CN113156156A - Speed processing method of multi-speed sensor system for train - Google Patents
Speed processing method of multi-speed sensor system for train Download PDFInfo
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- CN113156156A CN113156156A CN202110351923.1A CN202110351923A CN113156156A CN 113156156 A CN113156156 A CN 113156156A CN 202110351923 A CN202110351923 A CN 202110351923A CN 113156156 A CN113156156 A CN 113156156A
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
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- G—PHYSICS
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- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
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Abstract
The invention provides a speed processing method of a multi-speed sensor system for a train, which comprises the following steps: acquiring first to sixth speed information and a first fault mark corresponding to each speed information; calculating first to fourth real speed values according to the tooth number, gear box variation ratio and wheel diameter values of the first and second sensors and first to fourth speed information, and calculating fifth and sixth real speed values according to the tooth number, wheel diameter values and fifth and sixth speed information of the third and fourth sensors; determining first to sixth effective speed values according to the first to sixth real speed values and the second fault mark; determining an average vehicle speed according to the initial values of the first to sixth effective speed values, the sum of preset non-fault speed values and the number of non-fault speeds; when the vehicle speed calibration condition is met, calculating the speed difference values of the first shaft to the sixth shaft, calculating the first compensation coefficient to the sixth compensation coefficient with a preset reference speed, calculating the first actual speed to the sixth actual speed with the first actual speed value to the sixth actual speed value.
Description
Technical Field
The invention relates to the technical field of train speed measurement, in particular to a speed processing method of a multi-speed sensor system for a train.
Background
The speed acquisition system for the train generally has a plurality of paths of motor speed signals and trailer axle speed signals, and the master control system controls the speed of the train by comprehensively processing all the signals.
In the prior art, speed can be measured by using a speed sensor or a radar, but when the speed of a train is measured, when multiple speed signals are used for measuring the speed and controlling the speed of a single train, how to improve the redundancy of signal acquisition and processing and how to realize the wheel diameter calibration speed compensation function when the wheel diameter value is not measured actually is an urgent problem to be solved.
Disclosure of Invention
The embodiment of the invention aims to provide a speed processing method of a multi-speed sensor system for a train, which aims to solve the problems in the prior art.
In order to solve the above problem, the present invention provides a method for processing the speed of a multi-speed sensor system for a train, wherein the method comprises:
acquiring first speed information and second speed information corresponding to a first sensor on a first motor on a first moving shaft, third speed information and fourth speed information corresponding to a second sensor on a second motor on a second moving shaft, fifth speed information corresponding to a third sensor on a first dragging shaft, sixth speed information corresponding to a fourth sensor on a second dragging shaft and a first fault mark corresponding to each speed information;
calculating a first real speed value to a fourth real speed value according to the tooth number of the first sensor and the second sensor, the gear box transformation ratio and the wheel diameter value, and the first speed information to the fourth speed information, and calculating a fifth real speed value to a sixth real speed value according to the tooth number of the third sensor and the fourth sensor, the wheel diameter value, the fifth speed information and the sixth speed information;
determining a first effective speed value to a sixth effective speed value according to the first real speed value to the sixth real speed value and a second fault mark;
determining an average speed according to the initial values of the sum of the first effective speed value to the sixth effective speed value, the preset fault-free speed value and the number of the fault-free speeds;
and when the vehicle speed calibration condition is met, calculating a first shaft speed difference value to a sixth shaft speed difference value, calculating a first compensation coefficient to a sixth compensation coefficient according to the first shaft speed difference value to the sixth shaft speed difference value and a preset reference speed, and calculating a first actual speed to a sixth actual speed according to the first compensation coefficient to the sixth compensation coefficient and the first actual speed value to the sixth actual speed value.
In one possible implementation, the method further includes, before the step of:
sampling a first original speed signal and a second original speed signal measured by a first sensor on a first motor on a first moving shaft on a train;
sampling a third original speed signal and a fourth original speed signal measured by a second sensor on a second motor on a second moving shaft on the train;
sampling a fifth original speed signal measured by a third sensor on a first towing shaft on the train;
sampling a sixth original speed signal measured by a fourth sensor on a second trailing axle on the train; the train is provided with a first bogie and a second bogie, wherein the first bogie comprises the first moving shaft and the first towing shaft, and the second bogie comprises the second moving shaft and the second towing shaft;
carrying out digital processing on the first original speed signal to the sixth original speed signal to obtain first speed information to sixth speed information;
judging the first speed signal to the sixth speed signal, and when any one of the first speed signal to the sixth speed signal exceeds any one of a preset first interval, a preset second interval and a preset third interval, determining that a first fault flag corresponding to the speed signal exceeding any one of the preset first interval, the preset second interval and the preset third interval is 1; where 1 indicates a fault.
In a possible implementation manner, the calculating a first real speed value to a fourth real speed value according to the tooth number of the first sensor and the second sensor, the gear box transformation ratio and the wheel diameter value, and the first speed information to the fourth speed information, and calculating a fifth real speed value to a sixth real speed value according to the tooth number of the third sensor and the fourth sensor, the wheel diameter value, the fifth speed information and the sixth speed information specifically includes:
when any one of the first to sixth speed information is 0, the first to sixth real speed values are 0; wherein 0 represents normal;
when the first speed information and the fourth speed information are not 0, dividing the sampling frequency by any one of the first speed information and the fourth speed information, then dividing by the corresponding number of teeth of the sensor, then dividing by the corresponding gear box transformation ratio, then multiplying by the corresponding wheel diameter value, and then multiplying by pi to determine any one of a first real speed value corresponding to the first speed information and a fourth real speed value corresponding to the fourth speed information;
and when the fifth speed information and the sixth speed information are not 0, dividing the sampling frequency by the fifth speed information or the sixth speed information, dividing by the corresponding number of teeth of the sensor, multiplying by the corresponding wheel diameter value, and multiplying by pi to determine a fifth real speed value corresponding to the fifth speed information or a sixth real speed value corresponding to the sixth speed information.
In a possible implementation manner, when determining the first to sixth effective speed values according to the first to sixth real speed values and the second fault flag, the method further includes:
determining a third fault sign according to the first to sixth effective speed values, the first and second real speed values, the upper limit of the train running speed, the first train judgment running speed and the second train judgment running speed;
and determining a second fault mark according to the first fault mark or the third fault mark.
In a possible implementation manner, the determining, according to the first to sixth effective speed values, the first and second real speed values, the upper limit of the train operation speed, the first train determination operation speed, and the second train determination operation speed, the third fault flag specifically includes:
when each effective speed value or the corresponding real speed value is greater than the upper limit of the train speed, the corresponding third fault mark is 1;
when the maximum value in the effective speed values or the maximum value in the real speed values is greater than the first train judgment running speed, and any effective speed value is smaller than the second train judgment running speed, or any real speed value is smaller than the second train judgment running speed, a third fault mark corresponding to the effective speed value being smaller than the second train judgment running speed is 1, or a third fault mark corresponding to the real speed value being smaller than the second train judgment running speed is 1; wherein the second train determination running speed is less than the first train determination running speed;
when the absolute value of the difference between any effective speed value and the reference speed is greater than the percentage threshold of the reference vehicle speed, or the absolute value of the difference between the first real speed value and the reference speed is greater than the percentage threshold of the reference vehicle speed, determining that the corresponding third fault flag is 1;
when the absolute value of the difference between the first effective speed value and the second effective speed value is greater than the duty ratio threshold of the reference vehicle speed, or the absolute value of the difference between the first real speed value and the second real speed value is greater than the duty ratio threshold of the reference vehicle speed, determining that the first fault flag and the second fault flag are 1;
when the absolute value of the difference between the third effective speed value and the fourth effective speed value is greater than the duty ratio threshold of the reference vehicle speed, or the absolute value of the difference between the third real speed value and the fourth real speed value is greater than the duty ratio threshold of the reference vehicle speed, determining that the third fault flag and the fourth fault flag are 1;
and when the absolute value of the difference between the fifth effective speed value and the sixth effective speed value is greater than the duty ratio threshold of the reference vehicle speed, or the absolute value of the difference between the fifth real speed value and the sixth real speed value is greater than the duty ratio threshold of the reference vehicle speed, determining that the fifth fault flag and the sixth fault flag are 1. In a possible implementation manner, the determining, according to the first to sixth real speed values and the second fault flag, the first to sixth effective speed values specifically includes:
when the second fault flag corresponding to each of the first effective speed value to the sixth effective speed value is 0, the first effective speed value is equal to the first real speed value until the sixth effective speed value is equal to the sixth real speed value;
when the first second fault flag is 1 and the second fault flag is 0, the first effective speed value is equal to the second real speed value; when the second fault flag is 1 and the first second fault flag is 0, the second effective speed value is equal to the first real speed value;
when the first second fault flag is 1, the second fault flag is 1, and the first effective speed value or the second effective speed value is 0, determining that the first motor is in fault;
when the third second fault flag is 1 and the fourth second fault flag is 0, the third effective speed value is equal to the fourth real speed value; when the fourth second fault flag is 1 and the third second fault flag is 0, the fourth effective speed value is equal to the third true speed value;
when the third second fault flag is 1, the fourth second fault flag is 1, and the third effective speed value or the fourth effective speed value is 0, determining that the second motor is in fault;
when the fifth second fault flag is 1 and the sixth second fault flag is 0, the fifth effective speed value is equal to the sixth true speed value; when the sixth second failure flag is 1 and the fifth second failure flag is 0, the sixth effective speed value is equal to the fifth true speed value;
when the fifth second fault flag is 1, the sixth second fault flag is 1, and the fifth effective speed value is equal to the average vehicle speed, determining that the third sensor is in fault;
when the fifth second failure flag is 1 and the sixth second failure flag is 1, and the sixth effective speed value is equal to the average vehicle speed, it is determined that the fourth sensor is failed.
In a possible implementation manner, the determining an average vehicle speed according to an initial value of a sum of the first effective speed value to the sixth effective speed value, a preset no-fault speed value, and an initial value of the number of no-fault speeds specifically includes:
when each second fault mark is 0, the sum of the fault-free speed values is equal to the sum of the initial value of the sum of the fault-free speed values and the corresponding real speed value, and the number of the fault-free speeds is equal to the initial value of the number of the fault-free speeds;
when any one of the second fault flags is 1, the sum of the fault-free speed values is equal to the initial value of the sum of the fault-free speed values, and the number of the fault-free speeds is equal to the initial value of the number of the fault-free speeds;
and when the number of the fault-free speeds is more than or equal to 1, dividing the sum of the fault-free speed values by the number of the fault-free speeds to obtain the average speed.
In one possible implementation, before the vehicle speed calibration condition is met, the method further includes:
determining the difference between a first effective speed value of the train at the current moment and a first effective speed value at the previous moment, and determining that the train speed calibration condition is met until the difference between a sixth effective speed value at the current moment and a sixth effective speed value at the previous moment is smaller than a preset first threshold;
and when each second fault mark is 0 and any one effective speed value, any one real speed value and the average vehicle speed are all larger than a preset second threshold value, starting to carry out speed calibration.
In a possible implementation manner, when the vehicle speed calibration condition is met, calculating a first shaft speed difference value to a sixth shaft speed difference value, calculating a first compensation coefficient to a sixth compensation coefficient according to the first shaft speed difference value to the sixth shaft speed difference value and a preset reference speed, and calculating a first actual speed to a sixth actual speed according to the first compensation coefficient to the sixth compensation coefficient and the first actual speed value to the sixth actual speed value specifically includes:
determining corresponding first to sixth shaft speed difference values according to the difference between each effective speed value and the reference speed;
determining corresponding first to sixth compensation coefficients according to the ratios of the first to sixth shaft speed difference values to the reference speed;
and determining corresponding first to sixth actual speeds according to the quotient of dividing the first to sixth effective speed values by the corresponding compensation coefficient plus 1.
In one possible implementation, the method further includes, after the step of:
dividing each of the first effective speed value to the fourth effective speed value by pi, then dividing the divided value by the gear box transformation ratio, then dividing the divided value by the wheel diameter value, and determining the corresponding first motor frequency and second motor frequency;
multiplying a preset third threshold value by the first actual speed to the sixth actual speed respectively to determine the train traction characteristics;
and sending the average speed to a train network.
By applying the speed processing method of the multi-speed sensor system for the train, provided by the embodiment of the invention, the fault judgment is firstly carried out on each speed signal, then the fault signal is eliminated, the effective signal is obtained, the average speed is calculated, the speed compensation is carried out on the basis of the effective signal, the wheel diameter calibration and the motor control are realized, and the speed control of the train is finally realized.
Drawings
Fig. 1 is a schematic flow chart of a speed processing method of a train multi-speed sensor system according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a velocity acquisition system according to an embodiment of the present invention;
FIG. 3 is a block diagram of a speed processing of a multi-speed sensor system for a train, provided by an embodiment of the invention;
fig. 4 is a schematic flow chart of sampling an original speed signal by the FPGA according to the embodiment of the present invention;
FIG. 5A is a schematic time-motor current diagram provided by an embodiment of the present invention;
FIG. 5B is a partial enlarged view of FIG. 5A;
FIG. 6A is a graph of time versus actual velocity after conversion as provided by an embodiment of the present invention;
fig. 6B is a partially enlarged view of fig. 6A.
Detailed Description
The present application will be described in further detail with reference to the following drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the relevant invention and not restrictive of the invention. It should be further noted that, for the convenience of description, only the portions related to the related invention are shown in the drawings.
It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict. The present application will be described in detail below with reference to the embodiments with reference to the attached drawings.
Fig. 1 is a schematic flow chart of a speed processing method of a train multi-speed sensor system according to an embodiment of the present invention. Fig. 2 is a schematic diagram of a speed acquisition system according to an embodiment of the present invention. Fig. 3 is a block diagram of a speed processing of a train multi-speed sensor system according to an embodiment of the present invention. The flow of the present application will be described with reference to fig. 1 and 3.
The execution main body of the speed processing method of the multi-speed sensor system for the train is a speed acquisition system for the train, the speed acquisition system comprises a Field-Programmable Gate Array (FPGA) and a Digital Signal Processing (DSP) chip as shown in fig. 2, the FPGA acquires 6 paths of speed signals by adopting an M method, the speed signals are subjected to digital processing and then sent to the DSP chip, the DSP chip is further subjected to calculation processing to obtain various processed speed information, the processed speed information can be subjected to wheel diameter calibration and motor control, and finally train speed control is realized, so that the reliability is high, and the redundancy is strong.
As shown in fig. 1, the main implementation of the method is a velocity acquisition system, and the method includes the following steps:
Specifically, before step 110, the speed acquisition system needs to acquire the original speed signals corresponding to the moving axis and the trailing axis. Each train contains two bogies, which may be referred to as a first bogie including a first moving axle and a first trailing axle, and a second bogie including a second moving axle and a second trailing axle. Referring to fig. 2, the first moving axis is M1, the second moving axis is M2, the first dragging axis is T1, and the second dragging axis is T2. The first movable shaft is mechanically connected with a first motor through corresponding transmission devices such as a gear box and the like, a first sensor is arranged on the first motor and is divided into a path a and a path b, a first original speed signal and a second original speed signal of the first movable shaft are equivalently collected, and the running direction of the train is judged. The direction judgment can be based on the waveforms of the two original speed signals a and b, if the waveform of a leads the waveform of b, the train direction is determined to be forward, and if the waveform of a lags the waveform of b, the train direction is determined to be backward. And a third sensor is directly arranged on the first dragging shaft and is used for directly acquiring a fifth original speed signal of the first dragging shaft. And similarly, a second sensor is arranged on the second motor, the second sensor is divided into a path a and a path b, a third original speed signal and a fourth original speed signal of the second moving shaft are equivalently acquired, and the running direction of the train is judged. And a fourth sensor is directly arranged on the second dragging shaft and is used for directly acquiring a sixth original speed signal of the second dragging shaft. The method specifically comprises the following steps as shown in figure 2:
specifically, the FPGA in the train speed system collects 6 speed signals, i.e., the first to sixth original speed signals, at a sampling frequency Fspd, which is usually several tens of MHz. The first original speed signal can be referred to as spd _ m1_ a, the second original speed signal can be referred to as spd _ m1_ b, the third original speed signal can be referred to as spd _ m2_ a, the fourth original speed signal can be referred to as spd _ m2_ b, the fifth original speed signal can be referred to as spd _ t1, and the sixth original speed signal can be referred to as spd _ t 2. The first sensor to the fourth sensor are all speed sensors.
Wherein, the execution sequence of the steps 201 to 204 is not affected by the number.
specifically, the FPGA converts the first original speed signal to the sixth original speed signal into a digital quantity, obtains first speed information to sixth speed information, and sequentially records as: and the spd1, the spd2, the spd3, the spd4, the spd5 and the spd6 are output to the DSP chip.
The FPGA can transmit the spd [ x ] to the DSP through a dual-port Random Access Memory (RAM), so that the transmission speed is increased, and the DSP can perform subsequent calculation quickly.
Specifically, since the signal of the speed sensor has a certain level characteristic, when it is stationary, the level is Uo. When it is rotated, it is a pulse signal of high level Uup, low level Udw, and duty ratio of 50%. At this time, the FPGA judges the signal with a tolerance of Δ U, and when the speed signal range exceeds the preset first interval Uo ± Δ U, the preset second interval Uup ± Δ U, and the preset third difference Udw ± Δ U, a specific signal failure is reported, which may be denoted as a first failure flag, and may be denoted by F _ FPGA _ spd1, F _ FPGA _ spd2, F _ FPGA _ spd3, F _ FPGA _ spd4, F _ FPGA _ spd5, and F _ FPGA _ spd6 in this order. Where tolerance is the error tolerance, in units of V, a preset value.
And 120, calculating a first real speed value to a fourth real speed value according to the tooth number of the first sensor and the second sensor, the gear box transformation ratio and the wheel diameter value, and the first speed information to the fourth speed information, and calculating a fifth real speed value to a sixth real speed value according to the tooth number of the third sensor and the fourth sensor, the wheel diameter value, the fifth speed information and the sixth speed information.
Specifically, step 120 includes:
when any one of the first to sixth speed information is 0, the first to sixth real speed values are 0;
when the first speed information and the fourth speed information are not 0, dividing the sampling frequency by any one of the first speed information and the fourth speed information, then dividing by the corresponding number of teeth of the sensor, then dividing by the corresponding gear box transformation ratio, then multiplying by the corresponding wheel diameter value, and then multiplying by pi to determine any one of a first real speed value corresponding to the first speed information and a fourth real speed value corresponding to the fourth speed information;
and when the fifth speed information and the sixth speed information are not 0, dividing the sampling frequency by the fifth speed information or the sixth speed information, dividing by the corresponding number of teeth of the sensor, multiplying by the corresponding wheel diameter value, and multiplying by pi to determine a fifth real speed value corresponding to the fifth speed information or a sixth real speed value corresponding to the sixth speed information.
The above-described contents will be specifically described below. DSP _ spd [ x ] sequentially represents the first to sixth real speed values according to the value of x.
For the first speed information to the fourth speed information of the first moving axis and the second moving axis, because the speed sensor directly collects the motor speed, the speed sensor needs to be converted by combining the tooth number Num [ x ], the gear box transformation ratio [ x ] and the wheel diameter value Dwheel [ x ] to obtain a first real speed value to a fourth real speed value, which is specifically as follows:
when spd [ x ] is 0, DSP _ spd [ x ] is 0;
otherwise, DSP _ spd [ x ] ═ Fspd/spd [ x ]/Num [ x ]/ratio × Dwheel ·. Wherein x is 1,2,3, 4.
For the fifth speed information and the sixth speed information of the first dragging shaft and the second dragging shaft, the speed sensor directly acquires the speed of the wheel shaft, so that conversion is only needed to be carried out by combining the tooth number Num [ x ] of the speed sensor and the wheel diameter value Dwheel [ x ] to obtain a fifth real speed value and a sixth real speed value, which are specifically as follows:
when spd [ x ] is 0, DSP _ spd [ x ] is 0;
otherwise, DSP _ spd [ x ] ═ Fspd/spd [ x ]/Num [ x ] × Dwheel × pi. Wherein x is 5, 6.
While step 130 is executed, it is determined that the following steps are executed to determine a third failure flag, and after the third failure flag is determined, a second failure flag is determined through the third failure flag and the first failure flag, so as to facilitate calculation of the effective speed value, which is specifically as follows:
determining a third fault sign according to the first effective speed value to the sixth effective speed value, the first real speed value and the second real speed value, the upper limit of the train running speed, the first train judgment running speed and the second train judgment running speed;
and determining a second fault mark according to the first fault mark or the third fault mark.
Next, how to determine the third failure flag will be specifically described.
When each effective speed value or the corresponding real speed value is greater than the upper limit of the train speed, the corresponding third fault mark is 1;
when the maximum value in the effective speed values or the maximum value in the real speed values is greater than the first train judgment running speed, and any effective speed value is smaller than the second train judgment running speed, or any real speed value is smaller than the second train judgment running speed, a third fault mark corresponding to the effective speed value being smaller than the second train judgment running speed is 1, or a third fault mark corresponding to the real speed value being smaller than the second train judgment running speed is 1; wherein the second train determination running speed is less than the first train determination running speed;
when the absolute value of the difference between any effective speed value and the reference speed is greater than the percentage threshold of the reference vehicle speed, or the absolute value of the difference between the first real speed value and the reference speed is greater than the percentage threshold of the reference vehicle speed, determining that the corresponding third fault flag is 1;
when the absolute value of the difference between the first effective speed value and the second effective speed value is greater than the duty ratio threshold of the reference vehicle speed, or the absolute value of the difference between the first real speed value and the second real speed value is greater than the duty ratio threshold of the reference vehicle speed, determining that the first fault flag and the second fault flag are 1;
when the absolute value of the difference between the third effective speed value and the fourth effective speed value is greater than the duty ratio threshold of the reference vehicle speed, or the absolute value of the difference between the third real speed value and the fourth real speed value is greater than the duty ratio threshold of the reference vehicle speed, determining that the third fault flag and the fourth fault flag are 1;
and when the absolute value of the difference between the fifth effective speed value and the sixth effective speed value is greater than the duty ratio threshold of the reference vehicle speed, or the absolute value of the difference between the fifth real speed value and the sixth real speed value is greater than the duty ratio threshold of the reference vehicle speed, determining that the fifth fault flag and the sixth fault flag are 1. The above steps are specifically described below. Wherein, F _ dsp _ spd [1] to F _ dsp _ spd [6] sequentially represent the first third fault flag to the sixth third fault flag. F _ spd [1] to F _ spd [6] sequentially represent the first second failure flag to the sixth second failure flag.
The determination of the third fault flag F _ dsp _ spd [ x ] is as follows:
when V _ car [ x ] or DSP _ spd [ x ] > V _ max, F _ DSP _ spd [ x ] ═ 1; wherein, V _ max is the upper limit of the train speed and is a preset empirical value;
f _ DSP _ spd [ x ] ═ 1 when max (V _ car [ x ]) or max (DSP _ spd [ x ]) > V _ min1, and there is either V _ car [ x ] or either DSP _ spd [ x ] < V _ min 2; wherein, V _ min1 is the first train judgment running speed, and V _ min2 is the second train judgment running speed; the first train judgment operation speed and the second train judgment operation speed are both preset empirical values, and V _ min1 is more than V _ min 2;
when abs (V _ car [ x ] -Vref _ car) or abs (DSP _ spd [1] -Vref _ car) > V _ dis, F _ DSP _ spd [ x ] ═ 1; wherein, V _ dis is a ratio threshold of the reference vehicle speed, and is generally 30% of the reference vehicle speed. However, when the reference vehicle speed is abruptly increased, V _ dis is not sampled. For example, if the current reference vehicle speed is 100m/s, the shaft speed is suddenly acquired to 150m/s, the current reference vehicle speed is considered to be invalid, V _ dis is not adopted in a short time, and if the current reference vehicle speed is maintained for a long time, the sampling fault is considered.
When x is 1,2, abs (V _ car [1] -V _ car [2]) or abs (DSP _ spd [1] -DSP _ spd [2]) > V _ dis, F _ DSP _ spd [ x ] ═ 1;
abs (V _ car [3] -V _ car [4]) or abs (DSP _ spd [3] -DSP _ spd [4]) > V _ dis, when x is 3,4, F _ DSP _ spd [ x ] ═ 1;
when x is 5 or 6, abs (V _ car [5] -V _ car [6]) or abs (DSP _ spd [5] -DSP _ spd [6]) > V _ dis, F _ DSP _ spd [ x ] is 1.
Finally, when the first failure flag F _ fpga _ spd [ x ] is 1 or F _ dsp _ spd [ x ] is 1, F _ spd [ x ] is 1.
After the second failure flag is determined by the above method, the failure information may be eliminated by combining each second failure flag and the real speed value, so as to determine the effective speed value, and how to determine the first to sixth effective speed values according to the first to sixth real speed values and the second failure flag in step 130 is specifically described below.
When the second fault flag corresponding to each of the first effective speed value to the sixth effective speed value is 0, the first effective speed value is equal to the first real speed value until the sixth effective speed value is equal to the sixth real speed value;
when the first second fault flag is 1 and the second fault flag is 0, the first effective speed value is equal to the second real speed value; when the second fault flag is 1 and the first second fault flag is 0, the second effective speed value is equal to the first real speed value;
when the first second fault flag is 1, the second fault flag is 1, and the first effective speed value or the second effective speed value is 0, determining that the first motor is in fault;
when the third second fault flag is 1 and the fourth second fault flag is 0, the third effective speed value is equal to the fourth real speed value; when the fourth second fault flag is 1 and the third second fault flag is 0, the fourth effective speed value is equal to the third true speed value;
when the third second fault flag is 1, the fourth second fault flag is 1, and the third effective speed value or the fourth effective speed value is 0, determining that the second motor is in fault;
when the fifth second fault flag is 1 and the sixth second fault flag is 0, the fifth effective speed value is equal to the sixth true speed value; when the sixth second failure flag is 1 and the fifth second failure flag is 0, the sixth effective speed value is equal to the fifth true speed value;
when the fifth second fault flag is 1, the sixth second fault flag is 1, and the fifth effective speed value is equal to the average vehicle speed, determining that the third sensor is in fault;
when the fifth second failure flag is 1 and the sixth second failure flag is 1, and the sixth effective speed value is equal to the average vehicle speed, it is determined that the fourth sensor is failed.
The above-described situation will be described in more detail. The first to sixth effective speed values may be sequentially represented by V _ car [ x ] according to a value of x, and the first to sixth real speed values may be sequentially represented by DSP _ spd [ x ] according to a value of x.
For x ═ 1:
when F _ spd [ x ] is 0, V _ car [ x ] is DSP _ spd [ x ];
when F _ spd [ x ] is 1 and F _ spd [ x +1] is 0, V _ car [ x ] is DSP _ spd [ x +1 ];
when F _ spd [ x ] is 1 and F _ spd [ x +1] is 1, V _ car [ x ] is 0, and a first sensor failure on the first motor is reported, requiring shutdown for fault handling or switching speed sensor-less control.
For x ═ 2:
when F _ spd [ x ] is 0, V _ car [ x ] is DSP _ spd [ x ];
when F _ spd [ x ] is 1 and F _ spd [ x-1] is 0, V _ car [ x ] is DSP _ spd [ x-1 ];
when F _ spd [ x ] is 1 and F _ spd [ x-1] is 1, V _ car [ x ] is 0, and a first sensor failure on the first motor is reported, requiring shutdown for fault handling or switching without speed sensor control.
For x ═ 3:
when F _ spd [ x ] is 0, V _ car [ x ] is DSP _ spd [ x ];
when F _ spd [ x ] is 1 and F _ spd [ x +1] is 0, V _ car [ x ] is DSP _ spd [ x +1 ];
when F _ spd [ x ] is 1 and F _ spd [ x +1] is 1, V _ car [ x ] is 0, and a second sensor failure on the second motor is reported, requiring shutdown for fault handling or switching speed sensor-less control.
For x ═ 4:
when F _ spd [ x ] is 0, V _ car [ x ] is DSP _ spd [ x ];
when F _ spd [ x ] is 1 and F _ spd [ x-1] is 0, V _ car [ x ] is DSP _ spd [ x-1 ];
when F _ spd [ x ] is 1 and F _ spd [ x-1] is 1, V _ car [ x ] is 0, and a second sensor failure on the second motor is reported, requiring shutdown for fault handling or switching speed sensor-less control.
For x ═ 5:
when F _ spd [ x ] is 0, V _ car [ x ] is DSP _ spd [ x ];
when F _ spd [ x ] is 1 and F _ spd [ x +1] is 0, V _ car [ x ] is DSP _ spd [ x +1 ];
when F _ spd [ x ] is 1 and F _ spd [ x +1] is 1, V _ car [ x ] is Vave _ car, i.e., the average vehicle speed, and a third sensor failure is reported. Here, Vave _ car is the average vehicle speed, and the calculation of the average vehicle speed in step 140 is specifically described, which is not described herein again.
For x ═ 6:
when F _ spd [ x ] is 0, V _ car [ x ] is DSP _ spd [ x ];
when F _ spd [ x ] is 1 and F _ spd [ x-1] is 0, V _ car [ x ] is DSP _ spd [ x-1 ];
when F _ spd [ x ] is 1 and F _ spd [ x-1] is 1, V _ car [ x ] is Vave _ car, i.e., the average vehicle speed, and a fourth sensor fault is reported.
Specifically, step 140 includes the following steps:
when each second fault mark is 0, the sum of the fault-free speed values is equal to the sum of the initial value of the sum of the fault-free speed values and the corresponding real speed value, and the number of the fault-free speeds is equal to the initial value of the number of the fault-free speeds;
when any one of the second fault flags is 1, the sum of the fault-free speed values is equal to the initial value of the sum of the fault-free speed values, and the number of the fault-free speeds is equal to the initial value of the number of the fault-free speeds;
and when the number of the fault-free speeds is more than or equal to 1, dividing the sum of the fault-free speed values by the number of the fault-free speeds to obtain the average speed.
The above-described contents will be specifically described below.
First, initial values may be set: that is, the initial value of the sum of the no-fault speed values is set to Vave _ car _ temp equal to 0, and the initial value of the number of no-fault speeds is set to Num _ temp equal to 0.
For x ═ 1,2,3,4, 5,6, the following operations are performed, respectively:
when F _ spd [ x ] ═ 0, Vave _ car _ temp ═ Vave _ car _ temp + DSP _ spd [ x ], and Num _ temp ═ Num _ temp + 1;
when F _ spd [ x ] ═ 1, Vave _ car _ temp ═ Vave _ car _ temp, and Num _ temp ═ Num _ temp.
If Num _ temp is greater than or equal to 1 after 6 speeds are executed, Vave _ car is equal to Vave _ car _ temp/Num _ temp;
otherwise, Vave _ car is 0.
Here, the calculated average vehicle speed Vave _ car may be uploaded to a train network as a train reference speed, so that a control system of the train can control the vehicle to implement redundant control.
And 150, when the vehicle speed calibration condition is met, calculating a first shaft speed difference value to a sixth shaft speed difference value, calculating a first compensation coefficient to a sixth compensation coefficient according to the first shaft speed difference value to the sixth shaft speed difference value and a preset reference speed, and calculating a first actual speed to a sixth actual speed according to the first compensation coefficient to the sixth compensation coefficient and the first actual speed value to the sixth actual speed value.
In the speed acquisition system of this application, the default wheel footpath value all equals, and is a fixed value, but the train is at the actual motion in-process, because the friction between wheel and the track, the actual wheel footpath value will change to lead to the appearance of speed deviation, therefore this application can be through carrying out speed compensation, avoids the speed acquisition system trouble because of speed deviation leads to. How the speed compensation is performed will be specifically described below.
Before step 150 is executed, that is, before speed compensation is performed, it is determined whether a vehicle speed calibration condition is met, a difference between a first effective speed value of the train at the current time and a first effective speed value at the previous time may be determined, and the vehicle speed calibration condition is determined to be met until differences between a sixth effective speed value at the current time and a sixth effective speed value at the previous time are both smaller than a preset first threshold;
firstly, judging the stability of train speed of a train, namely when the difference delta V _ car [ x ] between the front moment and the rear moment of each axle speed of the train is V _ car [ x ] T-V _ car [ x ] T-1, meeting the condition that the delta V _ car [ x ] is less than Vchand _ min in T time, judging that the train speed is stable at the moment, and having a train speed calibration condition; where Δ V _ car [ x ] is positive, indicating acceleration, and when Δ V _ car [ x ] is negative, indicating deceleration, and when Δ V _ car [ x ] is near 0, indicating speed stability, vchand _ min is a preset first threshold value, which is an empirical value, and can be set empirically.
And after the condition that the vehicle speed calibration is met is determined, performing speed calibration enabling judgment. The speed calibration enabling judgment specifically includes that when each second fault flag is 0, and any one effective speed value, any one real speed value and the average vehicle speed are all larger than a preset second threshold value, speed calibration is started.
The speed calibration enables a judgment that speed calibration is started when F _ spd [ x ] is 0 and V _ car [ x ] is > 10m/s and DSP _ spd [ x ] is > 10m/s and Vave _ car is > 10 m/s. The second threshold value here is an empirical value, and may be set empirically, for example, may be set to 10 m/s.
After the speed calibration enable determination is made, the speed calibration is started, and how to perform the speed calibration will be described in detail below.
Determining corresponding first to sixth shaft speed difference values according to the difference between each effective speed value and the reference speed;
determining corresponding first to sixth compensation coefficients according to the ratios of the first to sixth shaft speed difference values to the reference speed;
and determining corresponding first to sixth actual speeds according to the quotient of dividing the first to sixth effective speed values by the corresponding compensation coefficient plus 1.
The speed calibration process is described in more detail as follows:
selecting a reference speed Vref _ car, and when F _ spd [2] ═ 0, Vref _ car equals V _ car [2], otherwise Vref _ car equals Vave _ car;
calculating a difference value between the speeds of the respective shafts, wherein Δ Vref _ car [ x ] ═ V _ car [ x ] -Vref _ car;
calculating a compensation coefficient, wherein V _ coeff [ x ] ═ Δ Vref _ car [ x ]/Vref _ car, and the limit value is +/-0.1;
finally, a calibrated actual speed is calculated, V _ com [ x ] ═ V _ car [ x ]/(V _ coeff [ x ] + 1).
Where Δ Vref _ car [ x ] is a value according to x, and may sequentially represent first to sixth shaft speed difference values, V _ coeff [ x ] may sequentially represent first to sixth compensation coefficients according to a value of x, and V _ com [ x ] may sequentially represent first to sixth actual speeds according to a value of x.
Further, for each of the first effective velocity value to the fourth effective velocity value calculated by the present application, the division is performed by pi, the division is performed by the gear box transformation ratio, and the division is performed by the wheel diameter value, so as to determine the corresponding first motor frequency and second motor frequency, and the calculated motor frequency can be used for motor vector control.
That is, Fs [ x ] ═ V _ car [ x ]/(pi × Dwheel [ x ]) transfer [ x ], where Fs [ x ] denotes the first motor frequency when x in Fs [ x ] is 1 and 2, and Fs [ x ] denotes the second motor frequency when x in Fs [ x ] is 3 and 4. In actual use, Fs 1 is used to represent the first motor frequency, and Fs 2 is used to represent the first motor frequency when Fs 1 is failed. Similarly, in actual use, Fs 3 is used to represent the second motor frequency, and when Fs 3 is failed, Fs 4 is used to represent the second motor frequency.
Further, the train traction characteristic can be determined by respectively multiplying the first actual speed to the sixth actual speed by a preset third threshold value to obtain the converted first actual speed to the converted sixth actual speed and searching a preset train traction characteristic curve.
The train traction characteristic curve is stored in a control system of the train, the relationship between the speed and the traction is represented, after the converted speed of the train is determined, the current traction can be determined through the train traction characteristic curve, the current torque can be determined through the current traction, and therefore the motor is controlled through the torque, and the motor can control the speed of a moving shaft and a dragging shaft.
V _ com _ kmh [ x ] ═ V _ com [ x ] × 3.6. Where V _ com _ kmh [ x ] sequentially represents the first actual speed after the conversion to the sixth actual speed after the conversion, where the conversion is in units, according to the value of x, and the third threshold value is 3.6. When x is 1-6 in sequence, six converted first actual speeds from V _ com _ kmh [1] to V _ com _ kmh [6] to sixth actual speeds from V _ com _ kmh [1] to V _ com _ kmh [6] can be obtained through calculation, and the corresponding traction characteristics are determined by searching a train traction characteristic curve.
Further, when the actual speed calculation is wrong, the average speed can be sent to a train network and other systems, such as a brake system, so that the train network can send the average speed to a control system, the control system controls the train through the average speed, and the brake system controls the braking of the train through the average speed. Thereby realizing redundant control of the train.
In practical application, the first compensation coefficient to the sixth compensation coefficient calculated by the method can be used as theoretical compensation coefficients, and the actual compensation coefficients can be acquired in real time in the running process of the train, so that the theoretical compensation coefficients calculated by the method are consistent with the actual compensation coefficients again, for example, the theoretical compensation coefficients and the actual compensation coefficients are verified to be consistent, and the method is applied to the control of the train
Shown in table 1.
TABLE 1
In practical application, a train traction experiment is carried out under the working condition that speed sensors corresponding to two trailing axles are disconnected, the speed acquisition system can report that the trailing axle speed sensors have faults (F _ spd1 is 0, F _ spd2 is 0, F _ spd3 is 0, F _ spd4 is 0, F _ spd5 is 1, and F _ spd6 is 1), normal traction and braking operation can be carried out, and 4 moving axle speed measurements are basically consistent. Referring to fig. 5A and 5B, in fig. 5A and 5B, the horizontal axis represents time and the vertical axis represents motor current, and it can be seen from fig. 5A and 5B that the current smoothly varies, operates stably, and shows a good effect. Referring to fig. 6A and 6B, the horizontal axis represents time, the vertical axis represents converted real speed, V _ com _ kmh12 represents converted first real speed and converted second real speed, and V _ com _ kmh34 represents converted third real speed and converted fourth real speed.
By applying the speed processing method of the multi-speed sensor system for the train, provided by the embodiment of the invention, the fault judgment is firstly carried out on each speed signal, then the fault signal is eliminated, the effective signal is obtained, the average speed is calculated, the speed compensation is carried out on the basis of the effective signal, the wheel diameter calibration and the motor control are realized, and the speed control of the train is finally realized.
Those of skill would further appreciate that the various illustrative components and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware, computer software, or combinations of both, and that the various illustrative components and steps have been described above generally in terms of their functionality in order to clearly illustrate this interchangeability of hardware and software. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
The steps of a method or algorithm described in connection with the embodiments disclosed herein may be embodied in hardware, a software module executed by a processor, or a combination of the two. A software module may reside in Random Access Memory (RAM), memory, Read Only Memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art.
The above embodiments are provided to further explain the objects, technical solutions and advantages of the present invention in detail, it should be understood that the above embodiments are merely exemplary embodiments of the present invention and are not intended to limit the scope of the present invention, and any modifications, equivalents, improvements and the like made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (10)
1. A method for processing the speed of a multi-speed sensor system for a train, the method comprising:
acquiring first speed information and second speed information corresponding to a first sensor on a first motor on a first moving shaft, third speed information and fourth speed information corresponding to a second sensor on a second motor on a second moving shaft, fifth speed information corresponding to a third sensor on a first dragging shaft, sixth speed information corresponding to a fourth sensor on a second dragging shaft and a first fault mark corresponding to each speed information;
calculating a first real speed value to a fourth real speed value according to the tooth number of the first sensor and the second sensor, the gear box transformation ratio and the wheel diameter value, and the first speed information to the fourth speed information, and calculating a fifth real speed value to a sixth real speed value according to the tooth number of the third sensor and the fourth sensor, the wheel diameter value, the fifth speed information and the sixth speed information;
determining a first effective speed value to a sixth effective speed value according to the first real speed value to the sixth real speed value and a second fault mark;
determining an average speed according to the initial values of the sum of the first effective speed value to the sixth effective speed value, the preset fault-free speed value and the number of the fault-free speeds;
and when the vehicle speed calibration condition is met, calculating a first shaft speed difference value to a sixth shaft speed difference value, calculating a first compensation coefficient to a sixth compensation coefficient according to the first shaft speed difference value to the sixth shaft speed difference value and a preset reference speed, and calculating a first actual speed to a sixth actual speed according to the first compensation coefficient to the sixth compensation coefficient and the first actual speed value to the sixth actual speed value.
2. The method of claim 1, further comprising, prior to the method:
sampling a first original speed signal and a second original speed signal measured by a first sensor on a first motor on a first moving shaft on a train;
sampling a third original speed signal and a fourth original speed signal measured by a second sensor on a second motor on a second moving shaft on the train;
sampling a fifth original speed signal measured by a third sensor on a first towing shaft on the train;
sampling a sixth original speed signal measured by a fourth sensor on a second trailing axle on the train; the train is provided with a first bogie and a second bogie, wherein the first bogie comprises the first moving shaft and the first towing shaft, and the second bogie comprises the second moving shaft and the second towing shaft;
carrying out digital processing on the first original speed signal to the sixth original speed signal to obtain first speed information to sixth speed information;
judging the first speed signal to the sixth speed signal, and when any one of the first speed signal to the sixth speed signal exceeds any one of a preset first interval, a preset second interval and a preset third interval, determining that a first fault flag corresponding to the speed signal exceeding any one of the preset first interval, the preset second interval and the preset third interval is 1; where 1 indicates a fault.
3. The method according to claim 1, wherein calculating a first to a fourth real speed value based on the number of teeth of the first sensor, the second sensor, the gear box ratio and the wheel diameter value, the first to fourth speed information, and calculating a fifth to a sixth real speed value based on the number of teeth and the wheel diameter value of the third sensor, the fourth sensor, the fifth speed information and the sixth speed information specifically comprises:
when any one of the first to sixth speed information is 0, the first to sixth real speed values are 0; wherein 0 represents normal;
when the first speed information and the fourth speed information are not 0, dividing the sampling frequency by any one of the first speed information and the fourth speed information, then dividing by the corresponding number of teeth of the sensor, then dividing by the corresponding gear box transformation ratio, then multiplying by the corresponding wheel diameter value, and then multiplying by pi to determine any one of a first real speed value corresponding to the first speed information and a fourth real speed value corresponding to the fourth speed information;
and when the fifth speed information and the sixth speed information are not 0, dividing the sampling frequency by the fifth speed information or the sixth speed information, dividing by the corresponding number of teeth of the sensor, multiplying by the corresponding wheel diameter value, and multiplying by pi to determine a fifth real speed value corresponding to the fifth speed information or a sixth real speed value corresponding to the sixth speed information.
4. A method according to claim 1, wherein when determining first to sixth effective speed values from said first to sixth real speed values and a second fault flag, the method further comprises:
determining a third fault sign according to the first to sixth effective speed values, the first and second real speed values, the upper limit of the train running speed, the first train judgment running speed and the second train judgment running speed;
and determining a second fault mark according to the first fault mark or the third fault mark.
5. The method according to claim 4, wherein the determining a third fault flag according to the first to sixth effective speed values, the first and second real speed values, the upper limit of train operation speed, the first train determination operation speed, and the second train determination operation speed specifically comprises:
when each effective speed value or the corresponding real speed value is greater than the upper limit of the train speed, the corresponding third fault mark is 1;
when the maximum value in the effective speed values or the maximum value in the real speed values is greater than the first train judgment running speed, and any effective speed value is smaller than the second train judgment running speed, or any real speed value is smaller than the second train judgment running speed, a third fault mark corresponding to the effective speed value being smaller than the second train judgment running speed is 1, or a third fault mark corresponding to the real speed value being smaller than the second train judgment running speed is 1; wherein the second train determination running speed is less than the first train determination running speed;
when the absolute value of the difference between any effective speed value and the reference speed is greater than the percentage threshold of the reference vehicle speed, or the absolute value of the difference between the first real speed value and the reference speed is greater than the percentage threshold of the reference vehicle speed, determining that the corresponding third fault flag is 1;
when the absolute value of the difference between the first effective speed value and the second effective speed value is greater than the duty ratio threshold of the reference vehicle speed, or the absolute value of the difference between the first real speed value and the second real speed value is greater than the duty ratio threshold of the reference vehicle speed, determining that the first fault flag and the second fault flag are 1;
when the absolute value of the difference between the third effective speed value and the fourth effective speed value is greater than the duty ratio threshold of the reference vehicle speed, or the absolute value of the difference between the third real speed value and the fourth real speed value is greater than the duty ratio threshold of the reference vehicle speed, determining that the third fault flag and the fourth fault flag are 1;
and when the absolute value of the difference between the fifth effective speed value and the sixth effective speed value is greater than the duty ratio threshold of the reference vehicle speed, or the absolute value of the difference between the fifth real speed value and the sixth real speed value is greater than the duty ratio threshold of the reference vehicle speed, determining that the fifth fault flag and the sixth fault flag are 1.
6. The method according to claim 4, wherein the determining, according to the first to sixth real speed values and the second fault flag, the first to sixth effective speed values specifically comprises:
when the second fault flag corresponding to each of the first effective speed value to the sixth effective speed value is 0, the first effective speed value is equal to the first real speed value until the sixth effective speed value is equal to the sixth real speed value;
when the first second fault flag is 1 and the second fault flag is 0, the first effective speed value is equal to the second real speed value; when the second fault flag is 1 and the first second fault flag is 0, the second effective speed value is equal to the first real speed value;
when the first second fault flag is 1, the second fault flag is 1, and the first effective speed value or the second effective speed value is 0, determining that the first motor is in fault;
when the third second fault flag is 1 and the fourth second fault flag is 0, the third effective speed value is equal to the fourth real speed value; when the fourth second fault flag is 1 and the third second fault flag is 0, the fourth effective speed value is equal to the third true speed value;
when the third second fault flag is 1, the fourth second fault flag is 1, and the third effective speed value or the fourth effective speed value is 0, determining that the second motor is in fault;
when the fifth second fault flag is 1 and the sixth second fault flag is 0, the fifth effective speed value is equal to the sixth true speed value; when the sixth second failure flag is 1 and the fifth second failure flag is 0, the sixth effective speed value is equal to the fifth true speed value;
when the fifth second fault flag is 1, the sixth second fault flag is 1, and the fifth effective speed value is equal to the average vehicle speed, determining that the third sensor is in fault;
when the fifth second failure flag is 1 and the sixth second failure flag is 1, and the sixth effective speed value is equal to the average vehicle speed, it is determined that the fourth sensor is failed.
7. The method according to claim 1, wherein the determining an average vehicle speed according to an initial value of a sum of the first to sixth effective speed values, a preset no-fault speed value, and an initial value of a number of no-fault speeds specifically comprises:
when each second fault mark is 0, the sum of the fault-free speed values is equal to the sum of the initial value of the sum of the fault-free speed values and the corresponding real speed value, and the number of the fault-free speeds is equal to the initial value of the number of the fault-free speeds;
when any one of the second fault flags is 1, the sum of the fault-free speed values is equal to the initial value of the sum of the fault-free speed values, and the number of the fault-free speeds is equal to the initial value of the number of the fault-free speeds;
and when the number of the fault-free speeds is more than or equal to 1, dividing the sum of the fault-free speed values by the number of the fault-free speeds to obtain the average speed.
8. The method of claim 1, wherein prior to the vehicle speed calibration condition being met, the method further comprises:
determining the difference between a first effective speed value of the train at the current moment and a first effective speed value at the previous moment, and determining that the train speed calibration condition is met until the difference between a sixth effective speed value at the current moment and a sixth effective speed value at the previous moment is smaller than a preset first threshold;
and when each second fault mark is 0 and any one effective speed value, any one real speed value and the average vehicle speed are all larger than a preset second threshold value, starting to carry out speed calibration.
9. The method according to claim 1, wherein when the vehicle speed calibration condition is met, calculating the first to sixth axle speed difference values, calculating the first to sixth compensation coefficients according to the first to sixth axle speed difference values and a preset reference speed, and calculating the first to sixth actual speeds according to the first to sixth compensation coefficients and the first to sixth real speed values specifically comprises:
determining corresponding first to sixth shaft speed difference values according to the difference between each effective speed value and the reference speed;
determining corresponding first to sixth compensation coefficients according to the ratios of the first to sixth shaft speed difference values to the reference speed;
and determining corresponding first to sixth actual speeds according to the quotient of dividing the first to sixth effective speed values by the corresponding compensation coefficient plus 1.
10. The method of claim 1, further comprising, after the method:
dividing each of the first effective speed value to the fourth effective speed value by pi, then dividing the divided value by the gear box transformation ratio, then dividing the divided value by the wheel diameter value, and determining the corresponding first motor frequency and second motor frequency;
respectively multiplying a preset third threshold value by the first actual speed to the sixth actual speed to obtain a converted first actual speed to a converted sixth actual speed, and determining train traction characteristics by searching a preset train traction characteristic curve;
and sending the average speed to a train network.
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