CN108688692B - Railway train running state detection system and detection method thereof - Google Patents
Railway train running state detection system and detection method thereof Download PDFInfo
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- CN108688692B CN108688692B CN201810879251.XA CN201810879251A CN108688692B CN 108688692 B CN108688692 B CN 108688692B CN 201810879251 A CN201810879251 A CN 201810879251A CN 108688692 B CN108688692 B CN 108688692B
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- 238000005259 measurement Methods 0.000 claims abstract description 14
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/60—Testing or simulation
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- G—PHYSICS
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- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
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Abstract
The invention provides a railway train running state detection system and a detection method, wherein the detection system comprises a measurement device and a calculation device, and the measurement device comprises: two shear force sensors arranged at two ends of the detection area; two groups of infrared correlation sensors arranged on the inner sides of the two shear sensors; and the calculating device calculates the running state of the train according to the signals measured by the measuring device. The detection system improves the accuracy and reliability of train motion state detection under low-speed and parking environments by comprehensively detecting through various sensors and combining a new detection method.
Description
Technical Field
The invention relates to the technical field of detection, in particular to a system and a method for detecting the running state of a railway train.
Background
The systems such as the continuous rail scale, the overload and unbalanced load instrument and the freight loading state high-definition video detection play an important role in the automatic detection and monitoring of the freight loading safety of the railway, and the train motion state detection module is an important component of the equipment system for opening and closing the working state and participating in judgment. The speed of the vehicle passing through the detection equipment is required to reach more than 5km/h in the current equipment operation specification, and the equipment detection precision can meet the field application requirement.
In recent years, with the increase of input force of freight detection equipment, some equipment is installed on departure lines, shunting lines and the like, and the use working conditions such as frequent back and forth operation shunting, braking and stopping, low-speed starting and the like exist at the positions, so that the existing train motion detection module adopts a passive approach switch mode, and the detection accuracy of the equipment is greatly affected due to poor working conditions under low-speed and stopping working conditions, for example, a signal cannot be triggered under the condition of train stopping, and the detection cannot be carried out when the train is stopped; under the condition of slower train speed, signals are unstable, and train wheelbase calculation errors are easy to cause. In addition, the signals of the train entering the area and the signals for calculating the speed and the wheelbase are the same sensor signals, the redundancy is avoided, the train is easy to be interfered, and the system software is easy to be misjudged or exit when the train enters the area and stops and is restarted.
Disclosure of Invention
Accordingly, one of the objectives of the present invention is to provide a system and a method for detecting train operation status, wherein the system can detect the train operation status by a plurality of sensors and combine with a new detection method, thereby improving the accuracy and reliability of train movement status detection in low speed and parking environments
In order to achieve the above purpose, on one hand, the present invention adopts the following technical scheme:
a railway train running state detection device system comprises a measurement device and a calculation device, and is characterized in that,
the measuring device includes:
two shear force sensors arranged at two ends of the detection area;
two groups of infrared correlation sensors arranged on the inner sides of the two shear sensors;
the passive sensor group comprises at least two passive sensors arranged on one rail at a certain distance, and the active sensor group comprises at least two active sensors arranged on the other rail at a certain distance, and the positions of the passive sensors and the two active sensors are opposite;
the calculation device calculates the running state of the train according to the signals measured by the measurement device.
The calculation device comprises a movement speed discrimination module, a movement direction discrimination module, a parking and reversing discrimination module and/or a wheelbase discrimination module, wherein the movement speed discrimination module, the movement direction discrimination module, the parking and reversing discrimination module and the wheelbase discrimination module calculate the movement speed, the movement direction, the parking and reversing state and the wheelbase of the train according to signals measured by the measurement device respectively.
Each group of infrared correlation sensors is arranged at the position 40-60mm inside the shear force sensor.
The at least two passive sensors comprise two passive sensors, and the distance between the two passive sensors is 260-280mm; and/or the number of the groups of groups,
the at least two active sensors comprise two active sensors, and the distance between the two active sensors is 260-280mm.
Each group of infrared correlation sensors comprises two infrared sensors oppositely arranged on the rail.
On the other hand, the invention adopts the following technical scheme:
the method for detecting the train running state by using the railway train running state detection system is characterized in that the method for detecting the train running direction comprises the following steps:
and acquiring a shear force sensor signal, judging the advancing direction of the train according to the change of the signal level value, and when the train passes through the shear force sensor, changing the shear force sensor signal from a negative value to a positive value or from a positive value to a negative value, and judging the ascending and descending direction of the train according to the transition position and sequence of the sensor data.
The train running speed detection method comprises the following steps: the at least two passive sensors include two passive sensors, the at least two active sensors include two active sensors,
(1) Initial speed measurement:
the time when the train passes through the two groups of infrared correlation sensors is t1 and t2 respectively, and the distance between the two groups of infrared correlation sensors is L, so that the initial speed v1=L/abs (t 1-t 2) of the train passing through a test section;
(2) Accurate speed measurement:
when 0< v1< = 5km/h, the train is in a low speed state, the active sensors are triggered to work, the time when the train passes through two active sensors on the same side rail is t3 and t4 respectively, the distance between the two active sensors is L2, and the accurate speed of the train at the moment is v2= L2/abs (t 3-t 4);
when v1 is more than 5km/h, the train is in a high-speed state, the passive sensors are triggered to work, the time when the train passes through two passive sensors on the same side rail is t5 and t6 respectively, the distance between the two active sensors is L2, and the accurate speed of the train at the moment is v3=L2/abs (t 3-t 4).
The train wheelbase detection method comprises the following steps:
adopting the signal quantity of an active sensor when the initial vehicle speed is 0< v1<5 km/h; the time when the first shaft and the second shaft of the train pass through one of the two active sensors is t7 and t8 respectively, and the time when the first shaft and the second shaft of the train pass through the other of the two active sensors is t9 and t10 respectively, so that the wheelbase between the two shafts of the train is [ v2 x abs (t 7-t 8) +v2 x abs (t 9-t 10) ]/2;
signal quantity of passive sensor is adopted when the initial vehicle speed v1> =5 km/h: the time when the first shaft and the second shaft of the train pass through one of the two passive sensors is t7 and t8 respectively, and the time when the first shaft and the second shaft of the train pass through the other of the two passive sensors is t9 and t10 respectively, and then the wheelbase between the two shafts of the train is [ v3 x abs (t 7-t 8) +v3 x abs (t 9-t 10) ]/2.
The train wheelbase detection further comprises: and forming a wheelbase table after the train passes through the detection section, and comparing the wheelbase table with the wheelbases of all vehicle types specified by the country to obtain the train model.
The method for detecting the parking or reversing state of the train comprises the following steps:
when one group of infrared correlation sensors continuously send out signals and the other group of infrared sensors do not output signals, judging that the train is in a parking state; and/or the number of the groups of groups,
when the two groups of infrared correlation sensors continuously send out signals, judging that the vehicle is in a parking state after a period of time is exceeded; and/or the number of the groups of groups,
the method for detecting the reversing state comprises the following steps: and after the train is stopped, continuously reading the signal of the shear force sensor, when the train passes through the shear force sensor, changing the signal of the shear force sensor from a negative value to a positive value or from the positive value to the negative value, calculating the axle distance passing through the shear force sensor according to the time difference of the signal transition and the speed of the train, and judging that the train is in a reversing state if the axle distance passing forward and the axle distance passing backward are the same.
The invention has the following technical effects:
1) The shear sensor is used as a sensor for approaching and entering a zone of the train, and the principle of the shear sensor is that signal change is generated according to the deformation of the steel rail, so that the effectiveness of the test of the train in the full-speed section is effectively improved;
2) The active proximity switch and the passive proximity switch are adopted to measure simultaneously on line, the active proximity switch is more effective for a train moving at a low speed, the passive proximity switch is more effective for a train moving at a high speed, and suitable information can be automatically selected according to the speed of the train to judge the wheelbase and the speed of the train;
3) And comprehensively arranging the shear force sensor and the infrared sensor, and judging abnormal passing conditions such as stopping and reversing of the train according to the acting force analysis of the train on the rail and the signal shielding condition analysis of the infrared sensor.
Drawings
The above and other objects, features and advantages of the present invention will become more apparent from the following description of embodiments of the present invention with reference to the accompanying drawings, in which:
FIG. 1 is a schematic diagram showing the structure of a measuring device of the detection system according to the present invention;
FIG. 2 is a waveform diagram of a shear force sensor as a train passes the shear force sensor;
FIG. 3 is a schematic diagram of a train in a test area;
FIG. 4 is a schematic diagram of a train in a parking state in a detection area;
fig. 5 is a schematic diagram showing a train in a parking state in a detection area.
Detailed Description
The present invention is described below based on examples, but the present invention is not limited to only these examples. In the following detailed description of the present invention, certain specific details are set forth in order to avoid obscuring the present invention, and in order to avoid obscuring the present invention, well-known methods, procedures, flows, and components are not presented in detail.
Moreover, those of ordinary skill in the art will appreciate that the drawings are provided herein for illustrative purposes and that the drawings are not necessarily drawn to scale.
Unless the context clearly requires otherwise, throughout the description and the claims, the words "comprise", "comprising", and the like are to be construed in an inclusive sense as opposed to an exclusive or exhaustive sense; that is, it is the meaning of "including but not limited to".
In the description of the present invention, it should be understood that the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Furthermore, in the description of the present invention, unless otherwise indicated, the meaning of "a plurality" is two or more.
The application provides a railway train running state detection system.
A railway train running state detection system comprising a measuring device and a calculating device, as shown in fig. 1, two parallel lines extending in a horizontal direction represent two rails, the measuring device being disposed on the two rails, the measuring device comprising:
two shear force sensors arranged at one end at intervals: a rail area between the shear force sensor A and the shear force sensor B is used as a detection area; the shear force sensor A and the shear force sensor B are arranged on any one of the two rails;
the two sets of infrared correlation sensors are arranged on the inner sides of the two shear sensors, the first set of infrared correlation sensors E are arranged on the inner sides of the shear sensors A and comprise infrared sensors E-1 and E-2 which are oppositely arranged on the two rails, and the second set of infrared correlation sensors F are arranged on the inner sides of the shear sensors B and comprise infrared sensors F-1 and F-2 which are oppositely arranged on the two rails. Preferably, the first set of infrared correlation sensors E is located at a distance of 40-60mm, preferably 50mm, from the shear sensor A, and the second set of infrared correlation sensors is also located at a distance of 40-60mm, preferably 50mm, from the shear sensor B.
A passive sensor group and an active sensor group are arranged on the rail between the two groups of infrared correlation sensors, the passive sensor group comprises at least two passive sensors which are arranged on one rail at a certain distance, the active sensor group comprises at least two active sensors which are arranged on the other rail at a certain distance, and the positions of the passive sensors and the active sensors are opposite; in this embodiment, the passive sensor group is preferably two passive proximity switches: a 1# passive proximity switch and a 2# passive proximity switch; the active sensor group is preferably two active proximity switches: the active proximity switch 1# and the active proximity switch 2# are arranged on one of the two rails, the active proximity switch 1# and the active proximity switch 2# are arranged on the other of the two rails, the active proximity switch 1# and the active proximity switch 1# are opposite in position, and the active proximity switch 2# are opposite in position.
The calculation device calculates the running state of the train according to the signals measured by the measurement device. The calculation device comprises a movement speed discrimination module, a movement direction discrimination module, a parking and reversing discrimination module and/or a wheelbase discrimination module, wherein the movement speed discrimination module, the movement direction discrimination module, the parking and reversing discrimination module and the wheelbase discrimination module calculate the movement speed, the movement direction, the parking and reversing state and the wheelbase of the train according to signals measured by the measurement device respectively. Preferably, the computing device may be an industrial personal computer, and the industrial personal computer detects the train running state through the signal detected by the measuring device.
The specific method for detecting the train running state by using the railway train running state detection system comprises the following steps:
train direction of travel detection
The shear force sensor signal is used as a vehicle passing opening and ending signal, the shear force sensor is a force sensor, when the train approaches to the measuring area, the rail is deformed, along with the transition of the far and near signals from the negative level to the positive level, the distance between the train and the measuring area can be interpreted according to the value of the level, and when the train wheel pressure is right above the shear force sensor, the signal level is zero, as shown in fig. 2. Reading a shear force sensor signal, judging the advancing direction of a train according to the change of a signal level value, changing the shear force sensor signal from a negative value to a positive value when the train passes through the shear force sensor, judging the ascending and descending direction of the train according to the jump position and sequence of sensor data, specifically, if the signal value of the shear force sensor A firstly changes from the negative value to the positive value, and then the signal value of the shear force sensor B changes from the negative value to the positive value, the running direction of the train is from the shear force sensor A to the shear force sensor B; otherwise, the signal value of the shear force sensor B makes a jump from a negative value to a positive value before the signal value of the shear force sensor A, and the train moves in the direction from the shear force sensor B to the shear force sensor A.
Train operation speed detection
(1) Initial speed measurements are first made:
the time when the train passes through the two groups of infrared correlation sensors is t1 and t2 respectively, and the distance between the two groups of infrared correlation sensors is L, so that the initial speed v1=L/abs (t 1-t 2) of the train passing through a test section;
when the vehicle passes through the test section, the movement speed change of the vehicle cannot be greatly changed due to the fact that the test section is shorter. v1 is the initial speed of the vehicle passing through, and is used for deciding whether to start the passive or active sensor to perform accurate speed discrimination.
(2) Accurate speed measurement is performed on the basis of the test initial speed:
when 0< v1< = 5km/h, the train is in a low-speed state, the running of the train cannot well trigger the passive sensor, more sensitive and accurate active sensor signals are needed to be adopted, namely, when the train approaches the sensor in the low-speed state, the active sensor is triggered to work, the time when the train passes through two active sensors on the same side rail is respectively t3 and t4, the distance between the two active sensors is L2, and the accurate speed of the train at the moment is v2= L2/abs (t 3-t 4);
when v1>5km/h the train is in a high speed state, this speed is sufficient to trigger the passive sensor, which is in contrast to passive sensor signals because the speed up may be disturbed. When the train approaches the sensor, the passive sensor is triggered to work, the time when the train passes through the two passive sensors on the same side rail is respectively t5 and t6, the distance between the two active sensors is L2, and the accurate speed of the train at the moment is v3=L2/abs (t 3-t 4).
(III) train wheelbase detection
The train wheelbase detection can be performed on the basis of the train running speed detection, and the specific method is as follows:
adopting the signal quantity of an active sensor when the initial vehicle speed is 0< v1<5 km/h; the time when the first shaft and the second shaft of the train pass through one of the two active sensors is t7 and t8 respectively, and the time when the first shaft and the second shaft of the train pass through the other of the two active sensors is t9 and t10 respectively, so that the wheelbase between the two shafts of the train is [ v2 x abs (t 7-t 8) +v2 x abs (t 9-t 10) ]/2;
signal quantity of passive sensor is adopted when the initial vehicle speed v1> =5 km/h: the time when the first shaft and the second shaft of the train pass through one of the two passive sensors is t7 and t8 respectively, and the time when the first shaft and the second shaft of the train pass through the other of the two passive sensors is t9 and t10 respectively, and then the wheelbase between the two shafts of the train is [ v3 x abs (t 7-t 8) +v3 x abs (t 9-t 10) ]/2.
And forming a wheelbase table after the train passes through the detection section, and comparing the wheelbase table with the wheelbases of all vehicle types specified by the country to obtain the train model.
(IV) reverse parking State detection
1) As shown in fig. 3, the train passes through the first set of infrared correlation sensors E, does not pass through the second set of infrared sensors F, and does not reach the active/passive sensor discrimination area, at this time, the first set of infrared correlation sensors E continuously send signals, and the second set of infrared correlation sensors F do not output signals, at this time, the train is judged to be in a stopped state.
When the train is started in the state, the train defaults to a low-speed state, and an active sensor is adopted for speed judgment.
2) As shown in fig. 4, the train passes through the first set of infrared correlation sensors E and the second set of infrared sensors F, and the vehicle is completely stopped in the whole test section, and at this time, the first set of infrared correlation sensors E and the second set of infrared sensors F continuously send out signals, and after exceeding a certain time, the vehicle is judged to be in a stopped state.
At this time, a part of the trains passes through the active/passive sensor detection area before stopping, and another part of the trains continues to pass through the active/passive sensor detection area after starting. At this point, the two sets of infrared correlation sensors have actually failed because they are continuously active. Only when the second group of infrared correlation sensors F do not send out signals, the vehicle is judged to pass through the second group of infrared correlation sensors F completely, the default train is in a low-speed state at the moment, and the active sensor is adopted to synthesize the data before the train starts and stops to judge the speed.
3) As shown in fig. 5, the end of the train passes through the first set of infrared correlation sensors E but does not pass through the second set of infrared correlation sensors F, at this time, the first set of infrared correlation sensors E do not output signals, and the second set of infrared correlation sensors F continue to output signals, so as to determine the parking space parking state. When the second group of infrared correlation sensors have no signal shielding, namely, the second group of infrared correlation sensors F have no signal output, the train passes through the detection area. Before stopping, all data pass through the detection area of the active/passive sensor, and the speed of the train can be judged by integrating the data of the active sensor.
When the vehicle is backed up in a test interval and is repeatedly turned, the infrared sensor is continuously shielded, the waveform change of the shear sensor is synthesized to judge the condition, and the waveform of the shear sensor does not show regular negative and positive level change. The method for detecting the reversing state comprises the following steps: when the train is stopped, the signal of the shear force sensor is continuously read, when the train passes through the shear force sensor, the signal of the shear force sensor is changed from a negative value to a positive value or from a positive value to a negative value, the axle distance passing through the shear force sensor is calculated according to the time difference of the signal transition and the speed of the train, if the axle distance passing forward is the same as the axle distance passing backward, the train is judged to be in a reversing state in another preferred embodiment, the method for judging whether the train is reversed is as follows, the head of the train is in front when the train normally travels, and the train body is behind. The locomotive head is 6 axles, and the locomotive body is 4 axles. When the shearing force sensor performs signal quantity transition, namely one axle passes through the shearing force sensor, two axles pass through the shearing force sensor, the shearing force sensor performs transition twice, the axle distance passing through the shearing force sensor is calculated according to the time difference and the vehicle speed of the signal quantity transition, the axle distance is compared with the axle distance of each vehicle type specified by the country to obtain the train model, the train model is compared with the train passing by the previous train, and if the train body model has 3 sections or more in sequence, the train is judged to be backed up after the previous train passes.
It is easy to understand by those skilled in the art that the above preferred embodiments can be freely combined and overlapped without conflict.
It will be understood that the above-described embodiments are merely illustrative and not restrictive, and that all obvious or equivalent modifications and substitutions to the details given above may be made by those skilled in the art without departing from the underlying principles of the invention, are intended to be included within the scope of the appended claims.
Claims (9)
1. A method for detecting train operation state is characterized in that the method is carried out by using a railway train operation state detection system which comprises a measuring device and a calculating device,
the measuring device includes:
two shear force sensors arranged at two ends of the detection area;
two groups of infrared correlation sensors arranged on the inner sides of the two shear sensors;
the passive sensor group comprises at least two passive sensors arranged on one rail at a certain distance, and the active sensor group comprises at least two active sensors arranged on the other rail at a certain distance, and the positions of the passive sensors and the active sensors are opposite;
the calculation device calculates the running state of the train according to the signals measured by the measurement device;
the method for detecting the parking or reversing state of the train comprises the following steps:
when one group of infrared correlation sensors continuously send out signals and the other group of infrared sensors do not output signals, judging that the train is in a parking state;
when the two groups of infrared correlation sensors continuously send signals, judging that the train is in a parking state after a period of time is exceeded;
the method for detecting the reversing state comprises the following steps: and after the train is stopped, continuously reading the signal of the shear force sensor, when the train passes through the shear force sensor, changing the signal of the shear force sensor from a negative value to a positive value or from the positive value to the negative value, calculating the axle distance passing through the shear force sensor according to the time difference of the signal transition and the speed of the train, and judging that the train is in a reversing state if the axle distance passing forward and the axle distance passing backward are the same.
2. The method according to claim 1, wherein the calculating means comprises a movement speed discriminating module, a movement direction discriminating module, a parking and reversing discriminating module and/or a wheelbase discriminating module, and the movement speed discriminating module, the movement direction discriminating module, the parking and reversing discriminating module and the wheelbase discriminating module calculate the movement speed, the movement direction, the parking and reversing state and the wheelbase of the train according to the signals measured by the measuring means, respectively.
3. A method according to claim 1 or 2, characterized in that each set of infrared correlation sensors is mounted 40-60mm inside the shear sensor.
4. The method of claim 1 or 2, wherein the at least two passive sensors comprise two passive sensors, the distance between the two passive sensors being 260-280mm; and/or the number of the groups of groups,
the at least two active sensors include two active sensors, and the distance between the two active sensors is also 260-280mm.
5. A method according to claim 1 or claim 2, wherein each set of infrared correlation sensors comprises two infrared sensors disposed opposite each other on the rail.
6. The method of claim 1, wherein the train direction of travel detection is performed by the following method:
and acquiring a shear force sensor signal, judging the advancing direction of the train according to the change of the signal level value, and when the train passes through the shear force sensor, changing the shear force sensor signal from a negative value to a positive value or from a positive value to a negative value, and judging the ascending and descending direction of the train according to the transition position and sequence of the sensor data.
7. The method of claim 1, wherein the at least two passive sensors comprise two passive sensors and the at least two active sensors comprise two active sensors, and wherein the train speed detection is performed by:
(1) Initial speed measurement:
the time when the train passes through the two groups of infrared correlation sensors is t1 and t2 respectively, and the distance between the two groups of infrared correlation sensors is L, so that the initial speed v1=L/abs (t 1-t 2) of the train passing through a test section;
(2) Accurate speed measurement:
when 0< v1< = 5km/h, the train is in a low speed state, the active sensors are triggered to work, the time when the train passes through two active sensors on the same side rail is t3 and t4 respectively, the distance between the two active sensors is L2, and the accurate speed of the train at the moment is v2= L2/abs (t 3-t 4);
when v1 is more than 5km/h, the train is in a high-speed state, the passive sensors are triggered to work, the time when the train passes through two passive sensors on the same side rail is t5 and t6 respectively, the distance between the two active sensors is L2, and the accurate speed of the train at the moment is v3=L2/abs (t 3-t 4).
8. The method of claim 7, wherein performing the train wheelbase detection comprises:
adopting the signal quantity of an active sensor when the initial vehicle speed is 0< v1<5 km/h; the time when the first shaft and the second shaft of the train pass through one of the two active sensors is t7 and t8 respectively, and the time when the first shaft and the second shaft of the train pass through the other of the two active sensors is t9 and t10 respectively, so that the wheelbase between the two shafts of the train is [ v2 x abs (t 7-t 8) +v2 x abs (t 9-t 10) ]/2;
when the initial vehicle speed v1>Signal quantity of passive sensor used when=5 km/h: the time when the first shaft and the second shaft of the train pass through one of the two passive sensors is t7 and t8 respectively, and the time when the first shaft and the second shaft of the train pass through the other of the two passive sensors is t9 and t10 respectively, the wheelbase between the two shafts of the train is [ v3 x abs (t 7-t 8) +v3 x abs (t 9-t 10)]/2。
9. The method of claim 8, wherein performing a train wheelbase detection further comprises: and forming a wheelbase table after the train passes through the detection section, and comparing the wheelbase table with the wheelbases of all vehicle types specified by the country to obtain the train model.
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| CN112477925B (en) * | 2019-09-12 | 2022-01-21 | 株洲中车时代电气股份有限公司 | System and method for judging position of locomotive in train |
| CN110908004A (en) * | 2019-12-16 | 2020-03-24 | 武汉黎赛科技有限责任公司 | Servicing yard locomotive platform location positioning system and positioning method |
| CN113386826A (en) * | 2020-03-13 | 2021-09-14 | 株洲中车时代电气股份有限公司 | System and method for detecting position of locomotive in train |
| CN112197788B (en) * | 2020-12-07 | 2021-03-12 | 天津美腾科技股份有限公司 | Vehicle traveling state detection method and device |
| CN114111992A (en) * | 2021-12-13 | 2022-03-01 | 重庆钢铁集团电子有限责任公司 | Automatic parking metering control system and method of electronic static rail weighbridge |
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