whenever the wheel gear disc rotates by one pitch, the sensor generates a pulse signal. These pulse signals are the basic data for calculating the wheel speed and driving distance. Based on the pulse signals, the original speed and original distance of each wheel speed sensor are calculated in a block. The calculation formulas are as follows:

[0045] Assume that the number of pulses of the k-th wheel speed sensor in the i-th cycle T(i) is n(i), the wheel gear disc contains N pitches, the wheel diameter is D, and the acquisition cycle is T, where:

[0046] The calculation expression for the original speed v(i) of the k-th wheel speed sensor is

[0047] The calculation expression for the original distance s(i) of the k-th wheel speed sensor is

[0048] Wherein, i is an integer greater than or equal to 2; k takes a value of 1 or 2, and among them, the first and second wheel speed sensors are the speed transmission pairs currently in use.

[0049] By collecting and preprocessing the key data (power supply voltage, operating current, original speed, original distance, and rotation direction) of the wheel speed sensors, high-quality data input is provided for the subsequent modules. These data not only provide the basis for speed measurement and distance measurement, but also enhance the reliability and stability of the system by real-time monitoring of electrical parameters and direction information.

[0050] Step A2: Perform a fault detection operation on the second acquisition result. When the second acquisition result does not meet any of the following conditions, perform the main-backup switching of the speed transmission pair, including:

[0051] A2-1: The power supply voltage of each wheel speed sensor is within the normal range;

[0052] A2-2: The operating current of each wheel speed sensor is within the normal range;

[0053] A2-3: The input square wave of each wheel speed sensor is normal. If the square wave signal is abnormal, it indicates that there is a problem with the signal acquisition part of the sensor.

[0054] A2-4: The rotation directions corresponding to each wheel speed sensor are consistent. If the directions are inconsistent, it indicates that the sensor is incorrectly installed or the data acquisition is abnormal.

[0055] A2-5: The voting results of the dual CPUs on the second acquisition result are consistent. The system adopts a dual-CPU architecture, and the two CPUs independently process the acquisition results and vote. If the voting results of the two CPUs are inconsistent, it may indicate that there is a fault in the data acquisition or processing process. The voting results of the two CPUs include:

[0056] 1) Whether the original speeds and original positions of each wheel speed sensor are consistent;

[0057] 2) Whether the original direction information of each wheel speed sensor is consistent;

[0058] 3) Whether the fault information statuses of each wheel speed sensor are consistent;

[0059] 4) Whether the fault status information of each pair of speed transmission pairs is consistent.

[0060] Optionally, to ensure that the speed measurement and distance measurement system can collect correct pulse count values when the wheels are rotating, it is necessary to ensure that the wheel speed sensor counters in the system are working properly without faults. Therefore, in step A2, when the train is in a stationary state, a self-test signal is sent to the counter of each wheel speed sensor, and the counting result of the counter of each wheel speed sensor for its respective self-test signal is compared with its respective counting reference value to determine whether the counter of each wheel speed sensor can work properly. Among them, when the counter of any wheel speed sensor cannot work properly, the main and standby switching of the speed transmission pair is performed.

[0061] Through the above mechanism, the embodiment of the present application can quickly switch to the standby speed transmission pair when the sensor fails through real-time monitoring and fault detection, ensuring the continuity of the speed measurement and distance measurement functions; through the dual-CPU voting and counter self-test, it can effectively avoid speed measurement and distance measurement errors caused by sensor failures or abnormal data acquisition, improving the accuracy of the system; through real-time monitoring and fault detection, the system can timely detect potential faults, reduce maintenance costs, and improve the availability of the system.

[0062] In the embodiment of the present application, the result after the second acquisition result is processed by the fault detection operation is used as the first acquisition result.

[0063] Regarding the determination of the acceleration in the current cycle:

[0064] The acquisition method of the acceleration in the current cycle includes:

[0065] Calculating the product of a preset first coefficient b and the raw acceleration a in the current cycle k (i) to obtain a first calculation result; and, calculating the product of a preset second coefficient a and the raw acceleration a in the previous cycle k (i - 1) to obtain a second calculation result;

[0066] Calculating the sum value of the first calculation result and the second calculation result to obtain the acceleration in the current cycle.

[0067] Among them, the raw acceleration in the i-th cycle is a k (i), and its calculation expression is

[0068] Among them, the acceleration a in the i-th cycle kf (i) has a calculation expression of a kf (i) = b × a k (i) + a × a k (i - 1).

[0069] Among them, the second coefficient a, as a filtering factor, can be adjusted according to the specific operating conditions of the train:

[0070] When running at high speed, the value of a can be appropriately reduced to improve the filtering effect;

[0071] When running at low speed, the value of a can be appropriately increased to reduce the influence of filtering on the signal.

[0072] Through the low-pass filtering algorithm, high-frequency noise is effectively filtered out, and low-frequency signals are retained, making the acceleration data smoother and more stable. This processing method not only improves the stability and reliability of the data, but also optimizes the calculation accuracy of speed and distance, and enhances the anti-interference ability of the system.

[0073] Determination of the availability status of the axle:

[0074] In the embodiment of the present application, the availability status of the axle is determined according to preset available conditions:

[0075] If the speed v corresponding to the wheel speed sensor in the current period k (i) is less than the preset axle blocking speed v block and the duration of this state is greater than the preset blocking duration threshold T block , it is determined that the axle corresponding to the wheel speed sensor is unavailable; otherwise, it is determined that the axle corresponding to the wheel speed sensor is available.

[0076] Taking the axle 1 corresponding to the first speed sensor and the axle 2 corresponding to the second speed sensor in the currently used speed transmission alignment as an example, the availability status of the axle includes the following 4 cases: only axle 1 is available, only axle 2 is available, both axles are available, and both axles are unavailable.

[0077] In the embodiment of the present application, only the speed data of the wheel speed sensor is used to judge the availability of the axle, avoiding the dependence on other sensors and improving the compatibility and availability of the system.

[0078] Determination of the stability status of the axle:

[0079] In the embodiment of the present application, the stability status of the axle is determined according to preset stable conditions:

[0080] If the change value Δa of the acceleration of the wheel speed sensor within the second acquisition window T including the current period stable is kf (i) within the preset change threshold ±Δa kstable , it is determined that the axle corresponding to the wheel speed sensor is stable; otherwise, it is determined that the axle corresponding to the wheel speed sensor is unstable.

[0081] Among them, the value of the change threshold ±Δa_kstable is usually related to the maximum traction acceleration a of the trainmax_traction is related, where a max_traction represents the maximum acceleration that the train can achieve in the traction state.

[0082] Taking the axle 1 corresponding to the first speed sensor and the axle 2 corresponding to the second speed sensor in the currently used speed transmission centering as an example, the stability states of the axles include the following three situations: axle 1 is stable, axle 2 is stable, and both axles are unstable.

[0083] In the embodiment of the present application, only the speed data of the wheel speed sensor is used to judge the axle stability, avoiding the dependence on other sensors and improving the compatibility and usability of the system.

[0084] Regarding the determination of the acceleration or deceleration state of the train:

[0085] In the embodiment of the present application, by comparing the acceleration a kf (i) in the current period with the preset acceleration threshold a comm , the acceleration or deceleration state of the train can be accurately judged:

[0086] If the acceleration a kf (i) in the current period is greater than the preset acceleration threshold a comm , it is determined that the train is accelerating in the current period; otherwise, it is determined that the train is decelerating in the current period, where the acceleration threshold is determined according to the acceleration of the train in the first acquisition window.

[0087] Among them, the acceleration threshold a comm is dynamically determined according to the acceleration of the train in the first acquisition window. The first acquisition window contains multiple acquisition periods (for example, the most recent 10 acquisition periods) and is used to statistically analyze the acceleration change of the train. This threshold can be a fixed value or dynamically adjusted according to the train operation state.

[0088] In the embodiment of the present application, not only the accuracy and adaptability of the system are improved, but also the real-time performance and reliability of the system are ensured, providing a strong guarantee for the safe operation of the train. At the same time, the acceleration or deceleration state of the train is judged by only using the speed data of the wheel speed sensor, avoiding the dependence on other sensors (such as radar speed sensors or accelerometers) and significantly improving the compatibility and usability of the system.

[0089] Regarding the judgment of the idling state:

[0090] When the train is accelerating, if any of the following conditions is met, it is determined that the axle of the train is in the idling state:

[0091] The acceleration a in the current period kf(i) greater than the maximum traction acceleration a of the train max_traction ;

[0092] The speed difference between different axles within the current period is greater than the preset speed threshold Δv diff .

[0093] The maximum traction acceleration a of the train max_traction is the maximum acceleration that the train can achieve under ideal conditions (i.e., with maximum adhesion between the wheels and the track), which is usually determined by the design of the train's power system and the track conditions. When the actual acceleration of the train exceeds this value, it means that the friction between the wheels and the track is insufficient, and the wheels may slip, resulting in idling. In addition, the speed difference between different axles is also an important indicator for detecting idling. Under normal operating conditions, the speeds of all axles should be consistent. If the speed of a certain axle is significantly higher than that of other axles, it indicates that the wheels of this axle may slip due to insufficient friction.

[0094] The above implementation method can accurately and real-time detect the idling phenomenon by monitoring the acceleration and speed difference, thereby improving the safety and reliability of train operation.

[0095] Regarding the judgment of the skidding state:

[0096] When the train is decelerating, if any of the following conditions is met, it is determined that the axles of the train are in a skidding state:

[0097] The acceleration within the current period is less than the minimum braking deceleration a of the train min_brake ;

[0098] The speed difference between different axles within the current period is greater than the preset speed threshold Δv diff .

[0099] The minimum braking deceleration a min_brake is the minimum deceleration that the train can achieve during braking. It is usually determined according to the design of the train's braking system and safety standards. When the actual deceleration of the train is less than this value, it indicates that the friction between the wheels and the track is insufficient, and the wheels may have skidded. In addition, the speed difference between different axles is also an important indicator for detecting skidding. Under normal braking conditions, the speeds of all axles should gradually decrease and remain consistent. If the speed of a certain axle is significantly lower than that of other axles, it indicates that the wheels of this axle may skid due to insufficient friction.

[0100] The above implementation method can accurately and real-time detect the skidding phenomenon by monitoring the deceleration and speed difference, thereby improving the safety and reliability of train operation.

[0101] Regarding the speed calculation in the idling state:

[0102] In the embodiment of the present application, when the axle of the train is in a slipping state, the reference acceleration a ref (i) is determined by using the acceleration of the available axles of the train in the current period, and the speed of the train in the current period is determined by using the reference acceleration, where the available axles are the axles that meet the preset available conditions.

[0103] The reference acceleration a ref (i) is determined as follows:

[0104] When there are available axles in the current period, the reference acceleration is the minimum value between the acceleration of the available axles in the current period and the maximum traction acceleration of the train;

[0105] When there are no available axles in the current period, the reference acceleration is the minimum value between all the accelerations of the currently used speed transmission pair in the current period and the maximum traction acceleration.

[0106] After obtaining the reference acceleration a ref (i), according to the speed v(i - 1) of the train in the previous period and the reference acceleration a ref (i), the speed of the train in the current period is calculated.

[0107] Specifically, see Table 1:

[0108]

[0109] Table 1

[0110] As can be seen from Table 1, the maximum traction acceleration a max_traction is involved in the determination of the reference acceleration a ref (i). The rationality of this selection rule lies in:

[0111] By restricting the acceleration not to exceed the maximum traction acceleration, potential safety risks caused by excessive acceleration are avoided;

[0112] Under slipping conditions, the actual acceleration of the wheel may exceed the actual acceleration of the train. By selecting the smaller value between the acceleration of the available axles and the maximum traction acceleration, the actual acceleration of the train can be more accurately reflected;

[0113] In a multi - axle system, if a certain axle slips, selecting the acceleration of other non - slipping axles as a reference can improve the robustness of the system.

[0114] Regarding the speed calculation under the skidding state:

[0115] In an embodiment of the present application, when the axle of the train is in a skidding state, the speed v(i) of the train in the current period is determined by using the speed of the stable axle of the train in the current period, where the stable axle is an axle that meets a preset stable condition.

[0116] Among them, the determination method of the speed v(i) of the train in the current period is as follows:

[0117] When there is a stable axle in the current period, directly use the speed of this axle as the current speed v(i) of the train;

[0118] When there is no stable axle of the train in the current period, according to the speed v(i - 1) of the train in the previous period and the minimum braking deceleration a min_brake of the train, calculate the speed v(i) of the train in the current period.

[0119] Specifically, see Table 2:

[0120] Serial number Axle stability status Speed calculation method 1 Axle 1 is stable <![CDATA[v(i) = v1(i)]]> 2 Axle 2 is stable <![CDATA[v(i) = v2(i)]]> 3 No stable axle <![CDATA[v(i) = v(i - 1)-a min_brake ×T]]>

[0121] Table 2

[0122] As can be seen from Table 2, when a certain axle is determined to be stable, the system directly uses the speed of this axle as the current speed of the train. The stable axle can provide accurate speed information, thus ensuring the accuracy of speed calculation.

[0123] In addition, when all axles are not determined to be stable (that is, they may all be in a skidding state), the system estimates the current speed by subtracting the product of the minimum braking deceleration a min_brake and the acquisition period T from the speed v(i - 1) of the train in the previous period. This method assumes that in the absence of a stable axle, the speed of the train will uniformly decelerate at the minimum braking deceleration. This is a conservative estimation method, which can ensure that the estimation of the train speed in the worst case will not be too high, thus ensuring the safety of train operation.

[0124] The above implementation method not only improves the speed calculation accuracy of the system in the skidding state, but also enhances the robustness and safety of the system, ensuring that the train can operate safely and stably in various complex operating environments. By reasonably using the speed data of the stable axle and conservatively estimating the speed when there is no stable axle, the system can effectively cope with the skidding state and ensure the continuity and reliability of train operation.

[0125] Regarding the calculation of the speed in other cases:

[0126] When the train is accelerating and the axle is not in a slipping state, and when the train is decelerating and the axle is not in a skidding state, the speed of the train in the current period is the larger value of the speeds of the two speed sensors in the current period, that is, v(i) = max(v1(i), v2(i)).

[0127] Calculation of the traveling distance of the train:

[0128] The traveling distance of the train in the current period is the product of the speed of the train in the current period and the duration of the period, that is, s(i) = v(i) × T.

[0129] As can be seen from the above description, the method provided by the embodiments of the present application relies only on wheel speed sensors, and the number of speed sensors can be configured according to actual situations, improving the compatibility and scalability of the high-speed railway system while solving the problem of inaccurate speed measurement and distance measurement when the wheel speed sensor is idling or skidding.

[0130] Figure 2 This is a schematic structural diagram of the speed measurement and distance measurement device for a high-speed railway train provided by the embodiments of the present application. As Figure 2 shown, the device includes:

[0131] An acquisition module 201, configured to acquire the first acquisition result of the currently used speed transmission pair among the wheels of the train;

[0132] A processing module 202, configured to perform speed measurement and distance measurement operations on the train only using the first acquisition result.

[0133] The device provided by the embodiments of the present application performs speed measurement and distance measurement only using wheel speed sensors, avoiding the use of radar speed sensors or accelerometers, and thus is not limited by installation accuracy, reflector requirements, and calibration complexity, and can better adapt to different models of trains, enhancing the versatility and scalability of the system.

[0134] In addition, the embodiments of the present application also provide a storage medium, in which a computer program is stored, and the computer program is configured to execute the method described above when running.

[0135] The embodiments of the present application also provide an electronic device, including a memory and a processor, a computer program is stored in the memory, and the processor is configured to run the computer program to execute the method described above.

[0136] Those of ordinary skill in the art will understand that all or some of the steps in the methods disclosed above, and the functional modules / units in systems and devices, can be implemented as software, firmware, hardware, and appropriate combinations thereof. In the hardware implementation, the division of functional modules / units mentioned above does not necessarily correspond to the division of physical components; for example, one physical component may have multiple functions, or one function or step may be executed by several physical components in cooperation. Some or all components may be implemented as software executed by a processor, such as a digital signal processor or a microprocessor, or implemented as hardware, or implemented as an integrated circuit, such as an application-specific integrated circuit. Such software can be distributed on a computer-readable medium, which can include a computer storage medium (or non-transitory medium) and a communication medium (or transitory medium). As is well known to those of ordinary skill in the art, the term "computer storage medium" includes volatile and non-volatile, removable and non-removable media implemented in any method or technology for storing information, such as computer-readable instructions, data structures, program modules, or other data. Computer storage media include, but are not limited to, RAM, ROM, EEPROM, flash memory or other memory technologies, CD-ROM, digital versatile disk (DVD) or other optical disk storage, magnetic cassettes, tapes, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to store the desired information and can be accessed by a computer. In addition, it is well known to those of ordinary skill in the art that communication media typically contain computer-readable instructions, data structures, program modules, or other data in a modulated data signal such as a carrier wave or other transmission mechanism, and can include any information delivery medium.

Claims

1. A method for measuring speed and distance of a high-speed railway train, comprising: Obtaining a first acquisition result of a speed transmission pair currently used in the wheels of the train; Only the first collection result is used to perform speed and distance measurement operations on the train.

2. The method according to claim 1, characterized in that: The performing speed and distance measurement operations on the train using only the first acquisition result includes: When the axle of the train is in an idling state, a reference acceleration is determined using the acceleration of the available axle of the train in a current cycle, and a speed of the train in the current cycle is determined using the reference acceleration, wherein the available axle is an axle that meets a preset availability condition; When the axle of the train is in a sliding state, the speed of the train in the current cycle is determined by using the speed of the stable axle of the train in the current cycle, wherein the stable axle is an axle that meets a preset stability condition; The travel distance of the train in the current cycle is the product of the speed of the train in the current cycle and the duration of the cycle.

3. The method according to claim 2, characterized in that: When there is an available axle in the current cycle, the reference acceleration is the minimum value between the acceleration of the available axle in the current cycle and the maximum traction acceleration of the train; when there is no available axle in the current cycle, the reference acceleration is the minimum value between all accelerations of the currently used speed transmission pair in the current cycle and the maximum traction acceleration; Wherein, the speed of the train in the current cycle is calculated according to the speed of the train in the previous cycle and the reference acceleration.

4. The method according to claim 2, characterized in that: The method further comprises: When the train has no stable axle in the current cycle, the speed of the train in the current cycle is calculated according to the speed of the train in the previous cycle and the minimum braking deceleration of the train.

5. The method according to claim 2, characterized in that: When the train accelerates in the current cycle, if the acceleration in the current cycle is greater than the maximum traction acceleration of the train, or the speed difference between different axles in the current cycle is greater than a preset speed threshold, it is determined that the axle of the train is in an idling state; When the train decelerates in the current cycle, if the acceleration in the current cycle is less than the minimum braking deceleration of the train, or the speed difference between different axles in the current cycle is greater than a preset speed threshold, it is determined that the axle of the train is in a sliding state.

6. The method according to claim 5, characterized in that: If the acceleration in the current cycle is greater than a preset acceleration threshold, it is determined that the train is accelerating in the current cycle; otherwise, it is determined that the train is decelerating in the current cycle, wherein the acceleration threshold is determined based on the acceleration of the train in the first acquisition window.

7. The method according to any one of claims 2 to 6, characterized in that: The methods for obtaining the acceleration in the current cycle include: Calculating the product of a preset first coefficient and the original acceleration in the current cycle to obtain a first calculation result; and calculating the product of a preset second coefficient and the original acceleration in the previous cycle to obtain a second calculation result; wherein the sum of the first coefficient and the second coefficient is 1; The sum of the first calculation result and the second calculation result is calculated to obtain the acceleration in the current cycle.

8. The method according to claim 2, characterized in that: The availability condition includes: if the speed of the wheel speed sensor in the current cycle is lower than a preset axle blocking speed and the duration exceeds a preset blocking time threshold, then determining that the axle corresponding to the wheel speed sensor is unavailable; otherwise, determining that the axle corresponding to the wheel speed sensor is available; The stability condition includes: if the change value of the acceleration of the wheel speed sensor in the second acquisition window including the current cycle is within a preset change threshold, it is determined that the wheel axle corresponding to the wheel speed sensor is stable; otherwise, it is determined that the wheel axle corresponding to the wheel speed sensor is unstable.

9. The method according to claim 1, characterized in that: The train is provided with a pair of speed transmissions serving as a primary and a backup for each other; The current active speed transmission pair is determined in the following ways: Acquire a second acquisition result of the current main speed sensor pair in each acquisition cycle, wherein the second acquisition result includes a power supply voltage, a working current, an original speed, an original distance, and a rotation direction of the wheel speed sensor in the current cycle; A fault detection operation is performed on the second collection result, and when the second collection result does not meet any of the following conditions, a master-slave switching of the fast transmission pair is performed, including: The supply voltage of each wheel speed sensor is within the normal range; The operating current of each wheel speed sensor is within the normal range; The input square wave of each wheel speed sensor is normal; The rotation direction corresponding to each wheel speed sensor is consistent; The voting results of the two CPUs on the second collection result are consistent; The result of the second acquisition result after being processed by the fault detection operation is used as the first acquisition result.

10. The method according to claim 9, characterized in that The method further comprises: When the train is in a stationary state, a self-test signal is sent to the counter of each wheel speed sensor, and the counting result of the counter of each wheel speed sensor for the respective self-test signal is compared with the respective counting reference value to determine whether the counter of each wheel speed sensor can work normally; When the counter of any wheel speed sensor fails to work normally, the master-slave switching of the speed transmission pair is performed.

11. The method according to claim 1, 9 or 10, characterized in that: The wheel speed sensors in each speed sensor pair are deployed on the non-powered axle.

12. A speed and distance measuring device for a high-speed railway train, comprising: An acquisition module, configured to acquire a first acquisition result of a speed transmission pair currently used in a wheel of a train; The processing module is configured to use only the first collection result to perform speed and distance measurement operations on the train.

13. A storage medium, characterized in that: The storage medium stores a computer program, wherein the computer program is configured to execute the method according to any one of claims 1 to 11 when executed.

14. An electronic device comprising a memory and a processor, characterized in that: A computer program is stored in the memory, and the processor is configured to run the computer program to perform the method according to any one of claims 1 to 11.

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