CN109649436B - Method and device for evaluating comfort level index of automatic driving system of high-speed railway on line - Google Patents
Method and device for evaluating comfort level index of automatic driving system of high-speed railway on line Download PDFInfo
- Publication number
- CN109649436B CN109649436B CN201811623872.8A CN201811623872A CN109649436B CN 109649436 B CN109649436 B CN 109649436B CN 201811623872 A CN201811623872 A CN 201811623872A CN 109649436 B CN109649436 B CN 109649436B
- Authority
- CN
- China
- Prior art keywords
- train
- speed
- stage
- information
- acceleration
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000000034 method Methods 0.000 title claims abstract description 36
- 230000001133 acceleration Effects 0.000 claims abstract description 112
- 238000005259 measurement Methods 0.000 claims description 39
- 238000012360 testing method Methods 0.000 claims description 38
- 238000013486 operation strategy Methods 0.000 claims description 29
- 238000011156 evaluation Methods 0.000 claims description 28
- 238000012545 processing Methods 0.000 claims description 25
- 238000004891 communication Methods 0.000 claims description 16
- 238000004364 calculation method Methods 0.000 claims description 12
- 230000008859 change Effects 0.000 claims description 12
- 238000009434 installation Methods 0.000 claims description 11
- 238000007781 pre-processing Methods 0.000 claims description 10
- 238000005191 phase separation Methods 0.000 claims description 8
- 230000007935 neutral effect Effects 0.000 claims description 7
- 238000001914 filtration Methods 0.000 claims description 3
- 238000012544 monitoring process Methods 0.000 claims description 3
- 238000009795 derivation Methods 0.000 claims description 2
- 239000006185 dispersion Substances 0.000 claims description 2
- 238000005070 sampling Methods 0.000 claims description 2
- 230000009191 jumping Effects 0.000 claims 2
- 230000008569 process Effects 0.000 abstract description 11
- 238000007405 data analysis Methods 0.000 abstract description 4
- 238000010586 diagram Methods 0.000 description 7
- 238000004458 analytical method Methods 0.000 description 5
- 238000001514 detection method Methods 0.000 description 4
- 238000004422 calculation algorithm Methods 0.000 description 3
- 238000000354 decomposition reaction Methods 0.000 description 3
- 238000013461 design Methods 0.000 description 3
- 238000011161 development Methods 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 230000003993 interaction Effects 0.000 description 2
- 238000011160 research Methods 0.000 description 2
- 230000035939 shock Effects 0.000 description 2
- 238000007619 statistical method Methods 0.000 description 2
- 238000010998 test method Methods 0.000 description 2
- 230000002159 abnormal effect Effects 0.000 description 1
- 238000013475 authorization Methods 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000011217 control strategy Methods 0.000 description 1
- 238000012937 correction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 230000005284 excitation Effects 0.000 description 1
- 239000004973 liquid crystal related substance Substances 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000011056 performance test Methods 0.000 description 1
- 238000012797 qualification Methods 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
- 230000000007 visual effect Effects 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or train for signalling purposes
- B61L15/0072—On-board train data handling
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
- B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
The invention discloses a method and a device for evaluating comfort level indexes of an automatic driving system of a high-speed railway on line, which detect the longitudinal impact of a train under the control of ATO by measuring the running acceleration of the train and carry out real-time data analysis and recording. By detecting and recording longitudinal impact in the running process of the train, the driving level of the ATO can be quantitatively checked, and detailed running information can be provided for analyzing reasons exceeding standards, so that the driving level of the ATO is improved, and good riding experience of passengers is guaranteed.
Description
Technical Field
The invention relates to the technical field of railway science, in particular to a method and a device for evaluating comfort level indexes of an automatic driving system of a high-speed railway on line.
Background
At present, train control equipment equipped on a motor train unit can only play the role of overspeed protection and guarantee of driving safety, and normal driving of a train still depends on a driver. The driver needs to observe the road condition ahead in real time when driving the train, and also needs to observe the state display of the motor train unit and the human-computer interface display of the vehicle-mounted signal equipment in real time, so that the labor intensity is high, and human accidents are easy to happen. The application of Automatic Train Operation (ATO) can effectively reduce the labor intensity of drivers, improve the transport capacity and reduce the operation energy consumption, is the core technology of an intelligent high-speed train control system and is the development trend of high-speed railways of all countries in the world.
The control of the automatic driving technology (ATO) on the train operation curve is multi-target control, and the control priority is as follows from high to low: quasi-point operation, comfort level and energy-saving operation.
At present, relevant standards or definite methods exist for estimating the train operating punctuality rate and the energy-saving performance, and the evaluation of the train comfort degree is mainly considered from the perspective of passenger experience and train vehicle dynamics.
In research on high-speed train design methods, CRH (China railway high-speed) train motor train units measure the comfort degree of the CRH train motor train units by using the vibration acceleration of train bodies, and the main evaluation index is GB5599-85 railway vehicle dynamic performance evaluation and test identification specifications, which is a national standard for standard rail railway passenger train and freight train operation dynamic performance test identification. The standard indicates that the train running stability needs to be evaluated according to a stability index and an average maximum vibration acceleration, and the trains and the dynamic performance thereof in various running states are not lower than the qualification grade of the evaluation index.
TB/T2370-1993 'test method and evaluation index for longitudinal dynamics of railway passenger train' is the current standard for evaluating the dynamics performance of the train. The standard specifies a test method, a calculation method and an evaluation index of the longitudinal dynamics performance of a standard rail train with the speed per hour lower than 120 km/h. When the train is braked, the longitudinal acceleration (deceleration) speed needs to meet the following indexes:
(1) during starting, speed regulation and service braking, the absolute value of longitudinal acceleration (deceleration) is less than 0.08 g.
(2) During emergency braking, the average longitudinal deceleration should be less than 0.12g, and the allowable value below the initial speed of 40km/h can not exceed 0.14 g.
(3) In emergency braking, the maximum longitudinal deceleration should be less than 0.34 g.
However, TB/T2370-1993 belongs to the design standard of a train brake system, and has a certain reference significance when the comfort judgment is considered, but the latest China standard motor train unit has related parameters related to the vehicle characteristic criterion higher than the standard, so the standard is not suitable for the comfort judgment of the ATO of the high-speed railway.
The UIC513 standard, namely the evaluation standard of passenger vibration comfort of railway vehicles, is a comfort evaluation standard formulated by the international railway alliance on the basis of referring to the comfort research of various countries. The standard is established based on a statistical method, and the vibration comfort evaluation method comprises the following steps: and (4) acquiring the relation between the train acceleration information and the average value of the vibration comfort level given by the passenger group by using the acceleration collector at intervals of 5 minutes, and comprehensively obtaining the evaluation index of the train vibration comfort level.
However, the UIC513 standard uses a statistical analysis method to weight the acceleration signals in the three-axis directions and calculate the root mean square value, and establishes a relation corresponding to the comfort level. GB5599 takes acceleration and vibration frequency point information into consideration simultaneously to carry out weighting calculation, and gives a clear calculation formula. However, both the UIC513 standard and the GB5599 standard are mainly directed to steady-state situations and are not applicable to the scenario of ATO driving trains.
Disclosure of Invention
The invention aims to provide a method and a device for evaluating comfort level indexes of an automatic driving system of a high-speed railway on line, which can calculate the comfort level in real time so as to ensure the passenger riding experience and can be used as an important basis for assessing the driving level of ATO.
The purpose of the invention is realized by the following technical scheme:
an on-line evaluation method for a comfort index of an automatic driving system of a high-speed railway comprises the following steps:
acquiring longitudinal acceleration information of a train and control interface information of an ATO system;
after the collected longitudinal acceleration information is corrected and preprocessed, the impact rate is obtained through calculation;
determining the operation strategy of the current ATO system by combining the vehicle control interface information of the ATO system;
and evaluating the comfort level index according to the size relation between the impact rate and the impact rate threshold corresponding to the operation strategy of the current ATO system.
An on-line evaluation device for a comfort index of an automatic driving system of a high-speed railway is used for the method, and comprises the following steps:
the acceleration measurement module is used for acquiring longitudinal acceleration information of the train;
the processing unit cage is used for acquiring the train control interface information of the ATO system and the longitudinal acceleration information of the train acquired by the acceleration measurement module; the device is also used for correcting and preprocessing the acquired longitudinal acceleration information and then obtaining the impact rate through calculation; determining the operation strategy of the current ATO system by combining the vehicle control interface information of the ATO system; and evaluating the comfort level index according to the size relation between the impact rate and the impact rate threshold corresponding to the operation strategy of the current ATO system.
According to the technical scheme provided by the invention, the driving level of the ATO can be quantitatively examined by detecting and recording the longitudinal impact in the running process of the train, and detailed running information can be provided for analyzing the reason of exceeding standard, so that the driving level of the ATO is improved, and the good riding experience of passengers is ensured.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on the drawings without creative efforts.
Fig. 1 is a flowchart of an on-line evaluation method for comfort indexes of an automatic driving system of a high-speed railway according to an embodiment of the present invention;
FIG. 2 is a schematic diagram illustrating a vector decomposition of a longitudinal acceleration generated during a horizontal running of a train according to an embodiment of the present invention;
FIG. 3 is a schematic diagram illustrating an acceleration vector decomposition generated when a train moves on an uphill slope according to an embodiment of the present invention;
FIG. 4 is a flowchart illustrating the steps of preprocessing and calculating the impact rate according to an embodiment of the present invention;
FIG. 5 is a schematic diagram of a test report provided by an embodiment of the present invention;
FIG. 6 is a schematic diagram of an online evaluation device for comfort level indicators of an automatic driving system of a high-speed railway according to an embodiment of the present invention;
FIG. 7 is a schematic diagram of a comfort index online evaluation device of an automatic driving system of a high-speed railway according to an embodiment of the present invention;
FIG. 8 is a flowchart of the upper computer software provided by the embodiment of the present invention;
FIG. 9 is a schematic diagram of a CPU login interface for downloading report and test data according to an embodiment of the present invention;
fig. 10 is a schematic diagram of a logged interface during downloading of report and test data according to an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention are clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present invention without making any creative effort, shall fall within the protection scope of the present invention.
At present, standards and methods for detecting the comfort level of an automatic driving system of a high-speed railway are not formed, so that judgment standards need to be established and special testing tools need to be developed, the influence of an automatic driving curve of the high-speed railway on passenger riding experience is quantitatively detected, the rationality of the curve is judged from the perspective of passenger comfort level, and a basis is provided for judging and optimizing a driving strategy of ATO of the high-speed railway.
In order to solve the related technical problems, the embodiment of the invention provides an online evaluation method for a comfort index of an automatic driving system of a high-speed railway. From the perspective of ATO control, the factor affecting passenger comfort is the impact in the train direction of travel, i.e., longitudinal impact. Longitudinal impact under each operation strategy of the ATO system can affect passenger riding comfort and driving safety, and can be used as an important basis for assessing the driving level of the ATO. And monitoring an ATO output command and vehicle control system feedback information in real time through a network. The acceleration value of the running direction of the train is obtained through the acceleration measuring module, the collected acceleration value is processed and analyzed, and impact rate information is obtained, so that the driving comfort of the train can be analyzed on line in real time, and a test result is automatically recorded and displayed.
The method provided by the invention mainly solves the following problems:
1. the influence of the longitudinal acceleration measurement deviation on an evaluation result is solved, and the influence comprises installation attitude deviation, gradient deviation, vehicle body vibration and the like.
2. The real-time online display of data record and information is solved, including:
a. the method comprises the steps of simultaneously recording measurement data, analysis data and ATO car control information in a log file aligned by a time axis.
b. And displaying the measured data, the analyzed data and the ATO vehicle control information in real time on a human-computer interface.
3. The solution data analysis and test result evaluation comprises the following steps:
a. and (4) automatic analysis of data.
b. And automatically generating a test report.
c. The evaluation indexes of the parameters and the modification mechanism of the analysis strategy can be adjusted through the configuration file.
As shown in fig. 1, a flow chart of an online evaluation method for comfort index of an automatic driving system of a high-speed railway mainly includes the following steps:
In the embodiment of the invention, the longitudinal acceleration information of the train can be collected by an acceleration measuring module; the acceleration measurement module has two acquisition modes: the method comprises the steps that an Ethernet UDP (user datagram protocol) is used for communicating with an ATO (automatic train operation) system, and vehicle control interface information is received;
or, an MVB bus interface is adopted to access buses of the ATO system and the vehicle system, and vehicle control interface information is obtained in a monitoring mode.
And 2, correcting and preprocessing the acquired longitudinal acceleration information, and calculating to obtain the impact rate.
1) And (6) correction processing.
As mentioned above, the longitudinal acceleration information is collected by the acceleration measurement module, and the longitudinal acceleration information needs to be corrected in consideration of the error of the installation of the equipment and the error caused by the gradient in the driving process; mainly relates to the following two aspects:
a. and correcting the measurement error caused by the installation posture of the equipment.
When the train is in a horizontal state, due to the limitation of manual installation, errors may exist in the installation posture of the equipment, and the measurement of the acceleration of the train is affected, so that the errors need to be compensated by processing. Shown in fig. 2 is a vector decomposition of the longitudinal acceleration generated during the horizontal travel of the train.
According to the principle shown in fig. 2, the component g1 of the gravitational acceleration g on the slope and the component a1 of the actual acceleration of the train along the inclination angle are calculated:
g1＝gsinα
a1＝acosα
wherein alpha is a tilt error angle of the accelerometer, which may be caused by manual installation;
measurement a of an accelerometerjExpressed as:
aj＝g1+a1＝gsinα+acosα；
that is, the actual longitudinal acceleration a of the train traveling on the horizontal plane is:
a＝(aj-gsinα)/cosα；
when the train is in a static state, a is 0, so that the inclination error angle alpha is calculated as follows:
α＝arcsin(aj/g)；
so as to correct the actual longitudinal acceleration a of the train travelling on the horizontal plane by means of the estimated inclination error angle alpha.
b. The measurement error caused by the gradient is corrected.
Fig. 3 is an exploded view of the acceleration vector generated when the train moves on an uphill slope.
According to the principle shown in fig. 2, on an uphill slope, the component g2 of the gravitational acceleration g on the slope is calculated, as well as the component a2 of the actual acceleration of the train along the inclination angle:
g2＝gsin(α+β)
a2＝acosα
wherein beta is gradient information obtained through an ATO system;
measurement a of an accelerometer on an uphill slopeiComprises the following steps:
ai＝gsin(arcsin(aj/g)+β)+acosα；
the actual longitudinal acceleration a' of the train on an uphill slope is:
a’＝(ai-gsin(arcsin(aj/g)+β))/cosα；
similarly, when going downhill, the actual longitudinal acceleration a "of the train is:
a”＝(ai+gsin(arcsin(aj/g)+β))/cosα。
2) and (4) preprocessing.
In actual operation, the vehicle is mainly excited by rail irregularity, and the excitation is a main reason for generating various vibration of the vehicle. High-speed vibration of the vehicle can generate a high-frequency noise signal, and great interference is generated on a detection result of the accelerometer. In order to eliminate the interference of the vibration of the vehicle body on the measurement of the accelerometer, the detection result is clearer and more intuitive, and the acceleration information needs to be preprocessed.
As shown in fig. 4, the steps of preprocessing and calculating the impact rate mainly include: and performing low-pass filtering on the corrected longitudinal acceleration information, performing data dispersion at a certain sampling frequency, performing sliding average on the discrete data by using a preset sliding window, and finally obtaining the impact rate through derivation operation.
And 3, determining the operation strategy of the current ATO system by combining the vehicle control interface information of the ATO system.
From the perspective of ATO control, the factor affecting passenger comfort is the impact in the train direction of travel, i.e., longitudinal impact. Longitudinal impact under different operation strategies of the ATO system can influence the riding comfort level and driving safety of passengers, various judgment bases are adopted to judge under each strategy, and corresponding impact rate threshold values are set and adjusted for each strategy, so that the comfort level of a train can be reflected more accurately.
In the embodiment of the invention, the operation strategy of the ATO system is divided into the following six conditions: a launch phase, an acceleration phase, a cruise phase, a shift phase, a split zone phase, a deceleration phase, and a park phase.
The manner of determining the operation strategy of the current ATO system is described below in conjunction with the information of the vehicle control interface of the ATO system and the entry and exit conditions of each situation.
a. And (5) starting.
As shown in table 1, if the train speed is zero and the train is stopped stably at the previous time (i.e., in the original state), and the train speed is greater than 0 at the current time, the train enters the starting stage; and when the speed of the train exceeds a first set value, the train exits the starting stage.
TABLE 1 train Start judgment basis
When the train stops at an interval or a platform in an AM mode (automatic mode), when a driver presses an ATO button, the ATO sends a traction instruction to the train to control the start of the train. During this control, the train can generate significant impacts at the instant of traction application and at the instant of sudden changes in traction.
b. And (5) accelerating.
As shown in table 2, if the train is not in the speed-up stage at the previous moment, the acceleration of the train is greater than 0 at the current moment, and the difference between the train speed and the ATP speed limit is less than the second set value, the train enters the speed-up stage; and when the acceleration of the train is less than or equal to 0 or the difference between the speed of the train and the ATP speed limit is greater than a second set value, the train exits the speed-up stage.
TABLE 2 train speed-Up criterion
The stage between the starting of the train and the cruising is the speed increasing stage of the train. In the process, the traction force can generate certain change according to the relation between the train speed and the ATP speed limit, thereby generating impact.
c. And a cruising stage.
As shown in table 3, if the train is not in the cruising stage at the previous moment, the difference between the train speed and the ATP speed limit at the current moment is less than the second set value, and the ATP speed limit is unchanged, the train enters the cruising stage; and when the difference value between the train speed and the ATP speed limit is larger than a second set value or the ATP speed limit changes, the train exits the cruising stage.
TABLE 3 train cruise judgment basis
d. And (5) a speed change stage.
As shown in table 4, if the train is not in the speed change stage at the previous moment and the ATP speed limit generates a jump at the current moment, the train enters the speed change stage; and when the ATP speed limit does not generate jump and the duration time exceeds a third set value, the train exits the speed change stage.
TABLE 4 train Shift determination
When the train runs, the ATP speed limit changes because the train receives temporary speed limit information, mobile authorization information and the like. In the process, the impact can be generated by the conversion of the braking condition and the traction condition, the change of the traction force or the braking force and the influence of the braking level.
e. Passing through a phase of phase separation zone.
As shown in table 5, if the train is not in the passing phase zone stage at the previous time, and the train enters the kilometer post area where the phase zone is located at the current time, the train enters the passing phase zone stage; when the train leaves the kilometer post area where the phase separation area is located, the train exits the phase separation area stage;
TABLE 5 train passing neutral zone judgment basis
If the train is in a traction or braking working condition and enters a phase separation region, certain impact is brought to influence the comfort of train control due to the fact that air braking is applied by traction cutting or electric braking cutting. During this control, the application of traction or braking may produce an impact before entering the split-phase zone and after leaving the split-phase zone.
f. Deceleration phase
As shown in table 6, if the train is not in the deceleration stage at the previous moment, the train acceleration is less than 0 at the current moment and the ATP speed limit is continuously reduced, the train enters the deceleration stage; when the train speed is less than a fourth set value or the train acceleration is greater than 0, the train exits the deceleration stage;
TABLE 6 train deceleration judgment basis
The stage from the cruising of the train to the stopping of the train is a deceleration stage. In this process, the braking force of the train changes according to the relationship between the speed of the train and the ATP limit, thereby generating a shock.
g. And (5) a parking stage.
As shown in table 7, if the train is in the deceleration stage at the previous moment and the train speed is less than the fourth set value at the current moment, the train enters the stop stage; when the speed is zero and the train is stationary, the train exits the stop phase.
TABLE 7 train stop judgment basis
And the train is controlled by the ATO to accurately stop at a preset stop point. In this process, changes in braking force during an electric idle transition, application of parking brakes, changes in brake level, and adjustments in train speed all produce impacts.
And 4, evaluating the comfort level index according to the size relation between the impact rate and the impact rate threshold corresponding to the operation strategy of the current ATO system.
In the embodiment of the invention, after the operation strategy of the current ATO system is determined, the preset corresponding impact rate threshold value or the relationship between the impact rate threshold value range and the impact rate can be directly compared, if the impact rate threshold value is smaller than or within the impact rate threshold value range, the comfort level is considered to meet the requirement, otherwise, the current comfort level is considered not to reach the standard, and at the moment, detailed information is recorded.
On the other hand, in consideration of the problem of real-time online information display, in the embodiment of the invention, the acquired longitudinal acceleration information of the train, the control interface information of the ATO system and the calculated impact rate are also sent to the upper computer and the LCD display module in real time; when the impact rate is larger than the impact rate threshold corresponding to the operation strategy of the current ATO system, recording the impact rate and the information of the vehicle control interface at the moment, and generating a test report and sending the test report to the upper computer when the test is finished; the upper computer and the LCD display module display various received information in real time;
meanwhile, the upper computer is also responsible for recording the acquired train longitudinal acceleration information, the control interface information of the ATO system and the calculated impact rate in a log file aligned by a time axis.
As shown in fig. 5, the generated test report is exemplarily given; it should be noted that the specific values mentioned in the test report shown in fig. 5 are exemplary and not limiting.
Please refer to fig. 5, wherein the test report content includes:
(1) in the statistical information of all impact rates in the test process, in this example, four impact rate distribution ranges are set, which are respectively 0-0.3, 0.3-0.4, 0.4-0.75 and more than 0.75, and the boundary values of the ranges can be configured autonomously according to different requirements.
(2) The system can set an impact rate threshold value according to the detailed information of the impact rate exceeding the impact rate threshold value, and when the impact rate exceeds the impact rate threshold value, the time at the moment and the related information such as kilometer posts are recorded together. Due to the fact that the station spacing of the high-speed rail is long, the ATO vehicle control curve has obvious stage performance, different impact rate thresholds can be set according to the influence of different stages of ATO vehicle control strategies on the comfort level, and therefore researchers can optimize the algorithm conveniently. Statistical information about the impact rate and information such as the time and kilometer post of the impact rate exceeding the impact rate threshold can help ATO researchers to optimize a train control algorithm, and the comfort level of the train is improved. The system collects various data information of the train and records the data information in real time, and when the train is abnormal, the system can assist in finding out the fault reason.
It is emphasized that the specific values for the shock rate threshold values under the respective operating strategies, as well as the first to fourth set values referred to herein, can be set by the operator on the basis of practical circumstances or experience.
According to the scheme of the embodiment of the invention, the longitudinal impact of the train under the control of the ATO is detected by measuring the running acceleration of the train, and the real-time data analysis and recording are carried out, so that the system not only can accurately detect all the impacts exceeding the impact rate threshold value during the running of the train, but also can record and analyze the related data in the whole running process. By detecting and recording longitudinal impact in the running process of the train, the driving level of the ATO can be quantitatively checked, and detailed running information can be provided for analyzing reasons exceeding standards, so that the driving level of the ATO is improved, and good riding experience of passengers is guaranteed.
The embodiment of the invention also provides an on-line evaluation device for the comfort level index of the automatic driving system of the high-speed railway, which is mainly used for realizing the method provided by the embodiment. As shown in fig. 6, the apparatus mainly includes: the system comprises an acceleration measuring module, a processing unit cage, a data recording module, an LCD display module, a power supply module and a satellite speed measuring and positioning module. Wherein:
1. and an acceleration measurement module.
The accelerometer mainly has the functions of detecting the running acceleration of the train, measuring the longitudinal acceleration of the train and sending a measurement result to the processing unit cage through the RS485 bus, and the direction of an accelerometer measurement shaft of the acceleration measurement module is required to be consistent and parallel with the movement direction of the train during installation.
2. A processing unit cage.
The processing unit cage is used for acquiring the train control interface information of the ATO system and the longitudinal acceleration information of the train acquired by the acceleration measurement module; the device is also used for correcting and preprocessing the acquired longitudinal acceleration information and then obtaining the impact rate through calculation; determining the operation strategy of the current ATO system by combining the vehicle control interface information of the ATO system; and evaluating the comfort level index according to the size relation between the impact rate and the impact rate threshold corresponding to the operation strategy of the current ATO system.
It mainly comprises: a CPU board, a communication board and a power board;
the communication board is responsible for external communication and comprises: the vehicle acceleration measurement system comprises an ATO (automatic train control) system, an LCD (liquid crystal display) display module, an MVB (multifunction vehicle bus) bus interface communication module, an acceleration measurement module and a satellite speed measurement and positioning module, wherein the ATO system is used for carrying out Ethernet communication (acquiring vehicle control interface information), the LCD display module is used for carrying out Ethernet communication (sending acquired information and impact rate), the vehicle control system is used for carrying out MVB bus interface communication (acquiring vehicle control interface information), the acceleration measurement module is used for carrying out RS485 communication (acquiring longitudinal acceleration information).
The CPU board is used for correcting and preprocessing the acquired longitudinal acceleration information and then obtaining the impact rate through calculation; determining the operation strategy of the current ATO system by combining the vehicle control interface information of the ATO system; evaluating a comfort level index according to the size relation between the impact rate and an impact rate threshold corresponding to the operation strategy of the current ATO system;
the power panel is used for converting an input power supply and then supplying power to the CPU board and the communication board.
3. And a data recording module.
And the data recording module is used for recording various data information acquired by the whole device and obtained by calculation. The maintenance personnel can download the log and check the test report in real time or after the train returns to the section.
4. And an LCD display module.
The LCD display module is communicated with the processing unit cage through a UDP protocol, receives train longitudinal acceleration information, train control interface information of an ATO system, the calculated impact rate and output information of the satellite speed measuring and positioning module and displays the information in real time.
5. And a power supply module.
The power supply module is used for providing power for the whole device; the power module comprises a voltage converter for converting 220V alternating current into 12V direct current, wherein 220V supplies power for a fan, a processing unit cage and the like, and 12V supplies power for an LCD display module and the like.
6. And a satellite speed measurement positioning module.
The satellite speed measurement positioning module is communicated with the processing unit cage by using a NMEA-0183 protocol with a GPS and Beidou dual-mode system positioning system, and sends satellite speed and longitude and latitude information to the processing unit cage.
The principle of the device is shown in fig. 7, the acceleration measurement module converts the collected signals into voltage signals, then converts the voltage signals into digital signals through an analog-digital converter, and sends the digital signals to a central processing unit (namely, a CPU board) through a communication board. The communication board can be internally and separately divided into a vehicle control information interface module which can receive control status and command information (vehicle control interface information) from a vehicle or an ATO system through an Ethernet or an MVB bus, and the vehicle control information interface module comprises: traction/braking commands sent by the ATO, traction/braking states fed back by the vehicle, train speed, train position and other information. The design of the vehicle control interface module can enable the system to realize intelligent detection, and the information can be used for effectively filtering the condition that the comfort degree does not belong to the condition that the comfort degree exceeds the standard caused by ATO vehicle control factors, such as eliminating the influence of line conditions, vehicle system factors and the like. The satellite speed measurement positioning module is an auxiliary testing module and is used for providing reference speed and position information of the train. The data recording module can store original data and analysis results in real time and can provide a data downloading interface for further processing and analysis by a tester. The man-machine interaction module can display real-time data such as train running acceleration, impact rate, test results and the like in real time. The data logging module stores the generated test report and log. The central processing unit performs data processing on all the acquired information, executes a data processing algorithm and comfort detection logic, and sends a processing result to the LCD display module and the data recording module in real time.
In the embodiment of the invention, the LCD display module can be an LCD touch screen, so that a worker can send commands for starting and ending the test through touch clicking operation.
The man-machine interaction module is a general name of the LCD display module and the upper computer, and can be understood as an interface for a user to check, operate and use equipment.
The whole device is internally provided with upper computer software and lower computer software. The upper computer is a graphical display interface of a Windows environment. The software environment of the lower computer is LINUX system, and a Qt development platform is adopted, and is loaded on a CPU board in a processing unit cage, and the main functions to be completed include data acquisition, data processing, test report generation, data recording, and the like, that is, the flow of each processing procedure related to the foregoing embodiment is as shown in fig. 8, and the flow is basically similar to the procedure shown in fig. 1, but the description mode is slightly different.
The graphical display interface of the upper computer software mainly comprises basic information, ATO vehicle control information, vehicle feedback information, ATO operation plan information and the like, curves and dials of the train operation speed, the traction brake control quantity, the acceleration and the impact rate are drawn, and the graphical display interface has comprehensive and visual presentation effect and is convenient for comparison and observation.
The LCD display module may be provided at the front of the entire apparatus, may have a size of 7 inches, and the interface includes ATO control information, vehicle feedback information, etc., and plots the train running speed, the traction brake control amount, and the impact rate. In addition, the touch screen is provided with two virtual buttons, and commands for starting and ending the test can be sent to the lower computer through the buttons.
The operation process of the device for the on-line evaluation of the comfort level index of the automatic driving system of the high-speed railway mainly comprises the following parts:
1) the device is powered on.
The power supply of the equipment is 220V alternating current commercial power, and the plug type of the power line is three-phase. The back panel of the device is also provided with a power supply idle switch, and after the power supply is led in through a power line, the idle switch needs to be opened to a closed state, namely the idle switch slides downwards.
2) And confirming the state of the equipment.
After the equipment is successfully powered on, the system starts to record original data of the test in real time, wherein the original data comprises an acceleration value and an impact value. The following three points need to be confirmed:
a. the LCD screen can be lighted;
b. the acceleration value is within +/-0.02;
c. the acceleration and impact rate curves can be displayed in real time;
3) the test is started.
And clicking a 'start test' button below the LCD display module to immediately enter a test state, and immediately starting to analyze the impact rate after starting the test.
4) The test is ended.
And clicking a 'stop test' button below the LCD display module to immediately exit the test state, and generating a data analysis report of the test time period when the system exits the test state.
5) Reporting and test data downloading.
For example, after the notebook computer is connected to the data download port of the device, the operation steps are as follows:
(1) the notebook adds an IP address 192.168.10.147, subnet mask 255.255.255.0. And accessing the network cable into a data downloading port of the device.
(2) And double clicking WinSCP.exe, selecting root @192.168.10.187, and clicking Login to log in a CPU. As shown in fig. 9 below.
The local file is on the left side and the CPU file is on the right side. And dragging the file from the left side to the right side to complete the file copying. As shown in fig. 10.
(3) And (6) log downloading. The right side/opt/c 3 atom/record/Rundata directory is a log file recorded according to date, and the log downloading can be completed by copying a date folder needing downloading to the left side. The file at the beginning of 02_ Report is a test Report file, the file at the beginning of 03_ Detail is detailed data exceeding an impact rate threshold, the file at the beginning of 01_ Detector is ATO information related data (if no communication with the ATO system exists, the file is not available), and the file at the beginning of 04_ RawACC is test original data.
The above operation manners are all examples, wherein the related IP address, file path, file name, and the like are all examples, and may be set separately in practical applications according to the circumstances.
It should be noted that, specific implementation manners of functions implemented by the functional modules included in the apparatus have been described in detail in the foregoing embodiments, and therefore, detailed descriptions thereof are omitted here.
It will be clear to those skilled in the art that, for convenience and simplicity of description, the foregoing division of the functional modules is merely used as an example, and in practical applications, the above function distribution may be performed by different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to perform all or part of the above described functions.
The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (8)
1. An on-line evaluation method for a comfort index of an automatic driving system of a high-speed railway is characterized by comprising the following steps:
acquiring longitudinal acceleration information of a train and control interface information of an ATO system;
after the collected longitudinal acceleration information is corrected and preprocessed, the impact rate is obtained through calculation;
determining the operation strategy of the current ATO system by combining the vehicle control interface information of the ATO system;
evaluating a comfort level index according to the size relation between the impact rate and an impact rate threshold corresponding to the operation strategy of the current ATO system;
wherein the correcting the collected longitudinal acceleration information comprises:
a. the method is used for correcting the measurement error caused by the installation attitude of the equipment and comprises the following steps:
calculating the component g1 of the gravitational acceleration g on the incline, and the component a1 of the actual acceleration of the train along the inclination angle:
g1=gsinα
a1=acosα
wherein alpha is a tilt error angle of the accelerometer, which may be caused by manual installation;
measurement a of an accelerometerjExpressed as:
aj= g1+a1= gsinα+ acosα；
that is, the actual longitudinal acceleration a of the train traveling on the horizontal plane is:
a= (aj- gsinα)/ cosα；
in the state that the train is stationary, a =0, so that the inclination error angle α is estimated as:
α=arcsin(aj/g)；
so as to correct the actual longitudinal acceleration a of the train running on the horizontal plane by using the calculated inclination error angle alpha;
b. the method is used for correcting the measurement error caused by the gradient and comprises the following steps:
on an uphill slope, the component g2 of the gravitational acceleration g on the slope is calculated, as well as the component a2 of the actual acceleration of the train along the inclination angle:
g2=gsin(α+β)
a2=acosα
wherein beta is gradient information obtained through an ATO system;
measurement a of an accelerometer on an uphill slopeiComprises the following steps:
ai= gsin(arcsin(aj/g)+β)+acosα；
the actual longitudinal acceleration a' of the train on an uphill slope is:
a’=(ai- gsin(arcsin(aj/g)+β))/cosα；
similarly, the actual longitudinal acceleration a ″ of the train on the downhill slope is:
a’’=( ai+ gsin(arcsin(aj/g)+β))/cosα；
the determining the operation strategy of the current ATO system by combining the vehicle control interface information of the ATO system comprises the following steps:
the operation strategy of the ATO system is divided into the following seven conditions: the method comprises the following steps of starting, accelerating, cruising, speed changing, passing a neutral section, decelerating and stopping;
determining the operation strategy of the current ATO system by combining the vehicle control interface information of the ATO system and the entry and exit conditions of each condition:
if the train speed is zero and the train is stable at the last moment, and the train speed is greater than 0 at the current moment, the train enters a starting stage; when the speed of the train exceeds a first set value, the train exits the starting stage;
if the train is not in the speed-up stage at the last moment, the acceleration of the train is greater than 0 at the current moment, and the speed limit difference between the train speed and the ATP is smaller than a second set value, the train enters the speed-up stage; when the acceleration of the train is less than or equal to 0 or the difference value between the speed of the train and the ATP speed limit is greater than a second set value, the train exits the speed-up stage;
if the train is not in the cruising stage at the last moment, the difference value between the train speed and the ATP speed limit at the current moment is smaller than a second set value, and the ATP speed limit is unchanged, the train enters the cruising stage; when the difference value between the train speed and the ATP speed limit is larger than a second set value or the ATP speed limit changes, the train exits the cruising stage;
if the train is not in the speed change stage at the last moment and the ATP speed limit at the current moment generates jumping, the train enters the speed change stage; when the ATP speed limit does not generate jump and the duration time exceeds a third set value, the train exits the speed change stage;
if the train is not in the phase of the passing neutral zone at the previous moment, and the train enters the kilometer post area where the phase separating zone is located at the current moment, the train enters the phase of the passing neutral zone; when the train leaves the kilometer post area where the phase separation area is located, the train exits the phase separation area stage;
if the train is not in the deceleration stage at the previous moment, the acceleration of the train is less than 0 at the current moment and the ATP speed limit is continuously reduced, the train enters the deceleration stage; when the train speed is less than a fourth set value or the train acceleration is greater than 0, the train exits the deceleration stage;
if the train is in the deceleration stage at the last moment and the train speed is less than the fourth set value at the current moment, the train enters the parking stage; when the speed is zero and the train is stationary, the train exits the stop phase.
2. The on-line evaluation method for the comfort index of the automatic driving system of the high-speed railway according to claim 1, characterized in that the preprocessing step comprises the following steps:
and performing low-pass filtering on the corrected longitudinal acceleration information, performing data dispersion at a certain sampling frequency, and finally performing sliding average on the discrete data by using a preset sliding window.
3. The on-line evaluation method for the comfort index of the automatic driving system of the high-speed railway according to claim 1 or 2, characterized in that the impact rate is obtained by carrying out derivation operation on the preprocessed longitudinal acceleration information.
4. The on-line evaluation method for the comfort index of the automatic driving system of the high-speed railway according to claim 1, characterized in that the vehicle control interface information of the ATO system is obtained by the following method:
the method comprises the steps that an Ethernet UDP (user datagram protocol) is used for communicating with an ATO (automatic train operation) system, and vehicle control interface information is received;
or, an MVB bus interface is adopted to access buses of the ATO system and the vehicle system, and vehicle control interface information is obtained in a monitoring mode.
5. The on-line evaluation method for the comfort level index of the automatic driving system of the high-speed railway according to claim 1, characterized in that the acquired longitudinal acceleration information of the train, the control interface information of the ATO system and the calculated impact rate are sent to an upper computer and an LCD display module in real time; when the impact rate is larger than the impact rate threshold corresponding to the operation strategy of the current ATO system, recording the impact rate and the information of the vehicle control interface at the moment, and generating a test report and sending the test report to the upper computer when the test is finished; the upper computer and the LCD display module display various received information in real time;
meanwhile, the upper computer is also responsible for recording the acquired train longitudinal acceleration information, the control interface information of the ATO system and the calculated impact rate in a log file aligned by a time axis.
6. An on-line evaluation device for comfort index of automatic driving system of high-speed railway, which is used for realizing the method of any one of claims 1-5, and comprises:
the acceleration measurement module is used for acquiring longitudinal acceleration information of the train;
the processing unit cage is used for acquiring the train control interface information of the ATO system and the longitudinal acceleration information of the train acquired by the acceleration measurement module; the device is also used for correcting and preprocessing the acquired longitudinal acceleration information and then obtaining the impact rate through calculation; determining the operation strategy of the current ATO system by combining the vehicle control interface information of the ATO system; evaluating a comfort level index according to the size relation between the impact rate and an impact rate threshold corresponding to the operation strategy of the current ATO system;
wherein, correcting the acquired longitudinal acceleration information comprises:
a. the method is used for correcting the measurement error caused by the installation attitude of the equipment and comprises the following steps:
calculating the component g1 of the gravitational acceleration g on the incline, and the component a1 of the actual acceleration of the train along the inclination angle:
g1=gsinα
a1=acosα
wherein alpha is a tilt error angle of the accelerometer, which may be caused by manual installation;
measurement a of an accelerometerjExpressed as:
aj= g1+a1= gsinα+ acosα；
that is, the actual longitudinal acceleration a of the train traveling on the horizontal plane is:
a= (aj- gsinα)/ cosα；
in the state that the train is stationary, a =0, so that the inclination error angle α is estimated as:
α=arcsin(aj/g)；
so as to correct the actual longitudinal acceleration a of the train running on the horizontal plane by using the calculated inclination error angle alpha;
b. the method is used for correcting the measurement error caused by the gradient and comprises the following steps:
on an uphill slope, the component g2 of the gravitational acceleration g on the slope is calculated, as well as the component a2 of the actual acceleration of the train along the inclination angle:
g2=gsin(α+β)
a2=acosα
wherein beta is gradient information obtained through an ATO system;
measurement a of an accelerometer on an uphill slopeiComprises the following steps:
ai= gsin(arcsin(aj/g)+β)+acosα；
the actual longitudinal acceleration a' of the train on an uphill slope is:
a’=(ai- gsin(arcsin(aj/g)+β))/cosα；
similarly, the actual longitudinal acceleration a ″ of the train on the downhill slope is:
a’’=( ai+ gsin(arcsin(aj/g)+β))/cosα；
the determining the operation strategy of the current ATO system by combining the vehicle control interface information of the ATO system comprises the following steps:
the operation strategy of the ATO system is divided into the following seven conditions: the method comprises the following steps of starting, accelerating, cruising, speed changing, passing a neutral section, decelerating and stopping;
determining the operation strategy of the current ATO system by combining the vehicle control interface information of the ATO system and the entry and exit conditions of each condition:
if the train speed is zero and the train is stable at the last moment, and the train speed is greater than 0 at the current moment, the train enters a starting stage; when the speed of the train exceeds a first set value, the train exits the starting stage;
if the train is not in the speed-up stage at the last moment, the acceleration of the train is greater than 0 at the current moment, and the speed limit difference between the train speed and the ATP is smaller than a second set value, the train enters the speed-up stage; when the acceleration of the train is less than or equal to 0 or the difference value between the speed of the train and the ATP speed limit is greater than a second set value, the train exits the speed-up stage;
if the train is not in the cruising stage at the last moment, the difference value between the train speed and the ATP speed limit at the current moment is smaller than a second set value, and the ATP speed limit is unchanged, the train enters the cruising stage; when the difference value between the train speed and the ATP speed limit is larger than a second set value or the ATP speed limit changes, the train exits the cruising stage;
if the train is not in the speed change stage at the last moment and the ATP speed limit at the current moment generates jumping, the train enters the speed change stage; when the ATP speed limit does not generate jump and the duration time exceeds a third set value, the train exits the speed change stage;
if the train is not in the phase of the passing neutral zone at the previous moment, and the train enters the kilometer post area where the phase separating zone is located at the current moment, the train enters the phase of the passing neutral zone; when the train leaves the kilometer post area where the phase separation area is located, the train exits the phase separation area stage;
if the train is not in the deceleration stage at the previous moment, the acceleration of the train is less than 0 at the current moment and the ATP speed limit is continuously reduced, the train enters the deceleration stage; when the train speed is less than a fourth set value or the train acceleration is greater than 0, the train exits the deceleration stage;
if the train is in the deceleration stage at the last moment and the train speed is less than the fourth set value at the current moment, the train enters the parking stage; when the speed is zero and the train is stationary, the train exits the stop phase.
7. The device for evaluating the comfort index of the automatic driving system of the high-speed railway according to claim 6, further comprising: the system comprises an LCD display module, a data recording module, a power supply module and a satellite speed measuring and positioning module; wherein:
the LCD display module is communicated with the processing unit cage through a UDP protocol, receives and displays longitudinal acceleration information of the train, car control interface information of the ATO system, the calculated impact rate and output information of the satellite speed measuring and positioning module in real time;
the data recording module is used for recording various data information acquired by the whole device and obtained through calculation;
the power supply module is used for providing power for the whole device;
the satellite speed measurement positioning module is communicated with the processing unit cage by using a NMEA-0183 protocol with a GPS and Beidou dual-mode system positioning system, and sends satellite speed and longitude and latitude information to the processing unit cage.
8. The device for evaluating the comfort index of the automatic driving system of the high-speed railway according to claim 7, wherein the processing unit cage comprises: a CPU board, a communication board and a power board;
the communication board is responsible for external communication and comprises: the vehicle acceleration measurement system is communicated with an ATO system through an Ethernet, an LCD display module through the Ethernet, a vehicle control system through an MVB bus interface, an acceleration measurement module through an RS485 interface, and a satellite speed measurement positioning module through the RS485 interface;
the CPU board is used for correcting and preprocessing the acquired longitudinal acceleration information and then obtaining the impact rate through calculation; determining the operation strategy of the current ATO system by combining the vehicle control interface information of the ATO system; evaluating a comfort level index according to the size relation between the impact rate and an impact rate threshold corresponding to the operation strategy of the current ATO system;
the power panel is used for converting an input power supply and then supplying power to the CPU board and the communication board.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811623872.8A CN109649436B (en) | 2018-12-28 | 2018-12-28 | Method and device for evaluating comfort level index of automatic driving system of high-speed railway on line |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811623872.8A CN109649436B (en) | 2018-12-28 | 2018-12-28 | Method and device for evaluating comfort level index of automatic driving system of high-speed railway on line |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN109649436A CN109649436A (en) | 2019-04-19 |
| CN109649436B true CN109649436B (en) | 2021-05-11 |
Family
ID=66118122
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201811623872.8A Active CN109649436B (en) | 2018-12-28 | 2018-12-28 | Method and device for evaluating comfort level index of automatic driving system of high-speed railway on line |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN109649436B (en) |
Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112857839B (en) * | 2019-11-28 | 2023-06-30 | 中车株洲电力机车研究所有限公司 | Device and method for detecting impulse degree of train |
| CN111497900A (en) * | 2020-04-13 | 2020-08-07 | 唐智科技湖南发展有限公司 | Train longitudinal impulse detection method and device and computer readable storage medium |
| CN111487070A (en) * | 2020-04-28 | 2020-08-04 | 北京百度网讯科技有限公司 | Driving performance testing method, device, equipment and medium for automatic driving vehicle |
| CN112034738B (en) * | 2020-09-10 | 2024-03-19 | 中车大连电力牵引研发中心有限公司 | Automatic driving standard alignment precision correction method for urban rail train |
| CN112721959B (en) * | 2021-01-05 | 2022-05-24 | 中国神华能源股份有限公司神朔铁路分公司 | Longitudinal surging suppression method for heavy-duty train |
| CN112590748B (en) * | 2021-01-05 | 2022-04-08 | 中车株洲电力机车有限公司 | Subway vehicle air brake supplementing method and device |
| CN113968262B (en) * | 2021-07-15 | 2023-05-16 | 中国铁道科学研究院集团有限公司铁道建筑研究所 | Track unit state online test and evaluation method |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP2233379A2 (en) * | 2009-03-26 | 2010-09-29 | Siemens Aktiengesellschaft | Method for monitoring the run stability of railway vehicles |
| CN103196681A (en) * | 2013-03-13 | 2013-07-10 | 北京交通大学 | Train operation comfort degree predication method based on bogie acceleration |
| CN105973457A (en) * | 2016-04-28 | 2016-09-28 | 中国铁道科学研究院 | China railway high-speed train on-board stability monitoring device and method |
| CN108318263A (en) * | 2018-01-30 | 2018-07-24 | 中道恒通（北京）科技有限公司 | A kind of locomotive vibration condition monitoring system |
| CN108594283A (en) * | 2018-03-13 | 2018-09-28 | 杨勇 | The free installation method of GNSS/MEMS inertia combined navigation systems |
| CN109541943A (en) * | 2018-12-07 | 2019-03-29 | 西南交通大学 | A kind of tramcar on-line optimizing and controlling method |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102991489B (en) * | 2012-11-21 | 2015-12-09 | 上海富欣智能交通控制有限公司 | To idle running and the skid safe locomotive velocity measuring ranging system and method that detect and compensate |
| CN105116167A (en) * | 2015-09-10 | 2015-12-02 | 深圳威易森科技有限公司 | Acceleration determination method for motor vehicle running on slope plane |
| CN106515739B (en) * | 2016-12-20 | 2019-03-05 | 江苏大学 | A kind of electric car ramp identification device and method |
-
2018
- 2018-12-28 CN CN201811623872.8A patent/CN109649436B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP2233379A2 (en) * | 2009-03-26 | 2010-09-29 | Siemens Aktiengesellschaft | Method for monitoring the run stability of railway vehicles |
| CN103196681A (en) * | 2013-03-13 | 2013-07-10 | 北京交通大学 | Train operation comfort degree predication method based on bogie acceleration |
| CN105973457A (en) * | 2016-04-28 | 2016-09-28 | 中国铁道科学研究院 | China railway high-speed train on-board stability monitoring device and method |
| CN108318263A (en) * | 2018-01-30 | 2018-07-24 | 中道恒通（北京）科技有限公司 | A kind of locomotive vibration condition monitoring system |
| CN108594283A (en) * | 2018-03-13 | 2018-09-28 | 杨勇 | The free installation method of GNSS/MEMS inertia combined navigation systems |
| CN109541943A (en) * | 2018-12-07 | 2019-03-29 | 西南交通大学 | A kind of tramcar on-line optimizing and controlling method |
Non-Patent Citations (1)
| Title |
|---|
| "高速铁路自动驾驶***舒适度测量***设计与实现";李博;《中国铁路》;20181031(第10期);第1-4节 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN109649436A (en) | 2019-04-19 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN109649436B (en) | Method and device for evaluating comfort level index of automatic driving system of high-speed railway on line | |
| WO2016074608A2 (en) | Methods and systems for vehicle operation monitoring and control, video monitoring, data processing, and overload monitoring and control | |
| CN107941534B (en) | Running state monitoring system for running part of motor train unit | |
| WO2017080471A1 (en) | Comprehensive method and system for data measurement, surveillance, monitoring, and processing for vehicle | |
| WO2017012575A1 (en) | Method and system for integrating vehicle data measurement and computation, monitoring, surveillance, and troubleshooting | |
| CN106347411B (en) | Train integrality detection system and detection method | |
| CN106596135A (en) | Electric car real driving energy consumption test, evaluation and prediction method | |
| CN110395276A (en) | A kind of control method and system detecting vehicle braking force | |
| CN109767651A (en) | A kind of typical curved areas seamless communication method under V2X environment | |
| CN105632203B (en) | A kind of traffic security early warning method of traffic control and system | |
| CN109767075A (en) | A kind of urban mass transit network train operation reliability estimation method | |
| CN105806637A (en) | General testing system of railway vehicles | |
| CN113639838B (en) | Automatic weighing system for vehicle | |
| CN112798299B (en) | Automobile emission and automobile comprehensive safety inspection method | |
| CN110182663A (en) | The pre- diagnostic method of elevator guide shoe and pre- diagnostic system | |
| CN101832869B (en) | Method, device and system for detecting adhesion coefficient | |
| CN106649951B (en) | Train speed calculation method based on axle speed measurement | |
| CN106740867A (en) | A kind of electric automobile vehicle mileage computing system | |
| CN112550270B (en) | Vehicle control method and device, vehicle and electronic equipment | |
| CN213812376U (en) | Vehicle-mounted track detection system for operation vehicle | |
| CN114778152A (en) | Method and system for adaptively and dynamically adjusting train derailment vibration threshold | |
| CN114544205A (en) | Automatic fault diagnosis system for locomotive wheel drive running-in test | |
| CN113390495A (en) | Scene recognition-based urban light rail vehicle load online estimation method | |
| CN111836015A (en) | Subway passenger number statistical method and system | |
| CN110126760A (en) | Method, apparatus, equipment and the medium of Driving control for the vehicles |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |