A method for calculating the weight of a rail train and a rail train

Abstract

This application relates to the field of rail transportation technology, providing a method for calculating the weight of a rail train and a rail train itself. The method for calculating the weight of a rail train includes the following steps: obtaining the traction force of the rail train; obtaining the travel speed of the rail train; obtaining the current gradient angle of the rail train; obtaining the wind speed; and calculating the weight of the rail train in real time using a dynamic equilibrium equation based on the traction force, travel speed, current gradient angle, and wind speed. This application solves the technical problem that traditional methods of obtaining rail train weight result in large errors in weight calculation.

Description

Technical Field

[0001] This application relates to the field of rail transportation technology, specifically to a method for calculating the weight of a rail train and a rail train. Background Technology

[0002] Vehicle weight is a core parameter for the safe, efficient, and economical operation of rail transit vehicles. With the development of intelligent railways and automatic driving technologies, vehicle control systems need to acquire vehicle weight data in real time and accurately to adjust traction output, braking strategies, and energy consumption management. Therefore, dynamic real-time monitoring of vehicle weight can prevent accidents, optimize energy consumption, extend equipment life, and provide data support for intelligent dispatching, making it a key link in the intelligent upgrading of modern rail transit.

[0003] One existing technique for obtaining vehicle weight is to calculate it using the vehicle's traction force: first, calculate the vehicle's traction force FT, then calculate the drag force FR, F = FT - FR; then calculate the acceleration a, a = Vehicle weight m = If the vehicle travels on a slope during the calculation process, the force generated by the slope will cause a large error in the vehicle weight calculation result.

[0004] Another existing technology for obtaining vehicle weight involves using load sensors (such as angle sensors and pressure sensors) to directly measure the stress deformation or pressure changes of key vehicle components (such as bogies and body support points), and then calculating the vehicle weight using a mechanical model. Common implementation methods include: Angle sensor method: A sensor is connected to the car body or bogie structure. Changes in load cause changes in the sensor angle, thereby determining the height of the car body descent. The load is then calculated through calibration relationships.

[0005] Pressure sensor method: Installed in air springs, hydraulic support systems or suspension devices, the support force is directly measured, and the total weight is obtained by summing the forces at each support point.

[0006] The problems are as follows: (1) The sensor and the matching data acquisition equipment need to be installed separately, which increases the product cost.

[0007] (2) When steel springs and rubber springs are used to connect the car body and the bogie, the unstable height change causes the car weight deviation to be too large.

[0008] (3) The sensor sensitivity decreases with mechanical fatigue or aging and needs to be recalibrated periodically.

[0009] Therefore, the traditional methods of obtaining vehicle weight result in large errors in vehicle weight, which is a technical problem that urgently needs to be solved by those skilled in the art.

[0010] The information disclosed in the background section is only intended to enhance the understanding of the background of this application, and therefore may contain information that is not part of the prior art known to those skilled in the art. Summary of the Invention

[0011] This application provides a method for calculating the weight of a rail train and a rail train in order to solve the technical problem that traditional methods of obtaining the weight of a rail train result in large errors in the weight calculation.

[0012] This application provides a method for calculating the weight of a rail train, including the following steps: To obtain the traction force of the rail train; Obtain the speed of the train on the track; Get the current gradient angle of the train; Get wind speed; The vehicle weight is calculated in real time using dynamic equilibrium equations based on the traction force, travel speed, current gradient angle of the train, and wind speed.

[0013] Optional, vehicle weight The following dynamic equilibrium equations are satisfied: ; in, For traction force, air density, The drag coefficient, For windward area, For driving speed, For wind speed, It is the acceleration due to gravity. The current gradient angle of the railcar For changes in driving speed, The sampling period is the time period.

[0014] Optionally, the steps for obtaining the traction force of the railcar are as follows: The actual value of the traction force is obtained from the traction system of the railcar.

[0015] Optionally, the steps for obtaining the speed of the rail train include the following: The system acquires the wheel speeds of the driving wheels from the traction system of the rail train, the wheel speeds of the driving and driven wheels from the braking system, and the wheel speeds of the driven wheels from the speed sensor of the signal system. The average of the driving wheel speed, the driving wheel and driven wheel speed of the braking system, and the driven wheel speed of the signal system is calculated as the driving speed.

[0016] Optionally, the step of obtaining the current gradient angle of the rail train includes the following steps: Obtain real-time location information from the passenger information system and extract the current mileage and direction of the rail train. Retrieve the local pre-stored track elevation / gradient data of the rail train, and match the start and end elevations or preset gradient parameters of the slope section where the train is located based on the mileage and the direction of travel. The slope inclination angle is calculated using the elevation difference and length of the slope segment. After verifying its validity by combining it with positioning information, the current slope inclination angle of the rail train is output.

[0017] Optionally, the method for obtaining real-time location information for the passenger information system includes the following steps: When the rail train travels to an open area, the Beidou and / or GPS dual-mode antenna on the roof receives satellite signals, and the on-board positioning unit calculates the global absolute position including latitude, longitude, speed and elevation. The satellite positioning data is used as a fusion reference to participate in the positioning calculation, and the real-time positioning information is obtained after the calculation. As the train enters the tunnel transition section, the satellite signal gradually weakens, and the fusion algorithm dynamically reduces the weight of the satellite data to avoid a step change in the positioning result. After the train has completely entered the tunnel and the satellite signal fails, the algorithm resets the weight of the satellite data to zero, and the satellite data no longer participates in the fusion calculation.

[0018] Optionally, the methods for obtaining real-time location information for the passenger information system may also include the following steps: Inside the tunnel, the train switches between wheel and axle encoders, Doppler radar, and inertial measurement units to perform dead reckoning, and periodically corrects mileage errors through trackside transponders; in order to achieve continuous output of real-time train positioning information across the entire line, both in open-air and tunnel locations, and send it to the passenger information system.

[0019] Optional steps for obtaining wind speed include the following: Get wind speed from the internet.

[0020] Optional, The time sampling period is a preset fixed value; , The driving speed for the current cycle. This represents the driving speed of the previous cycle.

[0021] This application also provides a rail train, including the weight calculation method for the rail train described in any of the above embodiments.

[0022] The embodiments of this application, due to the adoption of the above technical solutions, have the following beneficial effects: The method for calculating the weight of a rail train according to the embodiments of this application has the following technical effects: First: No additional equipment is needed for vehicle weight, reducing hardware investment and maintenance costs.

[0023] This application only collects traction force and travel speed that can be directly obtained from the train's onboard system, and uses gradient angle and wind speed as auxiliary acquisition signals. The vehicle weight is calculated online in real time based on the dynamic balance equation, and the weight calculation can be completed during normal train operation.

[0024] Second: Coupling ramp and wind resistance interference terms significantly improves the accuracy of vehicle weight calculation under complex working conditions.

[0025] When a train is traveling on a slope, the additional resistance and air resistance will directly change the traction load. Calculating the train weight based solely on the traction force will result in huge errors in uphill, downhill, tailwind, and strong crosswind scenarios.

[0026] This application incorporates the conversion of slope inclination angle into slope resistance and wind speed into air resistance into the dynamic balance equation for calculation. It automatically offsets the interference of traction force caused by the slope of the line and external wind force. Whether it is a long slope or an open windy section, it can stably output the vehicle weight result that closely matches the actual value. The calculation accuracy is significantly better than the single traction force estimation method.

[0027] Third: Real-time calculation of the weight of all trains on the entire track.

[0028] The traction force can come from the traction system of the rail train, the travel speed can come from the traction system, braking system and signaling system of the rail train, the slope angle can come from the real-time positioning information of the passenger information system and the track line elevation / slope data pre-stored locally on the rail train, or the slope angle can be obtained in real time by matching the on-board gyroscope or the line map, and the wind speed can come from the Internet or be collected by small on-board sensors.

[0029] In this way, the real-time vehicle weight can be continuously calculated at any position and speed along the entire line, whether on straight tracks, slopes, tunnels, or open-air sections.

[0030] Fourth: The computational model is lightweight, meeting the low-latency real-time control requirements of the vehicle control system.

[0031] The core solution logic is a standardized dynamic equilibrium equation. The mechanical model is highly versatile and adaptable to various rail train scenarios. This application is based on a general train traction resistance dynamic model, and adaptation can be completed simply by matching the basic resistance parameters of the corresponding train model. This calculation logic can be reused for various rail trains such as EMU trains, conventional passenger cars, freight locomotives, and urban rail transit, without the need to reconstruct the algorithm for different train models. It is easy to port and modify and has a wide range of applications. Attached Figure Description

[0032] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings: Figure 1 This is a flowchart illustrating the method for calculating the weight of a railcar according to an embodiment of this application. Detailed Implementation

[0033] To make the technical solutions and advantages of the embodiments of this application clearer, the exemplary embodiments of this application will be described in further detail below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not an exhaustive list of all embodiments. It should be noted that, unless otherwise specified, the embodiments and features in the embodiments of this application can be combined with each other.

[0034] Example 1 like Figure 1 As shown, the method for calculating the weight of a rail train according to an embodiment of this application includes the following steps: To obtain the traction force of the rail train; Obtain the speed of the train on the track; Obtain the current gradient angle of the train; Get wind speed; The vehicle weight is calculated in real time using dynamic equilibrium equations based on the traction force, travel speed, current gradient angle of the train, and wind speed.

[0035] The purpose of this application is to break through the reliance of traditional vehicle weight measurement technologies on static equipment, fixed scenarios, and high costs. By integrating multi-source data, it aims to achieve high-precision real-time weighing in complex terrain, providing core data support for the intelligent, safe, and green operation of rail trains. Its core value lies in "replacing hardware stacking with algorithmic innovation," driving the industry towards a low-cost, highly adaptable dynamic monitoring system.

[0036] The method for calculating the weight of a rail train according to the embodiments of this application has the following technical effects: First: No additional equipment is needed for vehicle weight, reducing hardware investment and maintenance costs.

[0037] This application only collects traction force and travel speed that can be directly obtained from the train's onboard system, and uses gradient angle and wind speed as auxiliary acquisition signals. The weight can be calculated online in real time by relying on the dynamic balance equation. The weight can be calculated during normal train operation.

[0038] Second: Coupling ramp and wind resistance interference terms significantly improves the accuracy of vehicle weight calculation under complex working conditions.

[0039] When a train is traveling on a slope, the additional resistance and air resistance will directly change the traction load. Calculating the train weight based solely on the traction force will result in huge errors in uphill, downhill, tailwind, and strong crosswind scenarios.

[0040] This application incorporates the conversion of slope inclination angle into slope resistance and wind speed into air resistance into the dynamic balance equation for calculation. It automatically offsets the interference of traction force caused by the slope of the line and external wind force. Whether it is a long slope or an open windy section, it can stably output the vehicle weight result that closely matches the actual value. The calculation accuracy is significantly better than the single traction force estimation method.

[0041] Third: Real-time calculation of the weight of all trains on the entire track.

[0042] The traction force can come from the traction system of the rail train, the travel speed can come from the traction system, braking system and signaling system of the rail train, the slope angle can come from the real-time positioning information of the passenger information system and the track line elevation / slope data pre-stored locally on the rail train, or the slope angle can be obtained in real time by matching the on-board gyroscope or the line map, and the wind speed can come from the Internet or be collected by small on-board sensors.

[0043] In this way, the real-time vehicle weight can be continuously calculated at any position and speed along the entire line, whether on straight tracks, slopes, tunnels, or open-air sections.

[0044] Fourth: The computational model is lightweight, meeting the low-latency real-time control requirements of the vehicle control system.

[0045] The core solution logic is a standardized dynamic equilibrium equation. The mechanical model is highly versatile and adaptable to various rail train scenarios. This application is based on a general train traction resistance dynamic model, and adaptation can be completed simply by matching the basic resistance parameters of the corresponding train model. This calculation logic can be reused for various rail trains such as EMU trains, conventional passenger cars, freight locomotives, and urban rail transit, without the need to reconstruct the algorithm for different train models. It is easy to port and modify and has a wide range of applications.

[0046] During implementation, vehicle weight The following dynamic equilibrium equations are satisfied: ; in, For traction force, air density, The drag coefficient, For windward area, For driving speed, For wind speed, It is the acceleration due to gravity. The current gradient angle of the railcar For changes in driving speed, The sampling period is the time period.

[0047] Vehicle weight Satisfying the following dynamic equilibrium equations, introducing air density drag coefficient Windward area Standardized wind resistance parameters can adaptively correct air resistance values ​​based on train type and open / tunnel environment, distinguish the different effects of tailwind, headwind and crosswind on traction load, eliminate the drift in vehicle weight calculation caused by changes in meteorological wind speed, and still output accurate vehicle weight stably in open sections with strong winds.

[0048] The model adds changes in driving speed. With sampling period The inertial resistance term is synchronously adapted to all operating states of acceleration, constant speed, and deceleration, solving the problem of inertial force interfering with traction force during acceleration and deceleration, and realizing uninterrupted real-time vehicle weight calculation under any train running state, without the limitation that it can only be calculated under constant speed conditions.

[0049] Vehicle weight The following dynamic equilibrium equations are satisfied by splitting them into frontal areas. drag coefficient air density ramp inclination angle Each model can be independently configured according to different train types and line environments, such as subways, EMUs, and freight locomotives. The model has strong versatility and is suitable for online dynamic weighing scenarios of all types of rail trains. No hardware modification is required; calculations can be completed solely based on existing onboard sensor data, saving on the construction and maintenance costs of rail weighing equipment.

[0050] Vehicle weight The reasoning process for satisfying the following dynamic equilibrium equations is as follows: (1) Acceleration of the rail train , ; For changes in driving speed, The sampling period is the time period.

[0051] (2) Considering the impact of the ramp: The component of gravity along the slope ; It is the acceleration due to gravity. The current gradient angle of the railcar.

[0052] (3) Consider the influence of wind speed: Wind speed may generate air resistance ; air density, The drag coefficient, For windward area, For driving speed, This refers to wind speed.

[0053] (4) The total force acting on the train: ; For traction force.

[0054] Pushing process: ; .

[0055] The specific steps for obtaining the traction force of the railcar during implementation are as follows: The actual value of the traction force is obtained from the traction system of the railcar.

[0056] The actual traction force value can be read directly from the traction system of the railcar, eliminating the need to install additional force-measuring sensors to collect traction force. This saves on the costs of purchasing, wiring, installing, and periodically calibrating new sensors, and simplifies the onboard hardware architecture.

[0057] The traction force output by the traction system is the original measured data of the real-time closed-loop control of the drive unit. The data has high synchronization and accuracy, and there are no problems such as signal lag, mechanical wear drift, or installation gap error caused by external force measuring devices. This provides accurate basic input for solving the vehicle weight in the subsequent dynamic equations.

[0058] The actual value of traction is collected by relying on the existing on-board bus of the rail train to complete the signal interaction. There is no need to add a new independent signal transmission line. It is compatible with the existing on-board control architecture of the train, requires little modification work, and can be quickly implemented on various types of rail trains.

[0059] The traction force data is output synchronously with the traction control cycle. The sampling timing is consistent with other parameters such as driving speed, slope angle, and wind speed, ensuring that the time dimension of multiple sets of mechanical parameters is matched. This avoids the calculation error of dynamic equations caused by timing misalignment and further improves the accuracy of vehicle weight calculation.

[0060] In practice, the steps for obtaining the speed of the railcar include the following: The system acquires the wheel speeds of the driving wheels from the traction system of the rail train, the wheel speeds of the driving and driven wheels from the braking system, and the wheel speeds of the driven wheels from the speed sensor of the signal system. The average of the driving wheel speed, the driving wheel and driven wheel speed of the braking system, and the driven wheel speed of the signal system is calculated as the driving speed.

[0061] The system simultaneously acquires three independent wheel speed signals: the drive wheel, the brake system drive wheel and the driven wheel, and the signal system driven wheel. Even if a single speed measurement source slips, spins, or locks up, the others can still output valid data normally, avoiding the loss of speed data due to the failure of a single speed measurement and improving the reliability of speed acquisition.

[0062] Taking the average of the three wheel speeds as the train speed can offset the speed measurement deviation caused by the drive wheel spinning, brake wheel locking, and individual sensor zero-point offset. Compared with single wheel speed measurement, it significantly reduces speed sampling error and provides high-precision speed input for the dynamic balance equation.

[0063] The wheel speed data of the drive wheels, braking system, driven wheels, and signaling system driven wheels are all taken from the traction system, braking system, and signaling system of the rail train. These are all native on-board systems, so there is no need to install additional speed sensing equipment, and there is no increase in the cost of on-board hardware and wiring modifications. They are compatible with the existing train on-board bus architecture and are easy to modify.

[0064] The three speed signals are synchronized in time, and the average calculation can smooth out instantaneous speed fluctuations. The speed sampling results are stable and continuous, ensuring that there are no jumps in the real-time vehicle weight calculation process and improving the stability of dynamic weighing results.

[0065] The multi-source speed measurement fusion solution is compatible with the on-board systems of various rail trains, including EMUs, subways, and freight locomotives. Different train models only need to read the corresponding bus wheel speed signals for reuse, and the algorithm has strong versatility.

[0066] In practice, the steps for obtaining the current gradient angle of the railcar include the following: Obtain real-time location information from the passenger information system and extract the current mileage and direction of the rail train. Retrieve the local pre-stored track elevation / gradient data of the rail train, and match the start and end elevations or preset gradient parameters of the slope section where the train is located based on the mileage and the direction of travel. The slope inclination angle is calculated using the elevation difference and length of the slope segment. After verifying its validity by combining it with positioning information, the current slope inclination angle of the rail train is output.

[0067] In implementation, the methods for obtaining real-time location information for the passenger information system include the following steps: When the rail train travels to an open area, the Beidou and / or GPS dual-mode antenna on the roof receives satellite signals, and the on-board positioning unit calculates the global absolute position including latitude, longitude, speed and elevation. The satellite positioning data is used as a fusion reference to participate in the positioning calculation, and the real-time positioning information is obtained after the calculation. As the train enters the tunnel transition section, the satellite signal gradually weakens, and the fusion algorithm dynamically reduces the weight of the satellite data to avoid a step change in the positioning result. After the train has completely entered the tunnel and the satellite signal fails, the algorithm resets the weight of the satellite data to zero, and the satellite data no longer participates in the fusion calculation.

[0068] The open-air section uses BeiDou and / or GPS dual-mode satellite positioning as the fusion benchmark. Dual-mode reception improves the success rate of satellite signal acquisition and calculates and outputs complete and high-precision absolute positioning data of latitude, longitude, elevation and speed. It provides a reliable benchmark data source for slope inclination extraction and train position determination, with high positioning accuracy and no cumulative drift.

[0069] The satellite positioning weight is dynamically reduced in the tunnel transition section to smooth out the positioning error caused by the gradual attenuation of satellite signals, prevent sudden changes in positioning values, ensure continuous and stable positioning output during section switching, and avoid drastic fluctuations in derivative parameters such as slope and vehicle speed that could affect the stability of vehicle weight calculation.

[0070] When satellite signals are completely lost inside the tunnel, the satellite weights are reset to zero, eliminating invalid satellite data. Positioning calculations are completed solely based on dead reckoning data such as inertia and wheel speed, eliminating interference from invalid satellite signals in the fusion process and ensuring continuous output of effective real-time positioning information throughout the tunnel, achieving uninterrupted positioning in both open-air and tunnel scenarios.

[0071] The scene-specific dynamic weight adaptive fusion logic eliminates the need for manual switching of positioning modes. The vehicle positioning unit automatically adjusts the data ratio according to the satellite signal strength, autonomously adapting to three types of driving scenarios: open-air, tunnel transition, and enclosed tunnel. It has a high degree of intelligence and requires no additional manual intervention.

[0072] The real-time location information from the passenger information system is synchronously supplied to the slope angle retrieval module. The continuous and stable positioning results across the entire line can be matched with the line slope data in real time, ensuring continuous and accurate correction of the slope resistance term in the dynamic equation, and ultimately improving the accuracy of the dynamic calculation of vehicle weight throughout the entire journey. Among them, the slope angle retrieval module is used to retrieve the track elevation / slope data pre-stored locally on the train, and match the start and end elevations or preset slope parameters of the slope section where the train is located based on the mileage and whether it is going up or down.

[0073] In practice, the methods for obtaining real-time location information for the passenger information system include the following steps: Inside the tunnel, the train switches between wheel and axle encoders, Doppler radar, and inertial measurement units to perform dead reckoning, and periodically corrects mileage errors through trackside transponders; in order to achieve continuous output of real-time train positioning information across the entire line, both in open-air and tunnel locations, and send it to the passenger information system.

[0074] After the satellite signal in the tunnel fails, dead reckoning is carried out by simultaneously fusing data from three types of sensors: wheel and axle encoders, Doppler radar, and inertial measurement units. The multi-source sensor complementarity suppresses the error of a single device: the wheel and axle encoder provides the basic mileage increment, the Doppler radar eliminates the mileage deviation caused by wheel spin / slippage, and the inertial measurement unit outputs attitude and acceleration data to correct short-term displacement drift. Compared with the single dead reckoning method, the positioning accuracy in the tunnel is greatly improved.

[0075] By using trackside transponders to periodically perform forced corrections on dead reckoning mileage, the positioning offset caused by long-term accumulation of inertia and wheel speed is periodically eliminated, thus solving the defect of continuous amplification of errors in long-term operation of pure dead reckoning and ensuring stable and reliable mileage positioning in long tunnels and continuous underground lines.

[0076] It achieves seamless adaptive switching between open-air satellite dual-mode positioning and tunnel multi-sensor dead reckoning, with no positioning interruptions along the entire line. It can continuously output continuous and smooth real-time train positioning data in all scenarios, including open-air, tunnel transitions, and long tunnels, without any positioning interruptions or mileage jumps.

[0077] The system uniformly outputs high-precision real-time positioning information to the passenger information system, which not only meets the basic business needs of PIS such as arrival announcements, station display, and dynamic route guidance in the vehicle, but also stably matches the electronic map of the route to extract real-time slope angles, continuously providing accurate slope parameters for vehicle weight dynamics calculation and improving the stability of dynamic vehicle weight calculation across the entire line.

[0078] The entire positioning solution reuses existing onboard wheel axle encoders, radar, inertial navigation, Beidou / GPS antennas, and trackside transponder equipment, eliminating the need for a large amount of new positioning hardware. The upgrade investment is low, and it can be directly adapted to various rail vehicles such as subways and urban EMUs.

[0079] The steps for obtaining wind speed during implementation include the following: Get wind speed from the internet.

[0080] There is no need to install an additional onboard wind speed sensor on the roof of the railcar, saving the costs of purchasing wind measurement equipment, opening holes for wiring on the roof, and regular calibration and maintenance, simplifying the onboard hardware structure and reducing the workload of vehicle modification.

[0081] By relying on the Internet to obtain real-time gridded wind speed data along the line, the system can match the train's current location to retrieve the corresponding meteorological wind speed for the section, covering all open sections such as bridges and long open-air lines. There is no problem of wind speed sampling distortion caused by the limited installation location of on-board sensors or local eddy current interference.

[0082] In windless sections such as tunnels and windbreak corridors, low wind speed values ​​can be directly read from the Internet, avoiding data failure and drift of vehicle-mounted anemometers when entering enclosed areas, and ensuring that wind resistance parameters are continuously input into the dynamic balance equations throughout the entire process.

[0083] Internet meteorological data is accompanied by wind direction information, which can distinguish between tailwind, headwind and crosswind conditions and accurately calculate air resistance. Compared with vehicle-mounted probes that can only collect local wind speed, the wind resistance correction is more in line with the real environment of the line and improves the overall accuracy of vehicle weight calculation.

[0084] It can reuse the existing onboard 4G / 5G communication modules of the train to obtain data through the network, without the need for additional independent communication hardware. It can share the onboard bus with positioning, traction, and speed data, and is compatible with various subway, EMU, and freight trains, making it highly versatile.

[0085] During implementation, The time sampling period is a preset fixed value; , The driving speed for the current cycle. This represents the driving speed of the previous cycle.

[0086] Current cycle driving speed driving speed compared to the previous cycle The difference divided by the fixed sampling period It accurately calculates the real-time acceleration of the train, fully characterizes the inertial resistance term, and covers all operating conditions including acceleration, constant speed, and deceleration, avoiding the deviation in vehicle weight calculation caused by ignoring inertial forces when using only the speed at a single moment.

[0087] Sampling period As a fixed constant, the calculation logic of the dynamic equilibrium equation is simplified, eliminating the need for dynamic adjustment of time parameters, reducing the computational load on the vehicle controller, and completing the vehicle weight calculation within a single sampling period, outputting low-latency real-time weight data to match the real-time control requirements of the traction and braking control systems.

[0088] Unified fixed sampling period This facilitates the timing coordination of various vehicle subsystems. Traction, braking, positioning, and weather and wind speed acquisition modules can be triggered and collected synchronously, resulting in stronger data synchronization and eliminating the problem of some parameters being ahead or behind, thus improving the operational stability of the entire vehicle weight calculation system.

[0089] Although preferred embodiments of this application have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of this application.

[0090] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A method for calculating the weight of a railcar, characterized in that, Includes the following steps: To obtain the traction force of the rail train; Obtain the speed of the train on the track; Obtain the current gradient angle of the train; Get wind speed; The vehicle weight is calculated in real time using dynamic equilibrium equations based on the traction force, travel speed, current gradient angle of the train, and wind speed.

2. The method for calculating the weight of a railcar according to claim 1, characterized in that, Vehicle weight The following dynamic equilibrium equations are satisfied: ； in, For traction force, air density, The drag coefficient, For windward area, For driving speed, For wind speed, It is the acceleration due to gravity. The current gradient angle of the railcar For changes in driving speed, The sampling period is the time period.

3. The method for calculating the weight of a railcar according to claim 2, characterized in that, The specific steps for obtaining the traction force of a railcar are as follows: The actual value of the traction force is obtained from the traction system of the railcar.

4. The method for calculating the weight of a railcar according to claim 2, characterized in that, The steps to obtain the speed of a rail train include the following: The system acquires the wheel speeds of the driving wheels from the traction system of the rail train, the wheel speeds of the driving and driven wheels from the braking system, and the wheel speeds of the driven wheels from the speed sensor of the signal system. The average of the driving wheel speed, the driving wheel and driven wheel speed of the braking system, and the driven wheel speed of the signal system is calculated as the driving speed.

5. The method for calculating the weight of a railcar according to claim 2, characterized in that, The steps to obtain the current gradient inclination of a rail train include the following: Obtain real-time location information from the passenger information system and extract the current mileage and direction of the rail train. Retrieve the local pre-stored track elevation / gradient data of the rail train, and match the start and end elevations or preset gradient parameters of the slope section where the train is located based on the mileage and the direction of travel. The slope inclination angle is calculated using the elevation difference and length of the slope segment. After verification with positioning information, the current slope inclination angle of the rail train is output.

6. The method for calculating the weight of a railcar according to claim 2, characterized in that, The method for obtaining real-time location information for a passenger information system includes the following steps: When the rail train travels to an open area, the Beidou and / or GPS dual-mode antenna on the roof receives satellite signals, and the on-board positioning unit calculates the global absolute position including latitude, longitude, speed and elevation. The satellite positioning data is used as a fusion reference to participate in the positioning calculation, and the real-time positioning information is obtained after the calculation. As the train enters the tunnel transition section, the satellite signal gradually weakens, and the fusion algorithm dynamically reduces the weight of the satellite data to avoid a step change in the positioning result. After the train has completely entered the tunnel and the satellite signal fails, the algorithm resets the weight of the satellite data to zero, and the satellite data no longer participates in the fusion calculation.

7. The method for calculating the weight of a railcar according to claim 2, characterized in that, The methods for obtaining real-time location information for passenger information systems also include the following steps: Inside the tunnel, the train switches between wheel and axle encoders, Doppler radar, and inertial measurement units to perform dead reckoning, and periodically corrects mileage errors through trackside transponders; in order to achieve continuous output of real-time train positioning information across the entire line, both in open-air and tunnel locations, and send it to the passenger information system.

8. The method for calculating the weight of a railcar according to claim 2, characterized in that, The steps to obtain wind speed include the following: Get wind speed from the internet.

9. The method for calculating the weight of a railcar according to claim 2, characterized in that, The time sampling period is a preset fixed value; , The driving speed for the current cycle. This represents the driving speed of the previous cycle.

10. A rail train, characterized in that, The method for calculating the weight of a railcar as described in any one of claims 1 to 9.

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