A train data management system

Abstract

The present application relates to train data analysis technical field, especially train data management system, the present application obtains the error distance of balise positioning and obtains the load of each carriage of train through information collection module, calculates the error drift value through error analysis module according to the first error distance of balise positioning in the deceleration stage of train in the monitoring period and the second error distance of balise positioning in the acceleration stage of train, determines whether the monitoring state of train in the station approach section is stable through the correlation analysis module based on the correlation factor of error drift value and corresponding load variation, determines the load distribution change state in the monitoring period of the station approach section of unstable monitoring state through information sending management module, and determines the information sending mode through load distribution change state, and further, the relationship between load variation and balise positioning error is constructed, the comprehensive monitoring and accurate control of train operation state are realized.

Description

TECHNICAL FIELD

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

[0002] In the urban subway network, the subway train needs to frequently enter and exit the station, and each time it enters the station, it is accompanied by brake deceleration, and when it exits the station, it needs to accelerate operation. This high-frequency braking and acceleration operation makes the train wheel high temperature due to braking a common occurrence. At the same time, the passenger flow of the subway station is large and fluctuates obviously, and the load of each car of the train will change significantly during the boarding and alighting process. The existing train control system has problems such as large positioning error and inaccurate control when dealing with complex operating conditions and variable load conditions, and it is difficult to monitor and analyze the running state of the train in the station entry and exit section in real time, and cannot provide protection for safe and efficient operation of the subway.

[0003] For example, Chinese patent application publication No. CN117609219A discloses a train control data management system and method. The management system includes a data acquisition module, a data verification module, and a data management module. The data acquisition module is used to acquire line basic data of a line of a running train, train control engineering data, static transponder message data, dynamic test vehicle data of the train, dynamic test outline data, dynamic test scheme, dynamic test plan, dynamic test report, judicial record unit data, station information table, and route data table from various data sources. The data verification module is used to verify each data according to the corresponding rule table or value range of each information according to the attributes of each information of the running train, to exclude abnormal values in each data. The data management module is used to save the above-mentioned data according to the line information of the line and the attributes of each information.

[0004] The existing technology also has the following problems:

[0005] The existing technology does not consider the influence of the high-frequency braking and acceleration operation of the subway train when frequently entering and exiting the station on the operation scheduling and safety, and the existing technology cannot accurately assess the potential risks of the change of the wheel adhesion to the train operation, and cannot effectively analyze the train operation abnormality caused by the superposition of multiple factors, resulting in insufficient effectiveness of train data analysis. SUMMARY

[0006] Therefore, the present application provides a train data management system to overcome the problem that the existing technology cannot accurately assess the potential risks of the change of the wheel adhesion to the train operation, and cannot effectively analyze the low control precision of the control distance of the train in the deceleration and acceleration stages before and after the stop station caused by the superposition of multiple factors.

[0007] To achieve the above-mentioned purpose, the present application provides a train data management system, which comprises:

[0008] a data information end including a plurality of transponders arranged on the track for train entering and leaving the station;

[0009] an information acquisition module connected with the data information end, including a calculation unit for obtaining error distance of transponder positioning and a load monitoring unit for obtaining load of each carriage of the train;

[0010] an error analysis module connected with the information acquisition module, for determining first error distance of transponder positioning in the deceleration stage of train entering the station and second error distance of transponder positioning in the acceleration stage of train leaving the station in a plurality of monitoring periods, and calculating error drift value according to the first error distance and the second error distance;

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

[0012] an information sending management module connected with the correlation analysis module and the information acquisition module respectively, for determining load distribution variation state of the track section of the station in the monitoring period when the monitoring state is unstable, issuing early warning on data sending state of the transponder based on the load distribution variation state and adjusting train braking compensation distance, or sending control information to the transponder of the track section of the station for prompting.

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

[0014] the error analysis module is used to obtain a first position point of the train receiving the transponder message signal in the deceleration stage of entering the station, and set the distance between the first position point and a preset first reference position point as the first error distance;

[0015] the error analysis module is used to obtain a second position point of the train receiving the transponder message signal in the acceleration stage of leaving the station, and set the distance between the second position point and a preset second reference position point as the second error distance.

[0016] Further, 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;

[0017] wherein, the first error distance and the second error distance are determined in the same monitoring period, and each monitoring period includes the deceleration stage of entering the station, the passenger loading and unloading stage of the train and the acceleration stage of leaving the station in turn.

[0018] Further, the correlation analysis module determines a difference between the total load before the passenger loading and unloading stage of the train and the total load after the passenger loading and unloading stage of the train as the load variation amount.

[0019] The total load before the passenger loading and unloading stage of the train and the total load after the passenger loading and unloading stage of the train are determined according to the loads obtained by the load monitoring units.

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

[0021] Further, the correlation analysis module is configured to determine whether the monitoring state of the train on the station entry and exit section is stable, wherein,

[0022] The correlation analysis module calculates the Pearson correlation coefficient of the error drift value and the load variation amount of the train in a plurality of 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 state of the train on 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] Further, the information sending management module is configured to determine a load distribution variation representation value, wherein,

[0026] The information sending management module is configured to determine the load distribution variation amount of the station entry and exit section in each monitoring period when the monitoring state is unstable, calculate the ratio of the load distribution variation amount to the dimensionless duration of the passenger loading and unloading stage of the train, respectively, and determine the average value of the ratio in a plurality of monitoring periods as the load distribution variation representation value.

[0027] The load distribution difference amount is determined according to the standard deviation of the load of each carriage before and after the passenger loading and unloading stage of the train.

[0028] Further, the information sending management module compares the load distribution variation representation value with a preset load distribution variation representation reference value.

[0029] If the load distribution variation representation value does not exceed the load distribution variation representation reference value, the information sending management module determines that the station entry and exit section is in a first load distribution variation state.

[0030] If the load distribution variation representation value exceeds the load distribution variation representation reference value, the information sending management module determines that the station entry and exit section is in a second load distribution variation state.

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

[0032] If the station entry and exit section is in the first load distribution change state, the information sending management module determines to issue a warning for the data sending state of the transponder and adjust the train braking compensation distance.

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

[0034] Further, 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 prompts sent by the information sending management module include acceleration control information of the outbound acceleration stage.

[0036] Compared with the prior art, the present application has the beneficial effects that, by means of the error analysis module, the error drift value is calculated according to the first error distance of the transponder positioning in the inbound deceleration stage and the second error distance of the transponder positioning in the outbound acceleration stage of the train in the monitoring period, by means of the correlation analysis module, the correlation factor between the error drift value and the corresponding load change amount is determined to judge whether the monitoring state of the train in the station entry and exit section is stable, by means of the information sending management module, the load distribution change state of the station entry and exit section with unstable monitoring state in the monitoring period is determined, and the information sending mode is determined based on the load distribution change state, thereby, the relationship between the load change and the transponder positioning error is constructed, and the comprehensive monitoring and precise control of the train running state are realized.

[0037] Further, by means of respectively acquiring the position points of the transponder message signals received by the train in the inbound deceleration stage and the outbound acceleration stage, and comparing with the preset reference position points, the positioning errors of the two key stages can be accurately calculated, the change of the positioning error of the train in different running stages can be dynamically understood by the system through the calculation of the error drift value, and the fluctuation change of the positioning error can be timely found.

[0038] Further, the present application can accurately reflect the actual change of the load of the train in the passenger boarding and alighting process by determining the load change amount as the difference between the total load before and after the passenger boarding and alighting stage of the train, and establish a corresponding relationship between the error drift value in the same monitoring period and the load change amount, and determine the state of the train in the station entry and exit section by using the potential relationship between the two, and calculate the Pearson correlation coefficient of the error drift value and the load change amount of the train in each monitoring period in each station, so as to comprehensively consider the relationship between the two variables in different time periods, so that the result is more reliable and representative, and further, the relationship between the load change and the transponder positioning error is established.

[0039] Further, the present application can accurately reflect the actual change of the load of the train in the passenger boarding and alighting process by determining the load change amount as the difference between the total load before and after the passenger boarding and alighting stage of the train, and establish a corresponding relationship between the error drift value in the same monitoring period and the load change amount, and determine the state of the train in the station entry and exit section by using the potential relationship between the two, and calculate the Pearson correlation coefficient of the error drift value and the load change amount of the train in each monitoring period in each station, so as to comprehensively consider the relationship between the two variables in different time periods, so that the result is more reliable and representative, and further, the relationship between the load change and the transponder positioning error is established.

[0040] Further, the present application can accurately reflect the actual change of the load of the train in the passenger boarding and alighting process by determining the load change amount as the difference between the total load before and after the passenger boarding and alighting stage of the train, and establish a corresponding relationship between the error drift value in the same monitoring period and the load change amount, and determine the state of the train in the station entry and exit section by using the potential relationship between the two, and calculate the Pearson correlation coefficient of the error drift value and the load change amount of the train in each monitoring period in each station, so as to comprehensively consider the relationship between the two variables in different time periods, so that the result is more reliable and representative, and further, the relationship between the load change and the transponder positioning error is established. BRIEF DESCRIPTION OF DRAWINGS

[0041] Figure 1 The system block diagram of the train data management system of the embodiment of the present application is shown in the figure;

[0042] Figure 2 The logic flow chart for determining whether the monitoring state is stable by the correlation analysis module is shown in the figure;

[0043] Figure 3 The logic flow chart for determining the load distribution change state by the information sending management module of the embodiment of the present application is shown in the figure;

[0044] Figure 4 The logic flow chart for determining the information sending mode by the information sending management module of the embodiment of the present application is shown in the figure. DETAILED DESCRIPTION

[0045] In order to make the objects, technical schemes and advantages of the present application clearer, the following further describes the present application with reference to the embodiments; it should be understood that the specific embodiments described herein are only used to explain the present application and not to limit the present application.

[0046] The preferred embodiments of the present application are described below with reference to the drawings. Those skilled in the art should understand that these embodiments are only used to explain the technical principles of the present application and not to limit the protection scope of the present application.

[0047] It should be noted that, in the description of the present application, the terms indicating the direction or positional relationship of "upper", "lower", "inner", "outer" and the like are based on the direction or positional relationship shown in the drawings, which 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, and therefore cannot be understood as a limitation on the present application.

[0048] In addition, it should also be noted that, in the description of the present application, unless otherwise explicitly specified and limited, the terms "mounting", "connection" should be understood broadly, for example, it can be fixed connection, or detachable connection, or integral connection; it can be mechanical connection, or electrical connection; it can be direct connection, or indirect connection through intermediate medium, or internal communication of two elements. Those skilled in the art can understand the specific meaning of the above terms in the present application according to the specific circumstances.

[0049] Please refer to Figure 1 The system block diagram of the train data management system of the embodiment of the present application is shown, the train data management system of the present application comprises:

[0050] The data information end comprises a plurality of transponders arranged on the track of the train entering and leaving the station;

[0051] Specifically, the present application does not limit the transponder, those skilled in the art should be familiar with that the transponder comprises active transponder and passive transponder, and the transponder is widely used in train information interaction, and the transponder can provide accurate position information for the train, the transponder is installed at a specific position along the railway, when the train passes, the on-board equipment receives the message sent by the transponder, which can contain the accurate geographic position of the transponder and other data, through these data, the train control system can determine the position of the train to realize the positioning of the train, which is the prior art and will not be described here.

[0052] The information acquisition module is connected with the data information end, comprising 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 accounting unit in the present application can be a data processor for calculating the distance between the position of the train receiving the transponder message signal and the set reference position point, which will not be repeated here.

[0054] Specifically, the present application does not limit the load monitoring unit, and the load detection for a single train is a prior art. Preferably, the load monitoring unit can be a pressure sensor arranged on the train frame, which converts the car pressure into the load weight of a single car, which will not be repeated here.

[0055] An error analysis module connected with the information acquisition module is used to determine the first error distance of the transponder positioning in the deceleration stage of the train entering the station and the second error distance of the transponder positioning in the acceleration stage of the train leaving the station in a plurality of monitoring periods, and to calculate the error drift value according to the first error distance and the second error distance;

[0056] An association analysis module connected with the error analysis module and the information acquisition module respectively is used to establish the corresponding relationship between the error drift value and the load change amount, and to determine whether the monitoring state of the train in the station entry and exit section is stable based on the association factor of the error drift value and the corresponding load change amount.

[0057] Specifically, the specific structure of the error analysis module and the association analysis module is not limited in the present application, which can be composed of a logic component, which can be a field programmable logic component, a microprocessor, a processor used in a computer, etc., which will not be repeated here.

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

[0059] Specifically, the information sending management module is not limited in the present application, which can realize communication between the association analysis module and the transponder, which will not be repeated here.

[0060] Specifically, the subway train needs to frequently enter and exit the station, and each time entering the station is accompanied by brake deceleration, and when leaving the station, it needs to accelerate, which makes the train wheel generate high temperature due to brake as a normal state. The load change caused by the passengers getting on and off the subway superimposes the change of wheel adhesion, which seriously affects the positioning accuracy of the train in the station entry and exit section, resulting in the change of transponder positioning error,

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

[0062] The error analysis module is used to obtain a first position point of the train receiving the balise message signal in the station entry deceleration stage, 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 of the train receiving the balise message signal in the station exit acceleration stage, and set the distance between the second position point and a preset second reference position point as a second error distance.

[0064] For example, the first reference position point and the second reference position point in the application can be the center position of the balise, and the error analysis module sets the distance between the position point of receiving the balise message signal and the center position of the balise as the error distance, that is, the distance between the first position point of the train receiving the balise message signal in the station entry deceleration stage and the first reference position point is set as the first error distance, and the distance between the second position point of the train receiving the balise message signal in the station exit acceleration stage 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 in the same monitoring period, and each monitoring period includes the station entry deceleration stage, the train passenger loading and unloading stage and the station exit acceleration stage in turn.

[0067] It can be understood that during the train operation, the balise is an important positioning device, which periodically sends message signals to the outside, and the receiving device on the train can determine the current position after receiving the message signals. However, due to the influence of load and other factors, the actual position of the train receiving the balise message signal often has positioning error with the theoretically preset position. The error drift value is used to measure the change of the balise positioning error of the train in the station entry deceleration stage and the station exit acceleration stage in the same monitoring period. By calculating the error drift value, the change degree of the error between different operation stages can be quantified. If the error drift value is large, it indicates that the fluctuation of the balise positioning error of the train in the station entry and exit process is obvious.

[0068] Specifically, by obtaining the position point of the train receiving the balise message signal in the station entry deceleration stage and the station exit acceleration stage respectively, and comparing with the preset reference position point, the positioning error of the two key stages can be accurately calculated. By calculating the error drift value, the system can dynamically understand the change of the positioning error of the train in different operation stages, and then the fluctuation change of the positioning error can be found in time.

[0069] Specifically, the correlation analysis module determines the difference between the total load before the passenger loading and unloading stage of the train and the total load after the passenger loading and unloading stage of the train as the load change amount.

[0070] The total load before the passenger loading and unloading stage of the train and the total load after the passenger loading and unloading stage of the train are determined according to the loads obtained by each load monitoring unit.

[0071] In implementation, the total load before the passenger loading and unloading stage is the sum of the loads of each carriage after the end of the train's station entry deceleration stage and before the passenger loading and unloading stage, and the total load after the passenger loading and unloading stage is the sum of the loads of each carriage after the end of the passenger loading and unloading stage and before the train's station exit acceleration stage.

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

[0073] Specifically, in the present application, each monitoring period includes a station entry deceleration stage, a passenger loading and unloading stage of the train, and a station exit acceleration stage. The absolute value of the difference between the first error distance obtained in the station entry deceleration stage and the second error distance obtained in the station exit acceleration stage in a monitoring period is determined as the error drift value of the monitoring period. The error drift value of the monitoring period and the load change amount of the passenger loading and unloading stage of the monitoring period are one-to-one corresponding.

[0074] Specifically, please refer to Figure 2 The figure is a logic flow chart of the correlation analysis module determining whether the monitoring state is stable. The correlation analysis module is used to determine whether the monitoring state of the train in the station entry and exit section is stable, wherein,

[0075] The correlation analysis module calculates the Pearson correlation coefficient of the error drift value and the load change amount in the monitoring period of the train at each station. The Pearson correlation coefficient is determined as the correlation factor.

[0076] If the correlation factor meets the correlation comparison condition, the correlation analysis module determines that the monitoring state 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 state of the train in the station entry and exit section is not stable.

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

[0079] In implementation, the value of the correlation factor threshold is set by a person skilled in the art, and the value of the correlation factor threshold should avoid the misjudgment of the fluctuation of the Pearson correlation coefficient caused by the normal fluctuation of data as the unstable monitoring state when the value is too large, and avoid the omission of the unstable state judgment when the value is too small. The value range of the correlation factor threshold can be [0.88, 0.92], and preferably, the value of the correlation factor threshold is 0.9.

[0080] Specifically, the calculation method of the Pearson correlation coefficient in the present application is not limited, and the Pearson correlation coefficient is a statistical index for measuring the degree of linear correlation between two variables, and its value range is between-1 and 1. The calculation method of the Pearson correlation coefficient is prior art, which will not be described here.

[0081] It can be understood that by calculating the Pearson correlation coefficient of the error drift value and the load change amount of the train in each monitoring period at each station, the relationship between the two variables in different time periods can be considered comprehensively. If the calculated Pearson correlation coefficient exceeds the set threshold, it indicates that there is a strong linear correlation between the error drift value and the load change amount, and the two key indicators present a predictable correlation pattern, and it can be considered that the monitoring state of the train in the station entry and exit section 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 amount is weak, and the monitoring system has sensor failure, data transmission error or external interference, etc., which causes the monitoring data to be unable to accurately reflect the true state of the train.

[0082] Specifically, the present application determines the load total amount difference before and after the passenger loading and unloading stage of the train as the load change amount, which can accurately reflect the actual change of the load of the train during the passenger loading and unloading process, and establishes a corresponding correlation between the error drift value and the load change amount in the same monitoring period. By utilizing the potential relationship between the two, the state 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 amount of the train in each monitoring period at each station, the relationship between the two variables in different time periods can be considered comprehensively, so that the result is more reliable and representative.

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

[0084] The information sending management module is used to determine the load distribution change amount of the station entry and exit section in each monitoring period when the monitoring state is unstable, calculate the dimensionless ratio of the load distribution change amount to the passenger loading and unloading stage duration, and determine the average value of the ratio of a plurality of monitoring periods as the load distribution change representation value.

[0085] The load distribution difference amount is determined according to the load standard deviation of each carriage before and after the passenger loading and unloading stage of the train.

[0086] Specifically, the load distribution difference amount is the absolute value of the difference between the load standard deviation of the carriage before the passenger loading and unloading stage of the train and the load standard deviation of the carriage after the passenger loading and unloading stage.

[0087] It can be understood that the load distribution change amount reflects the change of the load of each carriage of the train during the passenger loading and unloading process. When the load distribution change amount is large, it means that the weight change difference of each carriage is obvious. During the braking process of the train, the pressure on the wheels of different carriages is different due to the different loads, and the wheels with high pressure generate more heat. The duration of the passenger loading and unloading stage represents the relief degree of the high temperature of the wheels of the train due to braking. If the duration of the passenger loading and unloading stage is long, the wheels have sufficient time to dissipate heat, and the high temperature is relieved. If the duration of the passenger loading and unloading stage is short, the high temperature of the wheels cannot be effectively relieved, and the adhesion will continue to be in an unstable state. The absolute value of the difference between the load standard deviations can reflect the degree of change of the wheel high temperature and adhesion caused by the change of the load distribution in unit time. The larger the value is, the greater the change of the load distribution in a short time, the more intense the change of the wheel high temperature and adhesion, and the higher the instability of the train running.

[0088] Specifically, please refer to Figure 3 The information sending management module compares the load distribution change value with a preset load distribution change reference value;

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

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

[0091] In implementation, under the condition that the dimension of the load distribution change amount is kg and the dimension of the duration of the passenger loading and unloading stage of the train is s, the preset load distribution change reference value is in the range of [15, 20], preferably, a value of the load distribution change reference value is provided here, and the load distribution change reference value is 17.

[0092] It can be understood that the information sending management module first determines the load distribution change amount of the station access section in the monitoring state of instability in each monitoring period, the load distribution difference amount is determined according to the load standard deviation of each compartment before and after the passenger loading and unloading stage of the train, and the load distribution change amount reflects the change of the dispersion degree of the load distribution of each compartment of the train in each monitoring period. If the load distribution change representation value does not exceed the reference value, it indicates that the change of the load distribution in the process of passenger loading and unloading of the train is within the normal range, that is, the load change of each compartment is relatively stable, and if it exceeds the reference value, it indicates that the change of the load distribution exceeds the normal range, and there may be some cases such as that the load change of some compartments is too large or the load difference between each compartment is obviously increased.

[0093] Specifically, the present application determines the load distribution difference amount by calculating the load standard deviation of each compartment before and after the passenger loading and unloading stage of the train in each monitoring period of the station access section in the monitoring state of instability, which can accurately reflect the unbalanced situation of the load distribution between different compartments, and can timely find the change degree of the load distribution of the station access section, thereby realizing comprehensive monitoring of the train running state.

[0094] Specifically, please refer to Figure 4 The figure is a logic flow chart of the information sending management module of the embodiment of the present application for determining the information sending mode, and 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 access section is in the first change state of the load distribution, the information sending management module determines to issue a warning to the data sending state of the transponder and adjust the train braking compensation distance;

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

[0097] In the implementation, the transponder sending the control information prompt by the information sending management module is an active transponder, and the information sending management module can send the position information of the transponder to the terminal platform, and the technical personnel can receive the position information of the transponder with a data sending state warning through the terminal platform.

[0098] It can be understood that when the load distribution change characteristic value does not exceed the reference value, it indicates that the load distribution change of the station entry and exit section is relatively small, and the influence on train operation is small, at this time, the positioning error fluctuation of the transponder may be caused by the transponder position offset and performance attenuation, if the load distribution change characteristic value exceeds the reference value, it indicates that the load distribution change of the station entry and exit section is large, by adjusting the acceleration of the train in the station entry and exit stage, the influence of the load distribution change and the adhesion change caused by the high temperature of the wheel brake on the train operation can be compensated, so that the train can run more smoothly, and the positioning accuracy and operation stability are ensured.

[0099] Specifically, the application monitors the load distribution change state, and takes corresponding measures according to different states, issues a warning to the data sending state of the transponder when the load distribution change is small, and adjusts the train braking compensation distance, prolongs the train braking distance to avoid the position deviation of the transponder causing train positioning deviation and causing accidents, reminds the relevant personnel to maintain the transponder in time by issuing a warning, and adjusts the acceleration of the train when the load distribution change is large. This helps to reduce the influence of the adhesion change caused by the load change and the high temperature of the wheel brake on the train operation stability, and accurately takes different information sending methods and control measures according to different load distribution change states. This fine management method can flexibly adjust the operation parameters of the train according to the actual situation, so that the train data management system is 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 of the outbound acceleration stage.

[0102] In implementation, the information sending management module sends the acceleration control information of the outbound acceleration stage to the active transponder of the station entry and exit section, so that the train reduces the acceleration in the outbound acceleration stage.

[0103] The train braking compensation distance can be determined according to the correlation factor. For example, when the correlation factor is in the range of (0.9, 0.93], the train braking compensation distance is extended to 1.5 times of the initial braking distance, when the correlation factor is in the range of (0.93, 0.95], the train braking compensation distance is extended to 1.2 times of the initial braking distance, and when the correlation factor is in the range of (0.95, 1), the train braking compensation distance is extended to 1.1 times of the initial braking distance. The initial braking distance is set by a person skilled in the art according to the train running speed, and preferably, for a train with a train running speed of 40-60 km / h, the initial braking distance can be set to 200-350 m, and here the initial braking distance is 300 m.

[0104] The acceleration of the outbound acceleration stage can be controlled according to the comparison result of the load distribution change characteristic value and the load distribution change characteristic reference value. For example, when the load distribution change characteristic value is 1-1.15 times of the load distribution change characteristic reference value, the acceleration of the train in the outbound acceleration stage is reduced to 0.9 times of the initial acceleration, when the load distribution change characteristic value is more than 1.15 times of the load distribution change characteristic reference value and does not exceed 1.25 times, the acceleration of the train in the outbound acceleration stage is reduced to 0.8 times of the initial acceleration, and when the load distribution change characteristic value is more than 1.25 times of the load distribution change characteristic reference value, the acceleration of the train in the outbound acceleration stage is reduced to 0.7 times of the initial acceleration.

[0105] So far, the technical solutions of the present application have been described in conjunction with the preferred embodiments shown in the drawings, but those skilled in the art can easily understand that the protection scope of the present application is obviously not limited to these specific embodiments. Those skilled in the art can make equivalent changes or replacements to the related technical features without departing from the principles of the present application, and the technical solutions after the changes or replacements will fall within the protection scope of the present application.

[0106] The above description is only the preferred embodiments of the present application and is not intended to limit the present application; for those skilled in the art, the present application can have various changes and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present application shall be included in the protection scope of the present application.

Claims

1. A train data management system, characterized by, The application relates to a train load monitoring system, which comprises the following parts: a data information terminal, which comprises a plurality of transponders arranged on train entry and exit tracks; an information acquisition module connected with the data information terminal, which comprises a calculation unit for obtaining error distances of transponder positioning and a load monitoring unit for obtaining loads of each train compartment; an error analysis module connected with the information acquisition module, which is used for determining first error distances of transponder positioning in a train entry deceleration stage and second error distances of transponder positioning in a train exit acceleration stage in a plurality of monitoring time periods, and calculating error drift values according to the first error distances and the second error distances; a correlation analysis module connected with the error analysis module and the information acquisition module respectively, which is used for establishing a corresponding relationship between the error drift values and load change amounts, and determining whether a monitoring state of a train on a station entry and exit section is stable based on a correlation factor of error drift values and corresponding load change amounts; the correlation analysis module determines a difference between a total load before a train passenger loading and unloading stage and a total load after the train passenger loading and unloading stage as the load change amount, wherein the total load before the train passenger loading and unloading stage and the total load after the train passenger loading and unloading stage are determined according to loads obtained by the load monitoring unit; an information sending management module connected with the correlation analysis module and the information acquisition module respectively, which is used for determining a load distribution change state of a station entry and exit section with an unstable monitoring state in a monitoring time period, issuing a pre-warning on a data sending state of a transponder based on the load distribution change state and adjusting a train braking compensation distance, or sending control information to the transponder of the station entry and exit section for prompting; the information sending management module is used for determining a load distribution change characteristic value, wherein the information sending management module is used for determining load distribution change amounts of the station entry and exit section with the unstable monitoring state in each monitoring time period, calculating a dimensionless ratio of the load distribution change amount to a train passenger loading and unloading stage duration, and determining an average value of the ratio of the plurality of monitoring time periods as the load distribution change characteristic value; the load distribution change amount is determined according to standard deviations of loads of each train compartment before and after the train passenger loading and unloading stage; the information sending management module compares the load distribution change characteristic value with a preset load distribution change characteristic reference value, if the load distribution change characteristic value is not more than the load distribution change characteristic reference value, the information sending management module determines that the station entry and exit section is in a first load distribution change state; if the load distribution change characteristic value is more than the load distribution change characteristic reference value, the information sending management module determines that the station entry and exit section is in a second load distribution change state.

2. The train data management system of claim 1, wherein, the error analysis module is used for determining the first error distances and the second error distances, wherein the error analysis module sets a distance between a first position point at which a train receives a transponder message signal in a train entry deceleration stage and a preset first reference position point as the first error distance; The error analysis module is configured to obtain a second position point of the train receiving a balise message signal in an outbound acceleration phase, and set a distance between the second position point and a preset second reference position point as a second error distance.

3. The train data management system of claim 2, wherein, The error analysis module 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 in a same monitoring period, and each monitoring period includes a successive inbound deceleration phase, a passenger loading and unloading phase of the train, and an outbound acceleration phase.

4. The train data management system of claim 3, wherein, The correlation analysis module establishes a corresponding correlation between the error drift value and the load change amount determined in the same monitoring period.

5. The train data management system of claim 4, wherein, The correlation analysis module is configured to determine whether a monitoring state of the train in a station approach and departure section is stable. The correlation analysis module calculates a Pearson correlation coefficient of the error drift value and the load change amount of the train in a plurality of monitoring periods in each station, and determines the Pearson correlation coefficient as the correlation factor. If the correlation factor does not meet a correlation comparison condition, the correlation analysis module determines that the monitoring state of the train in the station approach and departure section is unstable. The correlation comparison condition is that the correlation factor exceeds a preset correlation factor threshold.

6. The train data management system of claim 5, wherein, The information sending management module is configured to determine an information sending mode based on the load distribution change state. If the station approach and departure section is in a first load distribution change state, the information sending management module determines to issue a warning on a data sending state of a balise and adjust a train braking compensation distance. If the station approach and departure section is in a second load distribution change state, the information sending management module sends control information to the balise of the station approach and departure section.

7. The train data management system of claim 6, wherein, The information sending management module is configured 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 sent by the information sending management module includes acceleration control information in the outbound acceleration phase.

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