Train adhesion state sensing system
Through the train adhesion status perception system, combined with multi-dimensional evaluation and data redundancy design, the problem of the existing technology being unable to accurately reflect the line adhesion status is solved, and the safety and efficiency of train operation are improved.
Patent Information
- Application Number
- CN202510930749.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-07-07
- Publication Date
- 2025-09-16
AI Technical Summary
Existing technologies are unable to accurately and in real time reflect the adhesion status of the line, resulting in insufficient train safety distance or low operating efficiency, the risk of collision and high passenger complaint rates.
Through the train adhesion state perception system, combined with the speed and deceleration data of the train and bogie, the adhesion level is judged in real time. Multi-dimensional evaluation and data redundancy design are adopted to avoid the deviation of single-dimensional evaluation and achieve accurate perception of the wheel-rail adhesion state.
It improves the train operation efficiency and safety, reduces the risk of rear-end collision, and ensures the stable operation of the train under different road conditions.
Smart Images
Figure CN120646059A_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the technical field of rail trains, and in particular to a train adhesion state sensing system. Background Art
[0002] In the field of urban rail transit, severe weather (such as heavy rain and heavy snow) can make the track surface slippery, resulting in a decrease in the wheel-rail adhesion coefficient, an increase in the braking distance, and the risk of train rear-end collisions, seriously affecting driving safety.
[0003] Currently, the industry generally uses a fixed, unified adhesion coefficient approach for line design. This approach cannot accurately and in real time reflect line adhesion conditions and has certain limitations: An overestimated adhesion coefficient can lead to insufficient safe distance between trains, posing a risk of collision; an underestimation of the adhesion coefficient can result in low line operating efficiency and increase passenger complaint rates.
[0004] In order to ensure the operational safety and efficiency of urban rail transit systems, it is necessary to perceive the wheel-rail adhesion status of running trains in real time.
[0005] Application Contents The present application solves at least one of the technical problems in the related art to a certain extent, and provides a train adhesion state sensing system that can sense the wheel-rail adhesion state of a running train in real time.
[0006] To achieve the above-mentioned objectives, in a first aspect, the present application provides a train adhesion state perception system, comprising a train detection device, a brake control device and a control host; the train detection device is used to detect speed data and / or deceleration data of the train; the brake control device includes a bogie detection device, which is used to detect deceleration data of each bogie or each vehicle of the train; the brake control device determines the adhesion state of each bogie or each vehicle based on the deceleration data of each bogie or each vehicle; the control host is connected to the train detection device and the brake control device respectively, and the control host is configured to: collect the speed data and / or deceleration data of the train detected by the train detection device, and determine the adhesion state of the train based on the speed data and / or deceleration data of the train; determine the comprehensive adhesion level of the train based on one of the adhesion level determination parameters or a combination of the adhesion level determination parameters, and the adhesion level determination parameters include the adhesion state of the train and the adhesion state of each bogie or each vehicle.
[0007] This technical solution can sense the real-time adhesion state of the train by detecting the speed and deceleration data of the train, vehicle and bogie, and can adjust the braking force of the train operation according to the real-time adhesion state of the train. Compared with the existing operation design based on a fixed adhesion coefficient, it has high accuracy and good reliability, thereby improving the operating efficiency and safety of the train.
[0008] In some embodiments of the present application, the factors for determining the adhesion state of the train include the adhesion coefficient of the train, and the factors for determining the adhesion state of each bogie or each vehicle include the adhesion coefficient of each bogie or each vehicle; the braking control device is configured to: divide the frame into adhesion levels, and the frame adhesion coefficient intervals corresponding to different frame adhesion levels; calculate the current adhesion coefficient of each bogie or each vehicle based on the deceleration data of each bogie or each vehicle; and determine the current adhesion level of the frame based on the frame adhesion coefficient interval to which the current adhesion coefficient of each bogie or each vehicle belongs; the control host is configured to: divide the train into adhesion levels, and the train adhesion coefficient intervals corresponding to different train adhesion levels; calculate the train's current adhesion coefficient based on the train's speed data and / or deceleration data; determine the train's current adhesion level based on the train's adhesion coefficient interval to which the train's current adhesion coefficient belongs; and determine the train's current comprehensive adhesion level based on the train's current adhesion level and the frame's current adhesion level.
[0009] In this technical solution, the adhesion coefficient is calculated independently at the vehicle level and the train level, and the level is determined by combining the preset coefficient range. The comprehensive adhesion level of the train is then comprehensively calculated, which combines local abnormality positioning with overall status control, avoiding the deviation of single-dimensional evaluation.
[0010] In some embodiments of the present application, the adhesion coefficient of the train includes the average adhesion coefficient of the train and the instantaneous adhesion coefficient of the train, and the adhesion coefficient interval of the train includes the average adhesion coefficient interval and the instantaneous adhesion coefficient interval; the control host is configured to: divide the average adhesion coefficient interval and the instantaneous adhesion coefficient interval; calculate the current average adhesion coefficient of the train based on the speed data and deceleration data of the train, and calculate the current instantaneous adhesion coefficient of the train based on the deceleration data of the train; determine the current adhesion level of the train based on the average adhesion coefficient interval to which the current average adhesion coefficient of the train belongs, and the instantaneous adhesion coefficient interval to which the current instantaneous adhesion coefficient of the train belongs.
[0011] This technical solution determines the adhesion level of a train based on its average adhesion state and instantaneous adhesion state. It can comprehensively perceive various situations during the train's operation, making the determined adhesion level more consistent with the train's actual adhesion state.
[0012] In some embodiments of the present application, the judgment factors of the adhesion state of each bogie or each vehicle include the instantaneous adhesion coefficient of each bogie or each vehicle, and the adhesion coefficient range of the frame includes the instantaneous adhesion coefficient range of the frame; the braking control device is configured to: divide the instantaneous adhesion coefficient range of the frame; calculate the current instantaneous adhesion coefficient of each bogie or each vehicle based on the deceleration data of each bogie or each vehicle; and judge the current adhesion level of the frame based on the instantaneous adhesion coefficient range of the frame to which the current instantaneous adhesion coefficient of each bogie or each vehicle belongs.
[0013] This technical solution can perceive the real-time operating conditions by calculating the instantaneous adhesion coefficient of the frame-level unit, thereby improving the accuracy and real-time performance of the system's perception of train adhesion.
[0014] In some embodiments of the present application, the control host is configured to: set a time threshold corresponding to each of the instantaneous adhesion coefficient intervals; and determine the current adhesion level of the train based on the instantaneous adhesion coefficient interval to which the current instantaneous adhesion coefficient of the train belongs and whether the duration of the train's current instantaneous adhesion coefficient belonging to the instantaneous adhesion coefficient interval exceeds the corresponding time threshold; the brake controller is configured to: set a quantity threshold corresponding to the instantaneous adhesion coefficient interval of each of the frames; and determine the current adhesion level of the frame based on the instantaneous adhesion coefficient interval of the frame to which the current instantaneous adhesion coefficient of each bogie or each vehicle belongs and whether the number of instantaneous adhesion coefficient intervals of the frame to which the current instantaneous adhesion coefficient of each bogie or each vehicle belongs exceeds the corresponding quantity threshold.
[0015] This technical solution combines the train-level and bogie-level adhesion coefficients, filters interference through time thresholds and quantity thresholds, avoids misjudgment of single data, and can accurately and reliably reflect the track surface adhesion status in real time.
[0016] In some embodiments of the present application, the train detection device includes a first accelerometer, which is used to detect the deceleration data of the train; the deceleration data of the train includes the slope of the line on which the train is located and the running deceleration of the train. The control host collects the slope of the line on which the train is located and the running deceleration of the train, and calculates the deceleration provided by the slope of the line on which the train is located based on the collected slope.
[0017] This technical solution uses an accelerometer to simultaneously detect the train's running deceleration and the slope of the line it is on, achieving multiple uses with one meter, streamlining the system structure and reducing costs.
[0018] In some embodiments of the present application, the control host determines the deceleration provided by the corresponding basic running resistance of the train according to the real-time running speed of the train; the instantaneous adhesion coefficient of the train ;in, is the train's running deceleration, The deceleration provided for the grade of the line on which the train is travelling, The deceleration provided by the basic running resistance of the train, is the acceleration due to gravity.
[0019] In some embodiments of the present application, the brake control device is used to control the train to brake during the train operation; The control host obtains the initial running speed of the train when it starts braking and the current running speed of the train after it starts braking, and integrates the initial running speed and the current running speed to obtain the running distance of the train from the start of braking to the current running distance; the average adhesion coefficient of the train ;in, is the current running speed of the train after braking begins, is the initial running speed of the train when it starts braking, The distance the train travels from the start of braking to the current running distance, is the acceleration due to gravity.
[0020] In some embodiments of the present application, the braking control device includes a second accelerometer, which is used to detect the deceleration data of the bogie or vehicle on which it is located; the deceleration data of the bogie or vehicle includes the slope of the line on which the bogie or vehicle is located, and the running deceleration of the bogie or vehicle, and the braking control device calculates the deceleration provided by the slope of the line on which the bogie or vehicle is located based on the detected slope; the braking control device is preset with an additional deceleration value of the bogie or vehicle; the instantaneous adhesion coefficient of the bogie or vehicle ;in, is the operating deceleration of the bogie or vehicle, The deceleration provided for the grade of the line on which the bogie or vehicle is located, is the additional deceleration of the bogie or vehicle, is the acceleration due to gravity.
[0021] In some embodiments of the present application, the train detection device includes a speed radar and a speed sensor; the speed radars are respectively arranged on the vehicles at both ends of the train, and the speed sensor is arranged at the axle of the first end vehicle in the train running direction; the speed data includes the train speed detected by the speed radar and the train speed detected by the speed sensor; the control host is configured to: take the maximum value of the train speed detected by the speed radar and the train speed detected by the speed sensor as the running speed of the train.
[0022] This technical solution creates data redundancy through the heterogeneous detection design of speed radar and speed sensor, eliminating the impact of single detection source failure (such as radar signal interference or speed sensor mechanical failure) on speed measurement, thereby improving the reliability and perception accuracy of the perception system.
[0023] The above description is only an overview of the technical solution of the present disclosure. In order to more clearly understand the technical means of the present disclosure, which can be implemented in accordance with the contents of the specification, and to make the above and other purposes, features and advantages of the present disclosure more obvious and easy to understand, the specific implementation methods of the present disclosure are listed below. BRIEF DESCRIPTION OF THE DRAWINGS
[0024] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the embodiments or descriptions of the prior art. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.
[0025] Figure 1 is a flow chart of evaluating the adhesion level of a train by the adhesion state perception system according to an embodiment of the present application; Figure 2 is a flow chart of calculating the running speed of a train according to an embodiment of the present application; Figure 3 is a schematic diagram of a train adhesion state sensing system according to an embodiment of the present application; Figure 4 Schematic diagram of a train adhesion state sensing system according to an embodiment of the present application. DETAILED DESCRIPTION
[0026] In order to make the technical problems, technical solutions and beneficial effects to be solved by this application more clearly understood, this application is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.
[0027] In the embodiments of the present application, prefixes such as "first" and "second" are used only to distinguish different description objects and have no limiting effect on the position, order, priority, quantity or content of the described objects. The use of prefixes such as ordinal numbers to distinguish description objects in the embodiments of the present application does not constitute a restriction on the described objects. For the statement of the described objects, please refer to the description in the context of the claims or embodiments, and the use of such prefixes should not constitute an unnecessary restriction. In addition, in the description of this embodiment, unless otherwise specified, the meaning of "plurality" is two or more.
[0028] The following describes the technical solutions in the embodiments of the present application in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " represents "or." For example, A / B can represent A or B. "And / or" in this document is merely a description of the association relationship between associated objects, indicating that three relationships can exist. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, or B exists alone.
[0029] In the several embodiments provided in the embodiments of the present application, it should be understood that the disclosed systems and methods can be implemented in other ways. For example, the device embodiments described above are merely schematic. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection of some interfaces, devices or units, which can be electrical, mechanical or other forms.
[0030] In this application, the terms "one embodiment", "some embodiments", "examples", "specific examples", or "some examples" mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and the features of different embodiments or examples without contradiction.
[0031] Urban rail transit, a vital component of modern urban transportation, has become the preferred choice for urban residents due to its speed, punctuality, safety, and environmental friendliness. In the rail transit sector, "adhesion" refers to the friction between the wheels and the rails. This friction enables the wheels to transmit power and braking force through contact with the rails, thereby enabling the train to operate in various states, including starting, accelerating, decelerating, and braking.
[0032] The quality of wheel-rail adhesion directly impacts train safety and efficiency. When the wheel-rail adhesion coefficient is high, the friction between the wheels and rails is greater, allowing the train to more effectively transmit power and braking forces. However, when the wheel-rail adhesion coefficient is low (such as when the track surface is slippery in inclement weather), the friction between the wheels and rails decreases, potentially leading to longer braking distances, reduced traction efficiency, and even dangerous situations such as wheel spin or sliding.
[0033] Currently, when designing the interface between vehicle systems and signal systems, the industry adopts a unified fixed adhesion coefficient approach to line operation design after comprehensively evaluating factors such as train braking capacity, line operation requirements, and the characteristics of above-ground and underground lines. The adhesion coefficient determined by this approach cannot accurately and in real time reflect the adhesion status of the line and has certain limitations: 1. The adhesion coefficient is estimated too high, resulting in insufficient safe distance between trains and the risk of collision.
[0034] 2. The adhesion coefficient is assessed too low, resulting in low line operation efficiency and increased passenger complaint rate.
[0035] Therefore, in order to ensure the operational safety and efficiency of urban rail transit systems, it is necessary to perceive the wheel-rail adhesion state of running trains in real time.
[0036] In order to solve the above problems, this application proposes a train adhesion state sensing system, which can adjust the braking force of the train according to the real-time wheel-rail adhesion status by sensing the wheel-rail adhesion state of the train in real time, thereby ensuring the safety and efficiency of the train operation.
[0037] Hereinafter, embodiments of the present application will be described in detail with reference to the accompanying drawings.
[0038] As attached Figures 1 to 4 As shown, in an exemplary embodiment of the present application, the train adhesion state perception system is used to perceive the adhesion state of the train. To facilitate the intuitive judgment of the adhesion state by the train control system and the train driver, the present technical solution divides the adhesion state of the train into levels and judges the adhesion level of the train, thereby realizing the perception of the adhesion state of the train.
[0039] In some embodiments, the train adhesion state sensing system includes a train detection device, a brake control unit (BCU), and a control host.
[0040] The train detection device is used to detect train speed and / or deceleration data. The brake control device is installed in each vehicle or at each bogie of each vehicle to control the train's braking. The brake control device includes a bogie detection device for detecting deceleration data on each bogie or vehicle of the train.
[0041] In some embodiments, the brake control device determines the adhesion state of each bogie or each vehicle based on the deceleration data of each bogie or each vehicle.
[0042] In some embodiments, the control host is connected to the train detection device and the brake control device respectively, and is configured to: collecting speed data and / or deceleration data of the train detected by the train detection device, and determining the adhesion state of the train based on the speed data and / or deceleration data of the train; The comprehensive adhesion level of the train is determined based on one of the adhesion level determination parameters or a combination of the adhesion level determination parameters, wherein the adhesion level determination parameters include the adhesion state of the train, the adhesion state of each bogie or each vehicle.
[0043] In this embodiment, the train adhesion level is determined by comprehensively analyzing the adhesion state of the train and the adhesion state of each bogie or vehicle. This allows the determined adhesion level to better reflect the train's actual adhesion state. For example, in rainy or snowy weather, when a train enters a tunnel or underground track from a surface track, the adhesion between the wheels and rails of the vehicle ahead of the train increases as the track changes from wet to dry, while the adhesion between the wheels and rails of the vehicle behind the train remains unchanged. The train adhesion state cannot accurately reflect this instantaneous change, while the adhesion state of each bogie or vehicle can reflect the varying road conditions. By combining these two factors, the determined adhesion level is more accurate and comprehensive.
[0044] In some embodiments, in order to facilitate accurate judgment of the adhesion state of the train and the adhesion state of each bogie or each vehicle, the adhesion level of the train is divided into a level that can reflect the overall adhesion state of the train, and a level of adhesion of the frame that can reflect the adhesion state of each bogie or each vehicle. The current comprehensive adhesion level of the train is judged based on the adhesion level of the train and the adhesion level of the frame.
[0045] In some embodiments, the determining factor for the adhesion state of each bogie or each vehicle includes the adhesion coefficient of each bogie or each vehicle, and the brake control device is configured to: Classifying the adhesion levels of the frames and the adhesion coefficient ranges of the frames corresponding to the different adhesion levels of the frames; Calculating a current adhesion coefficient of each bogie or each vehicle based on the deceleration data of each bogie or each vehicle; The current adhesion level of the frame is determined based on the adhesion coefficient range of the frame to which the current adhesion coefficient of each bogie or each vehicle belongs.
[0046] In some embodiments, the determination factor of the adhesion state of the train includes the adhesion coefficient of the train, and the control host is configured to: Classifying train adhesion levels and train adhesion coefficient ranges corresponding to different train adhesion levels; Calculating the current adhesion coefficient of the train based on the speed data and / or deceleration data of the train; Determine the current adhesion level of the train according to the adhesion coefficient range of the train to which the current adhesion coefficient of the train belongs; The current comprehensive adhesion level of the train is determined based on the current adhesion level of the train and the current adhesion level of the frame.
[0047] In this embodiment, the adhesion coefficient is calculated independently at the vehicle and train levels. The system then uses preset coefficient ranges to determine the level, ultimately yielding a comprehensive train adhesion level. This approach combines local anomaly location with overall status control, avoiding the bias inherent in single-dimensional assessments. Furthermore, the configurability of adhesion coefficient ranges and levels allows the system to adapt to varying adhesion conditions, such as rainy and snowy days.
[0048] In some embodiments, the adhesion coefficient of the train includes an average adhesion coefficient of the train and an instantaneous adhesion coefficient of the train, and the adhesion coefficient range of the train includes an average adhesion coefficient range and an instantaneous adhesion coefficient range; the control host is configured to: Divide the average adhesion coefficient interval and the instantaneous adhesion coefficient interval; Calculate the current average adhesion coefficient of the train based on the train's speed data and deceleration data, and calculate the current instantaneous adhesion coefficient of the train based on the train's deceleration data; The current adhesion level of the train is determined based on the average adhesion coefficient interval to which the current average adhesion coefficient of the train belongs and the instantaneous adhesion coefficient interval to which the current instantaneous adhesion coefficient of the train belongs.
[0049] In some embodiments, the control host is further configured to determine the current adhesion level of the train according to the average adhesion coefficient interval to which the current average adhesion coefficient of the train belongs, or according to the instantaneous adhesion coefficient interval to which the current instantaneous adhesion coefficient of the train belongs.
[0050] The average adhesion coefficient of a train is calculated by calculating the average deceleration caused by wheel-rail adhesion over a period of time, and then calculating the average adhesion coefficient based on this average deceleration. The average adhesion coefficient reflects the average adhesion of the train during a period of operation, and the average adhesion reflects the overall adhesion of the track to the wheels along that route. For example, in rainy or snowy weather, the track along that route is slippery, and the calculated average adhesion coefficient will also be lower.
[0051] The train's instantaneous adhesion coefficient is calculated by calculating the instantaneous deceleration caused by wheel-rail adhesion at a given moment, and then calculating the train's instantaneous adhesion coefficient based on the instantaneous deceleration. The train's instantaneous adhesion coefficient reflects the train's adhesion state at a specific moment in its operation. The instantaneous adhesion state reflects the adhesion of the track to the wheels during contact with the train.
[0052] In this embodiment, the train's adhesion level is determined by combining the train's average adhesion coefficient and instantaneous adhesion coefficient, ensuring that the determined adhesion level more accurately reflects the train's actual adhesion state. For example, in rainy or snowy weather, when a train enters a tunnel or underground track from a surface track, the adhesion between the wheel and rail increases as the track transitions from wet to dry. However, the train's average adhesion coefficient cannot reflect this instantaneous change. If the adhesion level is determined solely based on the average adhesion coefficient, the determined adhesion level will be lower than the actual adhesion level. However, the train's instantaneous adhesion coefficient can reflect this instantaneous change. Considering both factors together makes the determined adhesion level more accurate.
[0053] In some embodiments, the determining factor for the adhesion state of each bogie or each vehicle includes the instantaneous adhesion coefficient of each bogie or each vehicle, and the adhesion coefficient range of the vehicle frame includes the instantaneous adhesion coefficient range of the vehicle frame; and the braking control device is configured to: Divide the frame's instantaneous adhesion coefficient interval; Calculating a current instantaneous adhesion coefficient of each bogie or each vehicle based on the deceleration data of each bogie or each vehicle; The current adhesion level of the frame is determined based on the instantaneous adhesion coefficient interval of the frame to which the current instantaneous adhesion coefficient of each bogie or each vehicle belongs.
[0054] The brake control unit, the core processing unit for vehicle-level adhesion, calculates the instantaneous adhesion coefficient and feedbacks the adhesion level, forming a closed loop with the control host's comprehensive assessment. Simultaneously, calculating the instantaneous adhesion coefficient for the vehicle-level unit enables more precise and real-time vehicle-level adhesion perception. This "vehicle-level precise calculation + train-level comprehensive decision-making" architecture enables comprehensive perception of the train's adhesion state, enhancing the accuracy and reliability of the system's adhesion perception.
[0055] In some embodiments, the control host is configured to: set a time threshold corresponding to each instantaneous adhesion coefficient interval; The current adhesion level of the train is determined according to the instantaneous adhesion coefficient interval to which the current instantaneous adhesion coefficient of the train belongs and whether the duration during which the current instantaneous adhesion coefficient of the train belongs to the instantaneous adhesion coefficient interval exceeds a corresponding time threshold.
[0056] The brake controller is configured to: set a quantity threshold corresponding to an instantaneous adhesion coefficient interval of each frame; The current adhesion level of the frame is determined based on the instantaneous adhesion coefficient interval of the frame to which the current instantaneous adhesion coefficient of each bogie or each vehicle belongs, and whether the number of instantaneous adhesion coefficient intervals of the frame to which the current instantaneous adhesion coefficient of each bogie or each vehicle belongs exceeds the corresponding quantity threshold.
[0057] In this embodiment, the train-level and bogie-level adhesion coefficients are combined, and interference is filtered through time thresholds and quantity thresholds to avoid single data misjudgment and reflect the track surface adhesion status in real time. By incorporating multiple judgment factors, a multi-dimensional judgment matrix is formed, which greatly improves the anti-interference ability of the perception system, makes the judgment result of the adhesion level highly consistent with the actual adhesion status, and ensures the safety and operational efficiency of the train.
[0058] In some embodiments, the comprehensive adhesion level of the train, the adhesion level of the train, the adhesion coefficient range of the train corresponding to the adhesion level of the train, the adhesion level of the frame, the adhesion coefficient range of the frame corresponding to the adhesion level of the frame, the time threshold and the quantity threshold can all be manually divided and set, and then preset into the program of the control host and the brake control device, or they can also be set by the software algorithm for the control host and the brake control device. Both methods can be selected according to actual conditions.
[0059] In some embodiments, the train detection device includes a first accelerometer, and the first accelerometer is used to detect deceleration data of the train.
[0060] Among them, the deceleration data of the train includes the slope of the line on which the train is located and the running deceleration of the train. The control host collects the slope of the line on which the train is located and the running deceleration of the train detected by the first accelerometer, and calculates the deceleration provided by the slope of the line on which the train is located based on the collected slope.
[0061] In some embodiments, the control host is in communication with the signal system to obtain the real-time position of the train and the first slope value of the position from the signal system; the first accelerometer is used to detect the second slope value of the line on which the train is located.
[0062] The control host is configured to: take the maximum value of the first slope value and the second slope value as the slope of the line on which the train is located, and calculate the deceleration provided by the slope of the line on which the train is located based on the slope of the line on which the train is located.
[0063] Among them, the signal system is a system used to receive data such as train adhesion level uploaded by the adhesion sensing system, and provide monitoring, dynamic timetable adjustment and safety protection functions for train operation. It can output real-time position and line parameters to the vehicle system to ensure the operation of the train.
[0064] In this embodiment, dual verification based on pre-stored data from the signal system and real-time data from the accelerometer is used to avoid slope calculation errors caused by failures in a single data source, thereby improving the system's anti-interference capabilities. Furthermore, by taking the maximum value as the line slope, the deceleration calculation based on the slope is conservative (for example, the maximum value is still calculated when the actual slope is small). This ensures safety redundancy when calculating the adhesion coefficient, reduces the risk of insufficient braking distance due to underestimated slope, and ensures that the adhesion perception system uses the judgment logic based on safety principles.
[0065] In some embodiments, the instantaneous adhesion coefficient of the train is ; in, is the running deceleration of the train measured by the first accelerometer, The deceleration provided by the control host according to the gradient of the line on which the train is located is calculated based on the gradient detected by the first accelerometer, The deceleration provided by the basic running resistance of the train, Gravitational acceleration.
[0066] In some embodiments, the control host determines the deceleration provided by the corresponding basic running resistance of the train according to the real-time running speed of the train.
[0067] A train's basic running resistance primarily includes the basic resistance when running on straight track, slope resistance, and other resistances. The control host estimates the basic running resistance by applying the train's running speed to an empirical formula generated based on data from actual vehicle tests and simulations. This calculation then calculates the deceleration provided by the basic running resistance. Alternatively, the deceleration value provided by the basic running resistance can be directly preset.
[0068] In some embodiments, the braking control device is used to control the braking of the train during the operation of the train. The control host obtains the initial running speed of the train when it starts braking, and the current running speed of the train after it starts braking, and integrates the initial running speed and the current running speed to obtain the running distance of the train from the start of braking to the current distance, and uses the obtained data to calculate the average adhesion coefficient of the train.
[0069] In some embodiments, the average adhesion coefficient of the train ; in, is the current running speed of the train after braking begins, is the initial running speed of the train when it starts braking, The distance the train travels from the start of braking to the current running distance, The deceleration provided by the control host according to the gradient of the line on which the train is located is calculated based on the gradient detected by the first accelerometer, The deceleration provided by the basic running resistance of the train, Gravitational acceleration.
[0070] In some embodiments, the brake control device includes a second accelerometer, which is used to detect deceleration data of the bogie or vehicle where the second accelerometer is located.
[0071] The deceleration data of the bogie or vehicle includes the slope of the line on which the bogie or vehicle is located, and the running deceleration of the bogie or vehicle.
[0072] The brake control device calculates the deceleration provided by the slope of the route on which the bogie or vehicle is located based on the detected slope, and has a preset additional deceleration value for the bogie or vehicle. The adhesion coefficient of the bogie or vehicle is calculated based on the operating deceleration of the bogie or vehicle, the deceleration provided by the slope of the route on which the bogie or vehicle is located, and the additional deceleration of the bogie or vehicle.
[0073] The additional deceleration value of the bogie or vehicle is an error correction value set according to various working condition information collected during actual vehicle tests or simulations.
[0074] In some embodiments, the instantaneous adhesion coefficient of the bogie or vehicle is ; in, is the operating deceleration of the bogie or vehicle, The deceleration provided for the grade of the line on which the bogie or vehicle is located, is the additional deceleration of the bogie or vehicle, is the acceleration due to gravity.
[0075] In some embodiments, an evaluation matrix for determining adhesion levels based on the instantaneous adhesion state of the train, the average adhesion state of the train, and the adhesion state of each bogie or each vehicle is shown in Table 1: Table 1 Adhesion level evaluation matrix
[0076] In some embodiments, the control host classifies adhesion levels into normal, poor, severe, and bad according to the adhesion coefficient from large to small, and the priority of adhesion level evaluation is determined as "bad" higher than "severe" higher than "poor" higher than "normal".
[0077] For example, the instantaneous adhesion state level of the current train is judged to be "serious", the average adhesion state level of the current train is judged to be "poor", the instantaneous adhesion state level of each bogie / vehicle is judged to be "normal", and finally the comprehensive adhesion level of the train is judged to be "serious".
[0078] At the same time, the adhesion levels can be divided according to actual needs and are not limited to the four levels exemplified in this embodiment.
[0079] In some embodiments, the control host uploads the adhesion level assessment results and key data to the train control system (TCMS). The train control system prompts the driver through the human-machine interface (HMI) the current comprehensive adhesion level of the train, the train-level adhesion curve of the current braking process, and the maximum adhesion state (Max( ))、Minimum adhesion state(Min( The control host also sends adhesion level assessment results to the onboard signaling system for use in train operation monitoring (including safety distance adjustment and overspeed protection) and dynamic train timetable adjustment (such as real-time optimization of train running intervals, stop times, and speed curves based on adhesion levels).
[0080] In some embodiments, the train detection device includes a speed radar and a speed sensor. The speed radars are respectively arranged on the vehicles at both ends of the train, and the speed sensor is arranged on the axle of the first vehicle in the direction of train operation.
[0081] The speed data detected by the above-mentioned train detection device includes the train speed detected by the speed radar and the train speed detected by the speed sensor, and the control host controls the running speed of the train detected heterogeneously by the speed radar and the speed sensor.
[0082] In this embodiment, the heterogeneous detection design of speed radar and speed sensors creates data redundancy, eliminating the impact of single-source failures (such as radar signal interference or mechanical failure of the speed sensor) on speed measurement, thereby improving the reliability and accuracy of the perception system. Combining multidimensional data from the leading and trailing train radars with the head-end speed sensor covers speed differences at different longitudinal locations of the train (such as speed fluctuations at both ends of the train formation). Compared to a single sensor, this system can better reflect the overall operating status of the train, provide a more accurate speed benchmark for adhesion coefficient calculation, and enhance the real-time performance of adhesion status assessment.
[0083] like Figure 2 As shown, specifically, the control host is configured to take the maximum value of the train speed detected by the speed radar and the train speed detected by the speed sensor as the running speed of the train.
[0084] The control host takes the maximum value of the two speeds as the operating speed. When a sensor outputs a low speed due to a fault or environmental interference (such as a slippery track surface causing the wheelset to idle), the maximum value can prevent the actual speed of the train from being underestimated, ensure the accuracy of parameters such as braking distance calculation and safety protection interval, and reduce the risk of rear-end collision.
[0085] In some embodiments, the control host is further configured to: Receive the signal of the speed radar and determine whether the speed radar is normal; If the speed radar is normal, the signal of the speed radar is filtered to obtain the vehicle speed detected by the speed radar. ; If the speed radar is abnormal, the speed radar at the other end is checked to see if it is normal. If it is normal, the speed detected by the speed radar is adopted. .
[0086] In some embodiments, a plurality of speed sensors are provided at the axles of the first vehicle in the train running direction. For example, each vehicle includes four axles, and speed sensors are provided at the four axles of the first vehicle.
[0087] The control host is also configured to: Receive the signal of the speed sensor and determine whether the speed sensor is normal; If the speed sensor is normal, the speed sensor signal is filtered to obtain the vehicle speed detected by the speed sensor. ; If the speed sensor is abnormal, determine whether the vehicle speed can be calculated based on other speed sensors. If yes, calculate the vehicle speed based on other speed sensors .
[0088] For example, first determine whether the speed sensor on the front axle of the first vehicle in the direction of train travel is normal. If the sensor is abnormal, then continue to determine whether the speed sensor on the second axle in front of the vehicle is normal. If it is normal, collect the vehicle speed detected by the speed sensor. If the sensor is abnormal, then continue to determine the speed sensor on the third axle, and so on.
[0089] In some embodiments, the control host is further configured to: Preset low speed threshold ; Determine the train speed detected by the speed radar and the train speed detected by the speed sensor Are they both greater than the low-speed threshold? If so, take the train speed detected by the speed radar and the train speed detected by the speed sensor The maximum value among them is taken as the running speed of the train If not, take the train speed detected by the speed sensor As the train's running speed .
[0090] like Figure 3As shown, in some embodiments, the control host includes a first control host and a second control host, the first control host is set at the head vehicle in the train running direction, and the second control host is set at the end vehicle in the train running direction, and the first control host is communicatively connected to the second control host.
[0091] Specifically, the first control host and the second control host use Ethernet or MVB network communication to exchange collected data, including axle speed data detected by the speed sensor, speed data detected by the speed radar, detected slope data, and deceleration data, and synchronously calculate the results, which include the train's running speed and the train's running deceleration.
[0092] In some embodiments, the control host utilizes a high-level security computer (SCPU).
[0093] In some embodiments, the train adhesion state sensing system includes a first adhesion sensing unit and a second adhesion sensing unit. The first adhesion sensing unit is used to sense the adhesion state of the first half of the train vehicle in the direction of train operation, and the second adhesion sensing unit is used to sense the adhesion state of the second half of the train vehicle in the direction of train operation.
[0094] The first adhesion sensing unit includes a first control host and a braking control device installed in each vehicle in the front half of the train or at each bogie. The second adhesion sensing unit includes a second control host and a braking control device installed in each vehicle in the front half of the train or at each bogie.
[0095] In some embodiments, the control host located at the front end of the train's direction of travel is the master control host, which is bound to the train control system. That is, the master control host bound to the train control system has the dominant authority in control decisions and is responsible for precisely regulating the train's operating status based on instructions from the train control terminal and actual operating conditions.
[0096] The first control host and the second control host are redundant and hot-standby. Once the main control host fails, the other redundant control host will quickly take over the work and re-establish the binding relationship with the train control system to ensure the continuity of train control and avoid train operation out of control due to equipment failure.
[0097] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present application should be covered and fall within the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.
Claims
1. A train adhesion state sensing system, characterized in that: include: A train detection device, used to detect speed data and / or deceleration data of a train; The brake control device includes a bogie detection device for detecting deceleration data of each bogie or each vehicle of the train; the brake control device determines the adhesion state of each bogie or each vehicle based on the deceleration data of each bogie or each vehicle; A control host is connected to the train detection device and the brake control device respectively, and the control host is configured to: collecting speed data and / or deceleration data of the train detected by the train detection device, and determining the adhesion state of the train based on the speed data and / or deceleration data of the train; The comprehensive adhesion level of the train is determined based on one of the adhesion level determination parameters or a combination of the adhesion level determination parameters, wherein the adhesion level determination parameters include the adhesion state of the train, the adhesion state of each bogie or each vehicle.
2. The train adhesion state sensing system according to claim 1, characterized in that: The factors determining the adhesion state of the train include the adhesion coefficient of the train, and the factors determining the adhesion state of each bogie or each vehicle include the adhesion coefficient of each bogie or each vehicle; The brake control device is configured to: Classifying the adhesion levels of the frames and the adhesion coefficient ranges of the frames corresponding to the different adhesion levels of the frames; Calculating a current adhesion coefficient of each bogie or each vehicle based on the deceleration data of each bogie or each vehicle; Determining the current adhesion level of the frame according to the adhesion coefficient interval of the frame to which the current adhesion coefficient of each bogie or each vehicle belongs; The control host is configured as follows: Classifying train adhesion levels and train adhesion coefficient ranges corresponding to different train adhesion levels; Calculating the current adhesion coefficient of the train based on the speed data and / or deceleration data of the train; Determine the current adhesion level of the train according to the adhesion coefficient range of the train to which the current adhesion coefficient of the train belongs; The current comprehensive adhesion level of the train is determined based on the current adhesion level of the train and the current adhesion level of the frame.
3. The train adhesion state sensing system according to claim 2, characterized in that: The adhesion coefficient of the train includes the average adhesion coefficient of the train and the instantaneous adhesion coefficient of the train, and the adhesion coefficient range of the train includes the average adhesion coefficient range and the instantaneous adhesion coefficient range; The control host is configured as follows: Divide the average adhesion coefficient interval and the instantaneous adhesion coefficient interval; Calculate the current average adhesion coefficient of the train based on the train's speed data and deceleration data, and calculate the current instantaneous adhesion coefficient of the train based on the train's deceleration data; The current adhesion level of the train is determined based on the average adhesion coefficient interval to which the current average adhesion coefficient of the train belongs and the instantaneous adhesion coefficient interval to which the current instantaneous adhesion coefficient of the train belongs.
4. The train adhesion state sensing system according to claim 3, characterized in that: The judgment factor of the adhesion state of each bogie or each vehicle includes the instantaneous adhesion coefficient of each bogie or each vehicle, and the adhesion coefficient range of the frame includes the instantaneous adhesion coefficient range of the frame; The brake control device is configured to: Divide the frame's instantaneous adhesion coefficient interval; Calculating a current instantaneous adhesion coefficient of each bogie or each vehicle based on the deceleration data of each bogie or each vehicle; The current adhesion level of the frame is determined based on the instantaneous adhesion coefficient interval of the frame to which the current instantaneous adhesion coefficient of each bogie or each vehicle belongs.
5. The train adhesion state sensing system according to claim 4, characterized in that: The control host is configured as follows: Setting a time threshold corresponding to each instantaneous adhesion coefficient interval; determining the current adhesion level of the train based on the instantaneous adhesion coefficient interval to which the current instantaneous adhesion coefficient of the train belongs and whether the duration during which the current instantaneous adhesion coefficient of the train belongs to the instantaneous adhesion coefficient interval exceeds a corresponding time threshold; The brake controller is configured to: Setting a quantity threshold corresponding to the instantaneous adhesion coefficient interval of each of the vehicle frames; The current adhesion level of the frame is determined based on the instantaneous adhesion coefficient interval of the frame to which the current instantaneous adhesion coefficient of each bogie or each vehicle belongs, and whether the number of instantaneous adhesion coefficient intervals of the frame to which the current instantaneous adhesion coefficient of each bogie or each vehicle belongs exceeds the corresponding quantity threshold.
6. The train adhesion state sensing system according to claim 5, characterized in that: The train detection device includes a first accelerometer, wherein the first accelerometer is used to detect deceleration data of the train; The deceleration data of the train includes the slope of the line on which the train is located and the running deceleration of the train. The control host collects the slope of the line on which the train is located and the running deceleration of the train, and calculates the deceleration provided by the slope of the line on which the train is located based on the collected slope.
7. The train adhesion state sensing system according to claim 6, characterized in that: The control host determines the deceleration provided by the corresponding basic running resistance of the train according to the real-time running speed of the train; The instantaneous adhesion coefficient of the train ; in, is the train's running deceleration, The deceleration provided for the grade of the line on which the train is travelling, The deceleration provided by the basic running resistance of the train, is the acceleration due to gravity.
8. The train adhesion state sensing system according to any one of claims 3 to 7, characterized in that: The brake control device is used to control the train to brake during the train operation; The control host obtains the initial running speed of the train when braking starts, and the current running speed of the train after braking starts, and integrates the initial running speed and the current running speed to obtain the running distance of the train from the start of braking to the current running speed; The average adhesion coefficient of the train ; in, is the current running speed of the train after braking begins, is the initial running speed of the train when it starts braking, The distance the train travels from the start of braking to the current running distance, is the acceleration due to gravity.
9. The train adhesion state sensing system according to any one of claims 4 to 7, characterized in that: The brake control device includes a second accelerometer, which is used to detect deceleration data of the bogie or vehicle on which the second accelerometer is located; The deceleration data of the bogie or vehicle includes the gradient of the route on which the bogie or vehicle is located, and the running deceleration of the bogie or vehicle, and the brake control device calculates the deceleration provided by the gradient of the route on which the bogie or vehicle is located based on the detected gradient; The brake control device is preset with an additional deceleration value of the bogie or vehicle; The instantaneous adhesion coefficient of the bogie or vehicle ; in, is the operating deceleration of the bogie or vehicle, The deceleration provided for the grade of the line on which the bogie or vehicle is located, is the additional deceleration of the bogie or vehicle, is the acceleration due to gravity.
10. The train adhesion state sensing system according to claim 7 or 8, characterized in that: The train detection device includes a speed radar and a speed sensor; the speed radars are respectively arranged on the vehicles at both ends of the train, and the speed sensor is arranged on the axle of the first vehicle in the direction of train operation; The speed data includes the train speed detected by the speed radar and the train speed detected by the speed sensor; The control host is configured to take the maximum value of the train speed detected by the speed radar and the train speed detected by the speed sensor as the running speed of the train.