Train data management system

Abstract

The invention relates to the technical field of train data analysis, in particular to a train data management system, and the system obtains the positioning error distance of a transponder and the load of each compartment of a train through an information collection module. An error drift value is calculated through an error analysis module according to a first error distance positioned by a transponder in a pull-in deceleration stage and a second error distance positioned by a transponder in a pull-out acceleration stage of a train in a monitoring period; a correlation analysis module determines whether the monitoring state of a train in a station in-out road section is stable based on a correlation factor of an error drift value and a corresponding load variation, and an information sending management module determines the load distribution change state of the station in-out road section with an unstable monitoring state in a monitoring time period. And the information sending mode is determined according to the load distribution change state, so that the relationship between the load change and the positioning error of the transponder is constructed, and the comprehensive monitoring and accurate control of the train running state are realized.

Description

Technical Field

[0001] The present invention relates to the technical field of train data analysis, and in particular to a train data management system. Background Art

[0002] In urban subway networks, subway trains need to frequently enter and exit stations. Each entry is accompanied by braking and deceleration, and each exit requires acceleration. This high-frequency braking and acceleration operation makes it normal for the train wheels to generate high temperatures due to braking. At the same time, the passenger flow at subway stations is large and fluctuates significantly. The load on each train car will change significantly during the boarding and alighting process. When dealing with complex operating conditions and variable load conditions, the existing train control system has problems such as large positioning errors and inaccurate control. It is difficult to monitor and analyze the operating status of the train in and out of the station in real time, and cannot provide guarantees for the safe and efficient operation of the subway.

[0003] For example, China's patent application publication number: CN117609219A, the invention discloses a management system and method for train control data, the management system includes: a data acquisition module, a data verification module and a data management module; the data acquisition module is used to: obtain the line basic data of the line of the running train, the train control engineering data of the train, the static transponder message data, the dynamic test on-board data of the train, the dynamic test outline data, the dynamic test plan, the dynamic test plan, the dynamic test report, the judicial record unit data, the station information table and the route data table from various data sources; the data verification module is used to: according to the attributes of each information of the running train, according to the rule table or numerical range corresponding to each information, verify each data to eliminate abnormal values ​​in each data; the data management module is used to: according to the line information of the line and the attributes of each information, save the above data accordingly.

[0004] The following problems also exist in the prior art:

[0005] Existing technologies do not take into account the impact of high-frequency braking and acceleration operations of subway trains frequently entering and exiting stations on operation scheduling and safety. Existing technologies cannot accurately assess the potential risks of changes in wheel adhesion to train operation, and cannot effectively analyze abnormal train operation caused by the superposition of multiple factors, resulting in insufficient effectiveness of train data analysis. Summary of the Invention

[0006] To this end, the present invention provides a train data management system to overcome the problem that the existing technology cannot accurately evaluate the potential risks of wheel adhesion changes to train operation, and cannot effectively analyze the low control accuracy of the control distance of the train during the deceleration and acceleration stages before and after the stop due to the superposition of multiple factors.

[0007] To achieve the above object, the present invention provides a train data management system, comprising:

[0008] The data information terminal includes several transponders installed on the train entry and exit tracks;

[0009] An information collection module, connected to the data information terminal, includes a calculation unit for obtaining the error distance of the transponder positioning and a load monitoring unit for obtaining the load of each carriage of the train;

[0010] an error analysis module connected to the information acquisition module, configured to determine a first error distance of the transponder positioning during the train's deceleration phase upon entering the station and a second error distance of the transponder positioning during the train's acceleration phase upon leaving the station within a plurality of monitoring time periods, and to calculate an error drift value based on the first error distance and the second error distance;

[0011] a correlation analysis module, connected to the error analysis module and the information acquisition module, respectively, for establishing a corresponding relationship between the error drift value and the load variation, and determining whether the monitoring status of the train in the station entry and exit section is stable based on a correlation factor between the error drift value and the corresponding load variation;

[0012] An information sending management module is respectively connected to the association analysis module and the information acquisition module, and is used to determine the load distribution change state of the station entrance and exit sections with unstable monitoring status during the monitoring period, and based on the load distribution change state, issue an early warning on the data sending status of the transponder and adjust the train braking compensation distance, or send control information prompts to the transponders of the station entrance and exit sections.

[0013] Furthermore, the error analysis module is used to determine a first error distance and a second error distance, wherein:

[0014] The error analysis module is used to obtain a first position point at which the train receives a balise message signal during the deceleration phase of entering the station, and set the distance between the first position point and a preset first reference position point as a first error distance;

[0015] The error analysis module is used to obtain a second position point where the train receives a transponder message signal during the outbound acceleration phase, and set the distance between the second position point and a preset second reference position point as a second error distance.

[0016] Further, the error analysis unit is used to determine an absolute value of a difference between the first error distance and the second error distance as the error drift value;

[0017] The first error distance and the second error distance are determined within the same monitoring period, and each monitoring period includes a deceleration phase for entering the station, a passenger boarding and disembarking phase, and an acceleration phase for leaving the station.

[0018] Furthermore, the correlation analysis module determines the difference between the total load before the train boarding and disembarking phase and the total load after the train boarding and disembarking phase as the load variation;

[0019] The total load before the train boarding and disembarking phase and the total load after the train boarding and disembarking phase are determined based on the loads obtained by each load monitoring unit.

[0020] Furthermore, the correlation analysis module establishes a corresponding correlation between the error drift value and the load variation determined within the same monitoring period.

[0021] Furthermore, the correlation analysis module is used to determine whether the monitoring status of the train in and out of the station is stable, wherein:

[0022] The correlation analysis module calculates the Pearson correlation coefficient between the error drift value and the load change of the train in several monitoring periods at each station, and determines the Pearson correlation coefficient as the correlation factor;

[0023] If the correlation factor does not meet the correlation comparison condition, the correlation analysis module determines that the monitoring status of the train in the station entry and exit section is unstable;

[0024] The correlation comparison condition is that the correlation factor exceeds a preset correlation factor threshold.

[0025] Furthermore, the information sending management module is used to determine a load distribution change characterization value, wherein:

[0026] The information transmission management module is used to determine the load distribution change of the station entrance and exit sections with unstable monitoring status during each monitoring period, calculate the dimensionless ratio of the load distribution change to the duration of the train boarding and disembarking phase, and determine the average value of the ratios over several monitoring periods as the load distribution change representative value;

[0027] The load distribution difference is determined based on the load standard deviation of each carriage before and after the passenger boarding and disembarking phase.

[0028] Furthermore, the information sending management module compares the load distribution change characterization value with a preset load distribution change characterization reference value;

[0029] If the load distribution change characterization value does not exceed the load distribution change characterization reference value, the information sending management module determines that the station entrance and exit section is in the first load distribution change state;

[0030] If the load distribution change characterization value exceeds the load distribution change characterization reference value, the information sending management module determines that the station entrance and exit section is in the second load distribution change state.

[0031] Furthermore, the information sending management module is used to determine the information sending mode based on the load distribution change state, wherein:

[0032] If the station entrance and exit sections are in the first load distribution change state, the information transmission management module determines to issue an early warning on the data transmission state of the balise and adjusts the train braking compensation distance;

[0033] If the station entrance and exit section is in the second load distribution change state, the information sending management module sends a control information prompt to the transponder of the station entrance and exit section.

[0034] Furthermore, the information sending management module is used to adjust the train braking compensation distance based on the correlation factor, and the train braking compensation distance is negatively correlated with the correlation factor;

[0035] The control information prompt sent by the information sending management module includes acceleration control information in the outbound acceleration phase.

[0036] Compared with the prior art, the beneficial effect of the present invention lies in that the present invention obtains the error distance of the transponder positioning and the load of each train car through the information acquisition module, calculates the error drift value according to the first error distance of the transponder positioning in the deceleration phase of the train entering the station and the second error distance of the transponder positioning in the acceleration phase of the train leaving the station during the monitoring period through the error analysis module, determines whether the monitoring status of the train in the station entry and exit sections is stable based on the correlation factor between the error drift value and the corresponding load change through the correlation analysis module, determines the load distribution change status of the station entry and exit sections with unstable monitoring status during the monitoring period through the information sending management module, and determines the information sending method according to the load distribution change status, thereby constructing the relationship between load change and transponder positioning error, and realizing comprehensive monitoring and precise control of the train operation status.

[0037] Furthermore, the present invention can accurately calculate the positioning errors of these two key stages by respectively obtaining the position points where the train receives the transponder message signals during the deceleration stage when entering the station and the acceleration stage when leaving the station, and comparing them with the preset reference position points. By calculating the error drift value, the system can dynamically understand the changes in the positioning error of the train in different operation stages, and thus promptly discover the fluctuation changes in the positioning error.

[0038] Furthermore, the present invention determines the difference in the total load before and after the train boarding and disembarking stage as the load change, which can accurately reflect the actual changes in the train load during the boarding and disembarking process, and establishes a corresponding association between the error drift value and the load change in the same monitoring period. By utilizing the potential relationship between the two, the status of the train in the station entry and exit section is judged. By calculating the Pearson correlation coefficient of the error drift value and the load change in multiple monitoring periods of the train at each station, the relationship between the two variables in different time periods can be comprehensively considered, making the results more reliable and representative, and thus constructing the relationship between load change and transponder positioning error.

[0039] Furthermore, the present invention determines the load distribution difference by calculating the standard deviation of the load of each carriage before and after the train boarding and disembarking stages in the station entrance and exit sections with unstable monitoring status in each monitoring period. It can accurately reflect the imbalance of load distribution between different carriages, and can timely discover the degree of change in the load distribution of the station entrance and exit sections, thereby realizing comprehensive monitoring of the train operation status.

[0040] Furthermore, the present invention monitors the load distribution change state and takes corresponding measures according to different states. When the load distribution changes slightly, it issues an early warning on the data transmission state of the transponder and adjusts the train braking compensation distance. By extending the train braking distance, it avoids accidents caused by the position deviation of the transponder leading to the train positioning deviation. By issuing an early warning, it reminds relevant personnel to maintain the transponder in time and adjusts the acceleration of the train when the load distribution changes significantly. This helps to reduce the impact of the change in adhesion caused by load changes and high temperature of wheel brakes on the stability of train operation. Different information transmission methods and control measures are accurately adopted for different load distribution change states. This refined management method can flexibly adjust the train's operating parameters according to actual conditions, making the train data management system more intelligent and efficient. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 This is a system block diagram of a train data management system according to an embodiment of the present invention;

[0042] Figure 2 A logic flow chart for the correlation analysis module to determine whether the monitoring status is stable;

[0043] Figure 3 A logic flow chart of the information sending management module determining the load distribution change state according to an embodiment of the present invention;

[0044] Figure 4 This is a logical flow chart of how the information sending management module determines the information sending method according to an embodiment of the present invention. DETAILED DESCRIPTION

[0045] In order to make the objects and advantages of the present invention more clearly understood, the present invention is further described below in conjunction with embodiments; it should be understood that the specific embodiments described herein are merely used to explain the present invention and are not intended to limit the present invention.

[0046] The preferred embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood by those skilled in the art that these embodiments are only used to explain the technical principles of the present invention and are not intended to limit the scope of protection of the present invention.

[0047] It should be noted that, in the description of the present invention, terms such as "upper", "lower", "inside" and "outside" indicating directions or positional relationships are based on the directions or positional relationships shown in the accompanying drawings. This is only for the convenience of description and does not indicate or imply that the device or element must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it cannot be understood as a limitation on the present invention.

[0048] Furthermore, it should be noted that, in the description of the present invention, unless otherwise expressly specified or limited, the terms "mounted" and "connected" should be understood in a broad sense. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediate medium; or internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0049] See also Figure 1 As shown in FIG, which is a system block diagram of a train data management system according to an embodiment of the present invention, the train data management system according to the present invention includes:

[0050] The data information terminal includes several transponders installed on the train entry and exit tracks;

[0051] Specifically, the present invention does not limit the transponder. Those skilled in the art should be aware that transponders include active transponders and passive transponders. Transponders are widely used in train information interaction. Transponders can provide accurate location information for trains. Transponders are installed at specific locations along the railway. When the train passes, the on-board equipment receives the message sent by the transponder, which may include data such as the precise geographic location of the transponder. Through these data, the train control system can determine the location of the train and realize the positioning of the train. This is an existing technology and will not be repeated here.

[0052] An information collection module, connected to the data information terminal, includes a calculation unit for obtaining the error distance of the transponder positioning and a load monitoring unit for obtaining the load of each carriage of the train;

[0053] Specifically, the calculation unit in the present invention can be a data processor for calculating the distance between the position of the train that receives the transponder message signal and the set reference position point, which will not be described in detail here.

[0054] Specifically, the present invention does not limit the load monitoring unit. Load detection for a single train section is an existing technology. Preferably, the load monitoring unit can be a pressure sensor arranged on the train frame, which converts the load weight of a single carriage according to the carriage pressure. It will not be repeated here.

[0055] an error analysis module connected to the information acquisition module, configured to determine a first error distance of the transponder positioning during the train's deceleration phase upon entering the station and a second error distance of the transponder positioning during the train's acceleration phase upon leaving the station within a plurality of monitoring time periods, and to calculate an error drift value based on the first error distance and the second error distance;

[0056] a correlation analysis module, connected to the error analysis module and the information acquisition module, respectively, for establishing a corresponding relationship between the error drift value and the load variation, and determining whether the monitoring status of the train in the station entry and exit section is stable based on a correlation factor between the error drift value and the corresponding load variation;

[0057] Specifically, the present invention does not limit the specific structure of the error analysis module and the correlation analysis module, which can be composed of logic components. The logic components can be field programmable logic components, microprocessors, processors used in computers, etc., which will not be repeated here.

[0058] An information sending management module is respectively connected to the association analysis module and the information acquisition module, and is used to determine the load distribution change state of the station entrance and exit sections with unstable monitoring status during the monitoring period, and based on the load distribution change state, issue an early warning on the data sending state of the transponder and adjust the train braking compensation distance, or send a control information prompt to the transponder of the station entrance and exit sections.

[0059] Specifically, the present invention does not limit the information sending management module, which can achieve communication with the association analysis module and the transponder, and will not be elaborated here.

[0060] Specifically, subway trains need to frequently enter and exit stations. Each time they enter a station, they brake and decelerate, and when they leave a station, they need to accelerate. This high frequency of braking and acceleration makes it normal for the train wheels to generate high temperatures due to braking. The load changes caused by passengers getting on and off the subway, combined with the changes in wheel adhesion, seriously affect the positioning accuracy of the train in and out of the station, resulting in changes in the transponder positioning error.

[0061] Specifically, the error analysis module is used to determine a first error distance and a second error distance, wherein:

[0062] The error analysis module is used to obtain a first position point at which the train receives a balise message signal during the deceleration phase of entering the station, and set the distance between the first position point and a preset first reference position point as a first error distance;

[0063] The error analysis module is used to obtain a second position point where the train receives a transponder message signal during the outbound acceleration phase, and set the distance between the second position point and a preset second reference position point as a second error distance.

[0064] Exemplarily, the first reference position point and the second reference position point in the present invention can be the center position of the transponder, and the error analysis module sets the distance between the position where the transponder message signal is obtained and the center position of the transponder as the error distance, that is, the distance between the first position point where the train receives the transponder message signal during the deceleration stage when entering the station and the first reference position point is set as the first error distance, and the distance between the second position point where the train receives the transponder message signal during the acceleration stage when leaving the station and the second reference position point is set as the second error distance.

[0065] Specifically, the error analysis unit is used to determine the absolute value of the difference between the first error distance and the second error distance as the error drift value;

[0066] The first error distance and the second error distance are determined within the same monitoring period, and each monitoring period includes a deceleration phase for entering the station, a passenger boarding and disembarking phase, and an acceleration phase for leaving the station.

[0067] It is understandable that during the operation of the train, the transponder is an important positioning device. It will periodically send out message signals. After receiving these message signals, the receiving device on the train can determine its current position. However, due to the influence of factors such as load, the actual position of the train when receiving the transponder message signal often has a positioning error compared with the theoretical preset position. The error drift value is a measure of the change in the transponder positioning error during the deceleration stage of entering the station and the acceleration stage of leaving the station within the same monitoring period. By calculating the error drift value, the degree of change of this error between different operation stages can be quantified. If the error drift value is large, it means that the fluctuation of the transponder positioning error during the train entering and leaving the station is more obvious.

[0068] Specifically, the present invention obtains the position points where the train receives the transponder message signal during the deceleration stage when entering the station and the acceleration stage when leaving the station, and compares them with the preset reference position points. It can accurately calculate the positioning error of these two key stages. By calculating the error drift value, the system can dynamically understand the changes in the positioning error of the train in different operation stages, and then promptly discover the fluctuation changes in the positioning error.

[0069] Specifically, the correlation analysis module determines the difference between the total load before the train boarding and disembarking phase and the total load after the train boarding and disembarking phase as the load variation;

[0070] The total load before the train boarding and disembarking phase and the total load after the train boarding and disembarking phase are determined based on the loads obtained by each load monitoring unit.

[0071] In implementation, the total load before the boarding and dropping off stage is the sum of the loads of each carriage after the train's deceleration stage for entering the station and before the train's boarding and dropping off stage. The total load after the boarding and dropping off stage is the sum of the loads of each carriage after the train's boarding and dropping off stage and before the train's acceleration stage for leaving the station.

[0072] Specifically, the correlation analysis module establishes a corresponding correlation between the error drift value and the load variation determined within the same monitoring period.

[0073] Specifically, each monitoring period in the present invention includes a deceleration stage for entering the station, a stage for boarding and disembarking passengers, and an acceleration stage for leaving the station. The absolute value of the difference between the first error distance obtained in the deceleration stage for entering the station and the second error distance obtained in the acceleration stage for leaving the station within a monitoring period is determined as the error drift value of the monitoring period, and a one-to-one correspondence is established between the error drift value of the monitoring period and the load change amount in the boarding and disembarking passenger stages of the monitoring period.

[0074] Specifically, see Figure 2 As shown, it is a logic flow chart of the correlation analysis module to determine whether the monitoring status is stable. The correlation analysis module is used to determine whether the monitoring status of the train in and out of the station is stable, wherein:

[0075] The correlation analysis module calculates the Pearson correlation coefficient between the error drift value and the load change of the train in several monitoring periods at each station, and determines the Pearson correlation coefficient as the correlation factor;

[0076] If the correlation factor meets the correlation comparison condition, the correlation analysis module determines that the monitoring status of the train in the station entry and exit section is stable;

[0077] If the correlation factor does not meet the correlation comparison condition, the correlation analysis module determines that the monitoring status of the train in the station entry and exit section is unstable;

[0078] The association comparison condition is that the association factor exceeds a correlation factor threshold.

[0079] In implementation, the value of the correlation factor threshold is set by those skilled in the art. The value of the correlation factor threshold should avoid being too large and misjudging the fluctuation of the Pearson correlation coefficient caused by normal data fluctuations as unstable monitoring status, and avoid being missed due to the omission of unstable status judgment due to too small a value. The value range of the correlation factor threshold can be [0.88, 0.92]. Preferably, the value of the correlation factor threshold is 0.9.

[0080] Specifically, the present invention does not limit the calculation method of the Pearson correlation coefficient. The Pearson correlation coefficient is a statistical indicator used to measure the degree of linear correlation between two variables. Its value range is between -1 and 1. The calculation method of the Pearson correlation coefficient is an existing technology and will not be repeated here.

[0081] It can be understood that by calculating the Pearson correlation coefficient between the error drift value and the load change of the train in multiple monitoring periods at each station, the relationship between the two variables in different time periods can be comprehensively considered. If the calculated Pearson correlation coefficient exceeds the set threshold, it means that there is a strong linear correlation between the error drift value and the load change, and the two key indicators show a predictable correlation pattern. It can be considered that the monitoring status of the train in the station entry and exit sections is stable. If the Pearson correlation coefficient does not exceed the set threshold, it indicates that the linear correlation between the error drift value and the load change is weak, and the monitoring system has sensor failure, data transmission error or external interference, etc., which makes the monitoring data unable to accurately reflect the true status of the train.

[0082] Specifically, the present invention determines the difference in the total load before and after the boarding and disembarking phase as the load change, which can accurately reflect the actual changes in the train load during the boarding and disembarking process. It also establishes a corresponding association between the error drift value and the load change within the same monitoring period, and uses the potential relationship between the two to judge the status of the train in and out of the station section. By calculating the Pearson correlation coefficient between the error drift value and the load change in multiple monitoring periods at each station, it can comprehensively consider the relationship between the two variables in different time periods, making the results more reliable and representative.

[0083] Specifically, the information sending management module is used to determine the load distribution change characterization value, wherein,

[0084] The information transmission management module is used to determine the load distribution change of the station entrance and exit sections with unstable monitoring status during each monitoring period, calculate the dimensionless ratio of the load distribution change to the duration of the train boarding and disembarking phase, and determine the average value of the ratios over several monitoring periods as the load distribution change representative value;

[0085] The load distribution difference is determined based on the load standard deviation of each carriage before and after the passenger boarding and disembarking phase.

[0086] Specifically, the load distribution difference is the absolute value of the difference between the load standard deviation of the carriage before the train boarding and disembarking phase and the load standard deviation of the carriage after the train boarding and disembarking phase.

[0087] It can be understood that the load distribution change reflects the change in the load of each car during the boarding and disembarking process of the train. When the load distribution change is large, it means that the weight changes of each car are significantly different. During the braking process of the train, different cars have different loads and the wheels are under different pressures. Wheels with high pressure generate more heat. The duration of the train boarding and disembarking phase represents the degree of relief of the high temperature generated by the train wheels due to braking. If the boarding and disembarking phase lasts longer, the wheels have more time to dissipate heat and the high temperature is relieved. If the boarding and disembarking phase lasts short, the high temperature of the wheels cannot be effectively relieved, and the adhesion will continue to be unstable. The absolute value of the difference in the load standard deviation can reflect the degree of change in wheel high temperature and adhesion caused by changes in load distribution per unit time. The larger the value, the greater the load distribution change in a short period of time, the drastic change in wheel high temperature and adhesion, and the higher the possibility of unstable train operation.

[0088] Specifically, see Figure 3 As shown, it is a logic flow chart of the information sending management module determining the load distribution change state according to an embodiment of the present invention, wherein the information sending management module compares the load distribution change characterization value with a preset load distribution change characterization reference value;

[0089] If the load distribution change characterization value does not exceed the load distribution change characterization reference value, the information sending management module determines that the station entrance and exit section is in the first load distribution change state;

[0090] If the load distribution change characterization value exceeds the load distribution change characterization reference value, the information sending management module determines that the station entrance and exit section is in the second load distribution change state.

[0091] In implementation, under the conditions that the dimension of the load distribution change is kg and the dimension of the duration of the train boarding and disembarking phase is s, the preset load distribution change characterization reference value has a value range of [15, 20]. Preferably, a value of a load distribution change characterization reference value is provided here, and the load distribution change characterization reference value is 17.

[0092] It can be understood that the information sending management module first determines the load distribution change of the station entrance and exit sections with unstable monitoring status during each monitoring period. The load distribution difference is determined based on the standard deviation of the load of each carriage before and after the train boarding and disembarking stage. The load distribution change reflects the change in the discrete degree of load distribution of each carriage of the train during each monitoring period. If the load distribution change characterization value does not exceed the reference value, it means that the load distribution change is within the normal range during the train boarding and disembarking process, that is, the load change of each carriage is relatively stable. If it exceeds the reference value, it indicates that the load distribution change exceeds the normal range. There may be situations where the load change of some carriages is too large or the load difference between carriages is significantly increased.

[0093] Specifically, the present invention determines the load distribution difference by calculating the standard deviation of the load of each carriage before and after the train boarding and disembarking stages in each monitoring period of the station entrance and exit sections with unstable monitoring status. It can accurately reflect the imbalance of load distribution between different carriages, and can timely discover the degree of change in the load distribution of the station entrance and exit sections, thereby realizing comprehensive monitoring of the train operation status.

[0094] Specifically, see Figure 4 As shown, it is a logic flow chart of the information sending management module determining the information sending mode according to an embodiment of the present invention, wherein the information sending management module is used to determine the information sending mode based on the load distribution change state, wherein:

[0095] If the station entrance and exit sections are in the first load distribution change state, the information transmission management module determines to issue an early warning on the data transmission state of the balise and adjusts the train braking compensation distance;

[0096] If the station entrance and exit section is in the second load distribution change state, the information sending management module sends a control information prompt to the transponder of the station entrance and exit section.

[0097] During implementation, the transponder to which the information sending management module sends the control information prompt is an active transponder. The information sending management module can send the location information of the transponder to the terminal platform, and the technician receives the location information of the transponder with the warning of data sending status through the terminal platform.

[0098] It can be understood that when the load distribution change characterization value does not exceed the reference value, it means that the load distribution change in the station entrance and exit sections is relatively small, and the impact on the train operation is small. At this time, the positioning error fluctuation of the transponder may be due to the transponder position offset and performance attenuation. If the load distribution change characterization value exceeds the reference value, it indicates that the load distribution change in the station entrance and exit sections is large. By adjusting the acceleration of the train during the entry and exit stages, the impact of factors such as load distribution changes and adhesion changes caused by high temperature of wheel brakes on the train operation can be compensated, so that the train can run more smoothly and ensure its positioning accuracy and operation stability.

[0099] Specifically, the present invention monitors the load distribution change state and takes corresponding measures according to different states. When the load distribution change is small, it issues an early warning on the data transmission state of the transponder and adjusts the train braking compensation distance. By extending the train braking distance, it avoids the position deviation of the transponder causing the train positioning deviation to cause an accident. By issuing an early warning to remind relevant personnel to maintain the transponder in time, the train acceleration is adjusted when the load distribution changes significantly. This helps to reduce the impact of the change in adhesion caused by load changes and high temperature of wheel brakes on the stability of train operation. Different information transmission methods and control measures are accurately adopted for different load distribution change states. This refined management method can flexibly adjust the train's operating parameters according to actual conditions, making the train data management system more intelligent and efficient.

[0100] Specifically, the information sending management module is used to adjust the train braking compensation distance based on the correlation factor, and the train braking compensation distance is negatively correlated with the correlation factor;

[0101] The control information prompt sent by the information sending management module includes acceleration control information in the outbound acceleration phase.

[0102] During implementation, the information sending management module sends the acceleration control information of the exit acceleration phase to the active transponders of the station entrance and exit sections, so that the train can reduce the acceleration of the exit acceleration phase.

[0103] The train braking compensation distance can be determined according to the correlation factor. For example, under the condition that the correlation factor threshold value is 0.9, when the correlation factor value is in the range of (0.9, 0.93], the train braking compensation distance is extended to 1.5 times the initial braking distance; when the correlation factor value is in the range of (0.93, 0.95], the train braking compensation distance is extended to 1.2 times the initial braking distance; when the correlation factor value is in the range of (0.95, 1), the train braking compensation distance is extended to 1.1 times the initial braking distance. The initial braking distance is set by those skilled in the art according to the train running speed. Preferably, for a train running speed of 40-60km / h, the initial braking distance can be set to 200m-350m. Here, an initial braking distance value of 300m is provided.

[0104] The acceleration during the outbound acceleration phase can be controlled based on the comparison result of the load distribution change characterization value and the load distribution change characterization reference value. For example, when the load distribution change characterization value is 1-1.15 times the load distribution change characterization reference value, the acceleration of the train during the outbound acceleration phase is reduced to 0.9 times the initial acceleration; when the load distribution change characterization value is a multiple of the load distribution change characterization reference value that exceeds 1.15 but does not exceed 1.25, the acceleration of the train during the outbound acceleration phase is reduced to 0.8 times the initial acceleration; when the load distribution change characterization value is a multiple of the load distribution change characterization reference value that exceeds 1.25, the acceleration of the train during the outbound acceleration phase is reduced to 0.7 times the initial acceleration.

[0105] Thus far, the technical solutions of the present invention have been described in conjunction with the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of the present invention is obviously not limited to these specific embodiments. Without departing from the principles of the present invention, those skilled in the art may make equivalent changes or substitutions to the relevant technical features, and the technical solutions after such changes or substitutions will fall within the scope of protection of the present invention.

[0106] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that the present invention is susceptible to various modifications and variations. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. A train data management system, characterized in that: include: The data information terminal includes several transponders installed on the train entry and exit tracks; An information collection module, connected to the data information terminal, includes a calculation unit for obtaining the error distance of the transponder positioning and a load monitoring unit for obtaining the load of each carriage of the train; an error analysis module connected to the information acquisition module, configured to determine a first error distance of the transponder positioning during the train's deceleration phase upon entering the station and a second error distance of the transponder positioning during the train's acceleration phase upon leaving the station within a plurality of monitoring time periods, and to calculate an error drift value based on the first error distance and the second error distance; a correlation analysis module, connected to the error analysis module and the information acquisition module, respectively, for establishing a corresponding relationship between the error drift value and the load variation, and determining whether the monitoring status of the train in the station entry and exit section is stable based on a correlation factor between the error drift value and the corresponding load variation; An information sending management module is respectively connected to the association analysis module and the information acquisition module, and is used to determine the load distribution change state of the station entrance and exit sections with unstable monitoring status during the monitoring period, and based on the load distribution change state, issue an early warning on the data sending status of the transponder and adjust the train braking compensation distance, or send control information prompts to the transponders of the station entrance and exit sections.

2. The train data management system according to claim 1, characterized in that: The error analysis module is used to determine a first error distance and a second error distance, wherein: The error analysis module is used to obtain a first position point at which the train receives a balise message signal during the deceleration phase of entering the station, and set the distance between the first position point and a preset first reference position point as a first error distance; The error analysis module is used to obtain a second position point where the train receives a transponder message signal during the outbound acceleration phase, and set the distance between the second position point and a preset second reference position point as a second error distance.

3. The train data management system according to claim 2, characterized in that: The error analysis unit is configured to determine an absolute value of a difference between the first error distance and the second error distance as the error drift value; The first error distance and the second error distance are determined within the same monitoring period, and each monitoring period includes a deceleration phase for entering the station, a passenger boarding and disembarking phase, and an acceleration phase for leaving the station.

4. The train data management system according to claim 3, characterized in that: The correlation analysis module determines the difference between the total load before the train boarding and disembarking phase and the total load after the train boarding and disembarking phase as the load variation; The total load before the train boarding and disembarking phase and the total load after the train boarding and disembarking phase are determined based on the loads obtained by each load monitoring unit.

5. The train data management system according to claim 4, characterized in that: The correlation analysis module establishes a corresponding correlation between the error drift value and the load variation determined within the same monitoring period.

6. The train data management system according to claim 5, characterized in that: The correlation analysis module is used to determine whether the monitoring status of the train in and out of the station is stable, wherein: The correlation analysis module calculates the Pearson correlation coefficient between the error drift value and the load change of the train in several monitoring periods at each station, and determines the Pearson correlation coefficient as the correlation factor; If the correlation factor does not meet the correlation comparison condition, the correlation analysis module determines that the monitoring status of the train in the station entry and exit section is unstable; The correlation comparison condition is that the correlation factor exceeds a preset correlation factor threshold.

7. The train data management system according to claim 6, characterized in that: The information sending management module is used to determine the load distribution change characterization value, wherein, The information transmission management module is used to determine the load distribution change of the station entrance and exit sections with unstable monitoring status during each monitoring period, calculate the dimensionless ratio of the load distribution change to the duration of the train boarding and disembarking phase, and determine the average value of the ratios over several monitoring periods as the load distribution change representative value; The load distribution difference is determined based on the load standard deviation of each carriage before and after the passenger boarding and disembarking phase.

8. The train data management system according to claim 7, characterized in that: The information sending management module compares the load distribution change characterization value with a preset load distribution change characterization reference value; If the load distribution change characterization value does not exceed the load distribution change characterization reference value, the information sending management module determines that the station entrance and exit section is in the first load distribution change state; If the load distribution change characterization value exceeds the load distribution change characterization reference value, the information sending management module determines that the station entrance and exit section is in the second load distribution change state.

9. The train data management system according to claim 8, characterized in that: The information sending management module is used to determine the information sending mode based on the load distribution change state, wherein: If the station entrance and exit sections are in the first load distribution change state, the information transmission management module determines to issue an early warning on the data transmission state of the balise and adjusts the train braking compensation distance; If the station entrance and exit section is in the second load distribution change state, the information sending management module sends a control information prompt to the transponder of the station entrance and exit section.

10. The train data management system according to claim 9, characterized in that: The information sending management module is used to adjust the train braking compensation distance based on the correlation factor, and the train braking compensation distance is negatively correlated with the correlation factor; The control information prompt sent by the information sending management module includes acceleration control information in the outbound acceleration phase.

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