CN115848437A - Train wheel diameter monitoring method and vehicle system - Google Patents
Train wheel diameter monitoring method and vehicle system Download PDFInfo
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- CN115848437A CN115848437A CN202111123381.9A CN202111123381A CN115848437A CN 115848437 A CN115848437 A CN 115848437A CN 202111123381 A CN202111123381 A CN 202111123381A CN 115848437 A CN115848437 A CN 115848437A
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Abstract
A method for monitoring the diameter of a train wheel and a vehicle system are provided, the method comprises the following steps: in each wheel diameter calibration period, acquiring at least one effective wheel diameter value data obtained in the wheel diameter calibration period, determining a wheel diameter monitoring value of the wheel diameter calibration period based on the at least one effective wheel diameter value data, and transmitting the wheel diameter monitoring value to a signal system of the train as an updated wheel diameter monitoring value; wherein, every wheel footpath calibration cycle includes at least one wheel footpath measurement sampling cycle, and to a wheel footpath measurement sampling cycle, wheel footpath measurement and calibration operation include: acquiring distance measurement data of a distance measurement sensor in a wheel diameter measurement sampling period; obtaining wheel diameter measurement data of the tire in a wheel diameter measurement sampling period based on the distance measurement data and the vertical distance between the distance measurement sensor and the center of a wheel shaft of the train; and when the wheel diameter measurement data is determined to be valid data, obtaining valid wheel diameter data in a wheel diameter measurement sampling period based on the wheel diameter measurement data. This application can obtain the higher dynamic wheel footpath value of precision.
Description
Technical Field
The application relates to the technical field of rail transit, in particular to a method for monitoring train wheel diameter and a vehicle system.
Background
The train wheel diameter value is an important parameter in rail transit systems. Due to the particularity of the running environment of the rail train, speed measurement, distance measurement and positioning modes based on the wheel diameter value are adopted by most manufacturers. The wheel diameter value can change dynamically under the action of various external forces, so that the measurement and calibration of the wheel diameter value are necessary.
The traditional scheme adopts the modes of regular manual measurement, regular wheel diameter value calibration and regular manual wheel diameter value input, has high cost, high labor intensity, low efficiency and poor real-time performance, and is not suitable for the high requirement of full-automatic operation rail transit on the train speed and distance measurement positioning precision. The introduction of an automatic system for real-time measurement and calibration of the wheel diameter value is an inevitable trend in the development of rail transit technology.
Some automatic train wheel diameter correction schemes currently exist, such as: according to the scheme, two adjacent transponders of a straight line are selected as reference bases for wheel diameter correction, and wheel diameter actual values are measured and automatically corrected according to constant distance between the two transponders, passing time and train speed; the proposal also proposes that a pulse distance measuring device counter and a speedometer counter are adopted to count the pulses of the pulse distance measuring device counter and the speedometer counter respectively, and the train wheel diameter is obtained according to the counting difference value of the pulse distance measuring device counter and the speedometer counter and the accumulated running distance of the train.
However, the first solution requires a large number of transponders beside the track, and has high requirements on the gradient and the turning radius of the transponder arrangement section, which is not favorable for concrete engineering implementation; the second scheme is equivalent to the fusion calculation of the two technical schemes, but the pulse distance measurement needs to consider idle running and slipping, and the precision is not high; the accuracy of the speedometer is limited by the limitation of the speedometer, and finally, the effect of the two fused calculations is not ideal. In addition, the above schemes do not get rid of the use of train speed parameters, the wheel diameter value is used for accurate speed measurement, the cyclic reference logics of the two data are not self-consistent, and the final measurement error cannot be estimated.
In addition, the current speed and distance measuring and positioning modes based on wheel diameter values are less for the rubber-tyred tramcar. The existing method has the following problems: under the influence of weather, the change of the tire pressure of the rubber wheel directly influences the wheel diameter value, and the change of the wheel diameter value of the steel wheel is not large in the movement process, so that the static wheel diameter value is urgently required to be upgraded into the dynamic wheel diameter value; the traditional subway adopts a mode of real-time speed and distance measurement of a speed sensor and accurate calibration of a transponder, is suitable for a use environment with long interval and high speed, has very large arrangement amount of the transponder, and is very unfavorable for the installation of the transponder in narrow space in a short interval and small turning radius of a rubber-tyred tramcar; based on the fault guiding safety design principle of the signal system, along with the increase of the running distance of the train, when the accumulated error of the speed measurement and distance measurement of the speed sensor gradually increases to exceed a set value, the train is calibrated through the responder, the speed measurement system is judged to be abnormal by the train at the moment, the guiding safety side implements emergency braking, and the passenger experience and the traveling efficiency are seriously influenced. The calibration mode of the rubber wheel system with large dynamic change and large error enables the emergency braking frequency to be far higher than that of the traditional subway, and the riding experience of passengers is seriously influenced.
Disclosure of Invention
The present application has been made to solve at least one of the above problems. According to an aspect of the present application, there is provided a method for monitoring a wheel diameter of a train, the method including: in each wheel diameter calibration period, acquiring at least one effective wheel diameter value data obtained in the wheel diameter calibration period, determining a wheel diameter monitoring value of the wheel diameter calibration period based on the at least one effective wheel diameter value data, and transmitting the wheel diameter monitoring value to a signal system of a train to serve as an updated wheel diameter monitoring value; each wheel diameter calibration period comprises at least one wheel diameter measurement sampling period, and each wheel diameter measurement sampling period executes wheel diameter measurement and calibration operation to obtain one effective wheel diameter value data or not obtain the effective wheel diameter value data; wherein for one of said wheel diameter measurement sampling periods, said wheel diameter measurement and calibration operations comprise: acquiring ranging data of a ranging sensor in the wheel diameter measuring and sampling period, wherein the ranging sensor is installed at a position rigidly connected with a tire of the train, and the ranging data refers to the vertical distance between the ranging sensor and the running surface of the train; obtaining wheel diameter measurement data of the tire in the wheel diameter measurement sampling period based on the ranging data and the vertical distance between the ranging sensor and the center of a wheel shaft of the train; determining whether the wheel diameter measurement data is valid data: when the wheel diameter measurement data are determined to be valid data, obtaining valid wheel diameter value data in the wheel diameter measurement sampling period based on the wheel diameter measurement data; and when the wheel diameter measurement data is determined not to be valid data, the valid wheel diameter value data is not obtained in the wheel diameter measurement sampling period.
In one embodiment of the present application, determining whether the wheel diameter measurement data is valid data comprises: determining whether a difference between a maximum value and a minimum value in the wheel diameter measurement data is within a preset value range; and when the difference value is within the preset numerical range, determining that the wheel diameter measurement data are valid data.
In one embodiment of the present application, when the difference is greater than the maximum value of the preset numerical range, it is determined that the wheel diameter measurement data is not valid data.
In one embodiment of the present application, the wheel diameter measurement and calibration operation further comprises: when the difference value is smaller than the minimum value of the preset numerical range, acquiring the tire pressure data of the tire measured by the tire pressure sensor in the wheel diameter measuring and sampling period; determining whether the wheel diameter measurement data is valid data based on the tire pressure data.
In one embodiment of the present application, determining whether the wheel diameter measurement data is valid data based on the tire pressure data includes: when the average value of the wheel diameter measurement data belongs to any one of at least two preset wheel diameter value sets, and the average value of the tire pressure data belongs to the tire pressure data set corresponding to any one of the wheel diameter value sets, determining that the wheel diameter measurement data is valid data, otherwise, determining that the wheel diameter measurement data is not valid data, wherein each preset wheel diameter value set has one corresponding preset tire pressure data set.
In one embodiment of the present application, obtaining effective wheel diameter value data in the wheel diameter measurement sampling period based on the wheel diameter measurement data includes: and calculating the average value of the wheel diameter measurement data to be used as effective wheel diameter data in the wheel diameter measurement sampling period.
In one embodiment of the present application, the monitoring method is performed during train operation.
In one embodiment of the present application, the monitoring method is applicable to a train having rubber wheels.
According to another aspect of the present application, there is provided a vehicle system comprising a ranging sensor, a processor, and a memory, wherein: the distance measuring sensor is arranged at a position rigidly connected with a tire of the train and used for measuring the vertical distance from the distance measuring sensor to the running surface of the train; the memory has stored thereon a computer-executable program run by the processor, which, when run by the processor, causes the processor to execute the above-described method of monitoring a train wheel diameter.
In one embodiment of the present application, the vehicle system further comprises a sensor fixture on which the ranging sensor is mounted, the sensor fixture being mounted at an end of an anti-rollover bar rigidly connected to the tire.
According to the monitoring method and the vehicle system for the train wheel diameter, the wheel diameter value is measured in a real-time dynamic mode, the wheel diameter value with higher precision can be obtained, and therefore the speed and distance measuring value with higher precision can be obtained. In addition, according to the monitoring method of the train wheel diameter and the train system, the wheel diameter value data are led into the signal system in real time, and the method has obvious advantages in the automation degree. Furthermore, according to the train wheel diameter monitoring method and the train system, other interference factors are eliminated, the distance of the contact surface is directly detected by using a distance measuring technology, and high applicability is provided for reversible deformation in the tire movement process. Further, according to the monitoring method for the train wheel diameter, the unique tire pressure data of the rubber wheel is introduced when the wheel diameter value is checked, the two are independent and do not interfere with each other, and the accuracy of the data is guaranteed more scientifically and more visually. Furthermore, according to the train wheel diameter monitoring method and the train system, the number of positioning transponders is greatly reduced, the manufacturing cost is saved, the installation engineering quantity is reduced, the interference on the installation of other trackside equipment such as a trunking and an electrostatic rail is reduced, and the running surface structure of the escape channel is optimized; meanwhile, due to the improvement of the wheel diameter value precision, the dynamic envelope line of the train motion can be reduced, the running distance required by the upgrade of the train driving mode is reduced, and the construction size of a line and a vehicle section is reduced; due to the reduction of the dynamic envelope line, unexpected emergency braking can be reduced, and the riding comfort of passengers is greatly improved.
Drawings
The above and other objects, features and advantages of the present application will become more apparent by describing in more detail embodiments of the present application with reference to the attached drawings. The accompanying drawings are included to provide a further understanding of the embodiments of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the principles of the application. In the drawings, like reference numbers generally represent like parts or steps.
Fig. 1 shows a schematic flow chart of a monitoring method of a train wheel diameter according to an embodiment of the present application.
Fig. 2 is a side view showing an exemplary installation position of a distance measuring sensor used in a method for monitoring a train wheel diameter according to an embodiment of the present application.
Fig. 3 is a front view showing an exemplary installation position of a distance measuring sensor used in a method for monitoring a train wheel diameter according to an embodiment of the present application.
Fig. 4 shows a schematic block diagram of a vehicle system according to an embodiment of the present application.
Fig. 5 shows a flow chart of a speed and distance measuring and positioning technology based on a dynamic wheel diameter value of a vehicle system according to an embodiment of the application.
Fig. 6 shows a flow chart of a speed and distance measuring and positioning technology based on a static wheel diameter value in a conventional vehicle system.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application more apparent, exemplary embodiments according to the present application will be described in detail below with reference to the accompanying drawings. It should be apparent that the described embodiments are only a few embodiments of the present application, and not all embodiments of the present application, and it should be understood that the present application is not limited to the example embodiments described herein. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present application described in the present application without inventive step, shall fall within the scope of protection of the present application.
First, a method of monitoring a train wheel diameter according to an embodiment of the present application is described with reference to fig. 1. Fig. 1 shows a schematic flow chart of a method 100 for monitoring the diameter of a train wheel according to an embodiment of the present application. As shown in fig. 1, a method 100 for monitoring a train wheel diameter according to an embodiment of the present application may include the following steps:
in step S110, at least one effective wheel diameter value data obtained in each wheel diameter calibration period is acquired.
At step S120, a wheel diameter monitor value of the wheel diameter calibration period is determined based on the at least one effective wheel diameter value data.
In step S130, the wheel diameter monitor value is transmitted to the signal system of the train as an updated wheel diameter monitor value.
Each wheel diameter calibration period comprises at least one wheel diameter measurement sampling period, and each wheel diameter measurement sampling period executes wheel diameter measurement and calibration operation to obtain effective wheel diameter value data or obtain no effective wheel diameter value data. Wherein, for a wheel diameter measurement sampling period, the wheel diameter measurement and calibration operation may include the following steps:
in step S1101, ranging data of a ranging sensor mounted at a position rigidly connected to a tire of the train in a wheel diameter measurement sampling period is acquired, the ranging data being a vertical distance of the ranging sensor from a running surface of the train.
In step S1102, wheel diameter measurement data of the tire in a wheel diameter measurement sampling period is acquired based on the distance measurement data and the perpendicular distance of the distance measurement sensor from the axle center of the train.
In step S1103, it is determined whether the wheel diameter measurement data is valid data: when the wheel diameter measurement data are determined to be effective data, obtaining effective wheel diameter data in a wheel diameter measurement sampling period based on the wheel diameter measurement data; and when the wheel diameter measurement data is determined not to be valid data, valid wheel diameter data is not obtained in the wheel diameter measurement sampling period.
In the embodiment of the present application, according to steps S1101 to S1103, wheel diameter value data (valid data or invalid data may be obtained, and if the wheel diameter data is invalid data, valid data is considered not to be obtained) in one wheel diameter measurement sampling period (generally, in units of milliseconds or seconds) can be obtained; then, a wheel diameter calibration period (generally in units of milliseconds or seconds) includes at least one wheel diameter measurement sampling period, as described in steps S110 to S130, and each wheel diameter calibration period can determine the wheel diameter monitoring value of the wheel diameter calibration period according to the effective wheel diameter data obtained in the wheel diameter measurement sampling period included in the wheel diameter calibration period, and transmit the wheel diameter monitoring value to the signal system of the train as an updated wheel diameter monitoring value (covering the original wheel diameter monitoring value, such as the initial value or the wheel diameter monitoring value of the previous wheel diameter calibration period).
Therefore, compared with a static wheel diameter value obtained by non-real-time wheel diameter value measurement (three months to half a year) in the conventional scheme, the train wheel diameter monitoring method 100 according to the embodiment of the application can obtain a dynamic wheel diameter value by monitoring the train wheel diameter value in a real-time dynamic manner, and has higher precision in speed and distance measurement by using the dynamic wheel diameter value and can be executed during the running period of a train. In addition, according to the conventional scheme, after the wheel diameter value is measured in a non-real-time mode, the wheel diameter value is input into the signal system regularly and manually, and after the wheel diameter monitoring value is obtained in each wheel diameter calibration period, the wheel diameter monitoring value is automatically transmitted to the signal system to serve as an updated wheel diameter monitoring value, so that manual operation is not needed, and convenience is brought.
On the other hand, the monitoring method 100 of the train wheel diameter according to the embodiment of the present application acquires wheel diameter measurement data of a tire from a ranging sensor (such as a laser ranging sensor, an ultrasonic ranging sensor, a millimeter wave radar ranging sensor, an infrared ranging sensor, or the like) in each wheel diameter measurement sampling period. Fig. 2 and 3 respectively show a side view and a front view of an exemplary installation position of a distance measuring sensor employed in a method for monitoring a train wheel diameter according to an embodiment of the present application. As shown in FIG. 2, reference numeral 1 is a powered axle assembly; reference numeral 2 is a secondary suspension assembly; reference numeral 3 is a running wheel assembly; reference numeral 4 is a traction mechanism assembly; reference numeral 5 is a guide wheel assembly; reference numeral 6 is a ranging sensor mounting position. As shown in fig. 3, the vertical distance of the ranging sensor from the center of the axle of the train is denoted as d1, and the vertical distance of the ranging sensor from the running surface of the train measured by the ranging sensor is denoted as d2. As shown in fig. 2 and 3, since the distance measuring sensor is installed at a position where the tire of the train is rigidly connected (shown installed at the end of the anti-overturning rod rigidly connected to the tire in fig. 3), so that the distance measuring sensor and the tire move with the same amplitude and frequency, the vertical distance d2 of the distance measuring sensor from the running surface of the train measured by the distance measuring sensor changes with the change of the wheel diameter, and the vertical distance d1 of the distance measuring sensor relative to the center of the wheel axle of the train is fixed and known, the wheel diameter measurement data of the tire can be obtained according to the two distance parameters (i.e. the vertical distance d1 of the distance measuring sensor relative to the center of the wheel axle of the train plus the vertical distance d2 of the distance measuring sensor from the running surface of the train is equal to the wheel diameter measurement data of the tire).
Therefore, the method 100 for monitoring the wheel diameter of the train according to the embodiment of the present application directly detects the contact surface distance by using the distance measurement technology, and has high applicability to plastic deformation during the movement of tires, and thus can be applied to a train with rubber tires. Of course, the method is also suitable for trains with steel wheels and steel rails. In addition, according to the monitoring method 100 for the train wheel diameter, a large number of transponders are not needed, the manufacturing cost is saved, the installation engineering quantity is reduced, the interference on the installation of other trackside equipment such as a wire casing and an electrostatic rail is reduced, and the running surface structure of the escape passage is optimized.
In addition, due to a series of reasons such as external environment influence, sensor reliability, network delay, and the like, a certain error may exist in the real-time wheel diameter measurement data, and therefore, in the embodiment of the present application, the wheel diameter measurement data is calibrated, as described in step S1103, whether the wheel diameter measurement data is valid data is determined, and after the wheel diameter measurement data is determined to be valid data, valid wheel diameter data of a wheel diameter measurement sampling period is determined according to the data, which may further improve the accuracy of a wheel diameter monitoring result.
In an embodiment of the present application, the determining whether the wheel diameter measurement data is valid data in step S1103 may include: determining whether a difference value between a maximum value and a minimum value in the wheel diameter measurement data is within a preset value range; and when the difference value is within the preset value range, determining that the wheel diameter measurement data are valid data. The preset value range may depend on a minimum distance measurement difference and a maximum distance measurement difference allowed by the distance measurement sensor, and the two differences may constitute the preset value range as boundary values. In the embodiment of the application, the train speed parameter is not adopted in the calibration process of the wheel diameter measurement data, so that the problem of logic non-self-consistency can be avoided, and the accuracy of the data is guaranteed more scientifically and more intuitively.
In the embodiment of the application, when the difference between the maximum value and the minimum value in the wheel diameter measurement data is greater than the maximum value of the preset numerical range, it may be considered that the acquired wheel diameter measurement data exceeds the preset error due to factors such as environmental influence, and it is determined that the acquired wheel diameter measurement data is not valid data. When the difference between the maximum value and the minimum value in the wheel diameter measurement data is smaller than the minimum value of the preset value range, the data of the sensor in the wheel diameter measurement sampling period is not updated timely or communication is delayed. In this case, in the embodiment of the present application, the wheel diameter measurement data acquired this time may be determined to be valid data or not. Or, the wheel diameter measurement data may be determined to be valid data only by combining the tire pressure data collected in the wheel diameter measurement sampling period. The wheel diameter measurement data are calibrated by combining the tire pressure data, so that the accuracy of the wheel diameter monitoring result can be further improved.
In an embodiment of the present application, determining whether the wheel diameter measurement data is valid data based on the tire pressure data may include: and when the average value of the wheel diameter measurement data belongs to any one of at least two preset wheel diameter value sets and the average value of the tire pressure data belongs to the tire pressure data set corresponding to any one of the wheel diameter value sets, determining that the wheel diameter measurement data is valid data, otherwise, determining that the wheel diameter measurement data is not valid data, wherein each preset wheel diameter value set has a corresponding preset tire pressure data set. Because the wheel diameter value is positively correlated with the tire pressure value, the validity of the wheel diameter measurement data can be judged in an assisted manner based on the corresponding relation between the wheel diameter value set and the tire pressure data set.
After the wheel diameter measurement data are determined to be valid data, valid wheel diameter data in the wheel diameter measurement sampling period can be determined. In an embodiment of the present application, obtaining effective wheel diameter value data in a wheel diameter measurement sampling period based on wheel diameter measurement data may include: and calculating the average value of the wheel diameter measurement data to be used as effective wheel diameter data in the wheel diameter measurement sampling period. In this example, the average value of the wheel diameter measurement data obtained in one wheel diameter measurement sampling period is used as the effective wheel diameter value data in the wheel diameter measurement sampling period, and representative effective wheel diameter value data can be obtained. Similarly, in each wheel diameter calibration period, the average value of all effective wheel diameter value data in all wheel diameter measurement sampling periods included in the wheel diameter calibration period may also be used as the wheel diameter monitoring value in the wheel diameter calibration period. And uploading the wheel diameter monitoring value to a signal system to serve as an updated wheel diameter detection value, and completing dynamic calibration of the wheel diameter value.
The monitoring method of the train wheel diameter of the present application is described below with reference to specific examples.
For example, assume that R is collected during the wheel diameter measurement sampling period t 1 、R 2 ...R M Waiting for M groups of wheel diameter measurement data, wherein the minimum value R exists in the M groups of data min And maximum value R max (ii) a Assuming that the minimum distance measurement difference allowed by the distance measurement sensor is delta min Distance measurement maximum difference delta max . Then, when delta min ≤R max -R min ≤δ max Then, the M groups of data are collected, e.g. R 1 、R 2 ...R M Is an arithmetic mean value R t Effective wheel diameter value data output as t cycles. When R is max -R min ＞δ max Then, the collection can be considered asWhen the factors such as environmental influence exceed the preset error and have no reference value, the M groups of data are not collected, and the data R in the period are discarded t . When delta min ＞R max -R min In the meantime, it may be considered that the data of the sensor is not updated timely or the communication is delayed within the period t, and at this time, the tire pressure data may be introduced for data checking (at this time, t should be a common multiple of the measuring pulse period of the distance measuring sensor and the measuring pulse period of the tire pressure sensor). Since the wheel diameter value is positively correlated with the tire pressure value, for example, 4 sets of R values R are set 1 、R 2 、R 3 、R 4 Respectively corresponding to the tire pressure P value set P 1 、P 2 、P 3 、P 4 . Then, in the t period, if R t ∈R 1 And corresponding P t ∈P 1 (wherein P is t Is the average of the tire pressure data measured for t periods), then R t Effective wheel diameter value data output as a t period; if R is t ∈R 2 And corresponding P t ∈P 2 Then R is t Effective wheel diameter value data output as a t period; if R is t ∈R 3 And corresponding P t ∈P 3 Then R is t Effective wheel diameter value data output as a t period; if R is t ∈R 4 And corresponding P t ∈P 4 Then R is t Effective wheel diameter value data output as a t period; otherwise, discarding the data collected in the period. Assuming a wheel diameter calibration period T (T should include integer multiple of T, and considering communication delay), an arithmetic mean value R of all effective Rt can be output once every T period, and the arithmetic mean value R is used as a wheel diameter monitoring value obtained in the T period to be transmitted to a signal system, so that the wheel diameter monitoring value covering the T period of the previous wheel is dynamically calibrated.
Based on the above description, the monitoring method for the train wheel diameter according to the embodiment of the application adopts a real-time dynamic mode to measure the wheel diameter value, so that the wheel diameter value with higher precision can be obtained, and the speed and distance measurement value with higher precision can be obtained. In addition, according to the monitoring method of the train wheel diameter, wheel diameter value data are led into the signal system in real time, and the monitoring method has obvious advantages in the automation degree. Furthermore, according to the monitoring method of the train wheel diameter, other interference factors are eliminated, the distance of the contact surface is directly detected by using a distance measuring technology, and the method has high applicability to reversible deformation in the movement process of tires. Further, according to the monitoring method for the train wheel diameter, the unique tire pressure data of the rubber wheel is introduced when the wheel diameter value is checked, the two are independent and do not interfere with each other, and the accuracy of the data is guaranteed more scientifically and more visually. Furthermore, according to the monitoring method of the train wheel diameter, the number of positioning transponders is greatly reduced, the manufacturing cost is saved, the installation engineering quantity is reduced, the interference on the installation of other trackside equipment such as a wire groove and an electrostatic rail is reduced, and the running surface structure of the escape passage is optimized; meanwhile, due to the improvement of the wheel diameter value precision, the dynamic envelope line of the train motion can be reduced, the running distance required by the upgrade of the train driving mode is reduced, and the construction quantities of lines and vehicle sections are reduced; due to the reduction of the dynamic envelope line, unexpected emergency braking can be reduced, and the riding comfort of passengers is greatly improved.
A vehicle system provided according to another aspect of the present application is described below in conjunction with fig. 4 through 6. Fig. 4 shows a schematic block diagram of a vehicle system 400 according to an embodiment of the present application. As shown in fig. 4, vehicle system 400 includes a ranging sensor 410, a memory 420, and a processor 430, wherein: the distance measuring sensor 410 is arranged at a position rigidly connected with a tire of the train and used for measuring the vertical distance from the distance measuring sensor 410 to the running surface of the train; the memory 420 has stored thereon a computer executable program run by the processor 430, which when run by the processor 430, causes the processor 430 to perform the foregoing method 100 of monitoring the train wheel diameter. The structure and specific operation of the modules in the vehicle system 400 according to the embodiment of the present application can be understood by those skilled in the art in combination with the foregoing description, and for the sake of brevity, only some main contents are described here, and details are not described again.
In one embodiment of the present application, the computer executable program, when executed by the processor 430, causes the processor 430 to perform the following operations: in each wheel diameter calibration period, acquiring at least one effective wheel diameter data obtained in the wheel diameter calibration period, determining a wheel diameter monitoring value of the wheel diameter calibration period based on the at least one effective wheel diameter data, and transmitting the wheel diameter monitoring value to a signal system of the train to serve as an updated wheel diameter monitoring value; each wheel diameter calibration period comprises at least one wheel diameter measurement sampling period, and each wheel diameter measurement sampling period executes wheel diameter measurement and calibration operation to obtain effective wheel diameter value data or obtain no effective wheel diameter value data; wherein for a wheel diameter measurement sampling period, the wheel diameter measurement and calibration operations comprise: acquiring ranging data of a ranging sensor 410 in a wheel diameter measuring and sampling period, wherein the ranging sensor 410 is installed at a position rigidly connected with a tire of a train, and the ranging data refers to the vertical distance from the ranging sensor 410 to a running surface of the train; obtaining wheel diameter measurement data of the tire in a wheel diameter measurement sampling period based on the distance measurement data and the vertical distance between the distance measurement sensor 410 and the center of the axle of the train; determining whether the wheel diameter measurement data is valid data: when the wheel diameter measurement data are determined to be effective data, obtaining effective wheel diameter data in a wheel diameter measurement sampling period based on the wheel diameter measurement data; and when the wheel diameter measurement data is determined not to be valid data, valid wheel diameter data is not obtained in the wheel diameter measurement sampling period.
In one embodiment of the present application, the computer executable program, when executed by the processor 430, causes the processor 430 to perform determining whether the wheel diameter measurement data is valid data, comprising: determining whether a difference value between a maximum value and a minimum value in the wheel diameter measurement data is within a preset value range; and when the difference value is within the preset value range, determining that the wheel diameter measurement data are valid data.
In one embodiment of the present application, it is determined that the wheel diameter measurement data is not valid data when the difference is greater than the maximum value of the preset numerical range.
In one embodiment of the present application, the computer executable program, when executed by the processor 430, causes the processor 430 to perform wheel diameter measurement and calibration operations further comprising: when the difference value is smaller than the minimum value of the preset numerical range, acquiring tire pressure data of the tire measured by the tire pressure sensor in a wheel diameter measurement sampling period; it is determined whether the wheel diameter measurement data is valid data based on the tire pressure data.
In one embodiment of the present application, the computer executable program when executed by the processor 430 causes the processor 430 to perform a determination of whether the wheel diameter measurement data is valid data based on the tire pressure data, including: and when the average value of the wheel diameter measurement data belongs to any one of at least two preset wheel diameter value sets and the average value of the tire pressure data belongs to the tire pressure data set corresponding to any one of the wheel diameter value sets, determining that the wheel diameter measurement data is valid data, otherwise, determining that the wheel diameter measurement data is not valid data, wherein each preset wheel diameter value set has a corresponding preset tire pressure data set.
In one embodiment of the present application, the computer executable program when executed by the processor 430 causes the processor 430 to execute obtaining effective wheel diameter value data within a wheel diameter measurement sampling period based on wheel diameter measurement data, including: and calculating the average value of the wheel diameter measurement data to be used as effective wheel diameter data in the wheel diameter measurement sampling period.
In an embodiment of the present application, the vehicle system 400 further comprises a sensor fixture on which the ranging sensor 410 is mounted, the sensor fixture being mounted at the end of the anti-roll bar rigidly connected to the tire. The inventors of the present application have found that mounting the distance measuring sensor at this position enables more accurate wheel diameter measurement data to be obtained.
In embodiments of the present application, ranging sensor 410 may be a laser ranging sensor, an ultrasonic ranging sensor, a millimeter wave radar ranging sensor, an infrared ranging sensor, or the like. Wherein, ultrasonic ranging sensor is more applicable to low-speed environment. In embodiments of the present application, the processor 420 may be implemented as a sensor host and a data processing unit. The sensor host can be used for amplifying and filtering the data measured by the ranging sensor, and the processing unit can execute the method based on the data processed by the host.
The following describes a schematic flow chart of a speed and distance measuring and positioning technology based on dynamic wheel diameter values for a vehicle system according to an embodiment of the present application with reference to fig. 5 by taking a distance measuring sensor as an example of a laser sensor. As shown in fig. 5, the laser sensor collects data, amplifies and filters the data by the laser sensor host, and sends the data to the data processing unit installed in the Train host cabinet through a tail cable, meanwhile, the tire pressure data is also transmitted to the data processing unit through the vehicle CANBUS by the host, and then the data processing unit completes data screening and checking, and finally the output dynamic wheel diameter value is led into the signal System through a Train control and management System (Train control management System, TCMS for short) in real time, so as to realize distance measurement and speed measurement.
Fig. 6 is a schematic flow chart of a speed-measuring and distance-measuring positioning technology based on a static wheel diameter value in a conventional vehicle system. Obviously, compared with the speed and distance measuring positioning technology of the existing vehicle system, the vehicle system greatly reduces the use of positioning transponders, saves the manufacturing cost, reduces the installation engineering quantity, reduces the interference on the installation of other trackside equipment such as a wire groove, an electrostatic rail and the like, and optimizes the running surface structure of the escape channel; meanwhile, the dynamic envelope line of train motion is reduced, the walking distance required by the upgrade of the train driving mode is reduced, and the construction quantities of lines and vehicle sections are reduced; in addition, unexpected emergency braking can be reduced, and the riding comfort of passengers is greatly improved. In addition, compared with the speed and distance measuring and positioning technology based on the static wheel diameter value of the existing vehicle system, the speed and distance measuring and positioning technology based on the dynamic wheel diameter value has higher speed and distance measuring precision, and the wheel diameter value data is led into the signal system in real time by utilizing the signal external interface, so that the method has obvious advantages in the automation degree; in addition, the vehicle system of the application eliminates other interference factors, directly detects the distance of the contact surface by using a laser technology, and has high applicability to reversible deformation in the movement process of tires; moreover, the vehicle system introduces the unique tire pressure data of the rubber wheel when checking the wheel diameter value, the two are independent and do not interfere with each other, and the accuracy of the data is guaranteed more scientifically and more intuitively.
Although the illustrative embodiments have been described herein with reference to the accompanying drawings, it is to be understood that the above-described illustrative embodiments are only exemplary, and are not intended to limit the scope of the present application thereto. Various changes and modifications may be effected therein by one of ordinary skill in the pertinent art without departing from the scope or spirit of the present application. All such changes and modifications are intended to be included within the scope of the present application as claimed in the appended claims.
Those of ordinary skill in the art will appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware or combinations of computer software and electronic hardware. 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 application.
In the several embodiments provided in the present application, it should be understood that the disclosed apparatus and method may be implemented in other ways. For example, the above-described device embodiments are merely illustrative, and for example, the division of the units is only one logical functional division, and other divisions may be realized in practice, for example, a plurality of units or components may be combined or integrated into another device, or some features may be omitted, or not executed.
In the description provided herein, numerous specific details are set forth. However, it is understood that embodiments of the application may be practiced without these specific details. In some instances, well-known methods, structures and techniques have not been shown in detail in order not to obscure an understanding of this description.
Similarly, it should be appreciated that in the description of exemplary embodiments of the present application, various features of the present application are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the application and aiding in the understanding of one or more of the various inventive aspects. However, the method of the present application should not be construed to reflect the intent: this application is intended to cover such departures from the present disclosure as come within known or customary practice in the art to which this invention pertains. Rather, as the following claims reflect, inventive aspects lie in less than all features of a single disclosed embodiment. Thus, the claims following the detailed description are hereby expressly incorporated into this detailed description, with each claim standing on its own as a separate embodiment of this application.
It will be understood by those skilled in the art that all of the features disclosed in this specification (including any accompanying claims, abstract and drawings), and all of the processes or elements of any method or apparatus so disclosed, may be combined in any combination, except combinations where such features are mutually exclusive. Each feature disclosed in this specification (including any accompanying claims, abstract and drawings) may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise.
Furthermore, those skilled in the art will appreciate that while some embodiments described herein include some features included in other embodiments, rather than other features, combinations of features of different embodiments are meant to be within the scope of the application and form different embodiments. For example, in the claims, any of the claimed embodiments may be used in any combination.
The various component embodiments of the present application may be implemented in hardware, or in software modules running on one or more processors, or in a combination thereof. Those skilled in the art will appreciate that a microprocessor or Digital Signal Processor (DSP) may be used in practice to implement some or all of the functionality of some of the modules according to embodiments of the present application. The present application may also be embodied as vehicle system programs (e.g., computer programs and computer program products) for performing a portion or all of the methods described herein. Such programs implementing the present application may be stored on a computer readable medium or may be in the form of one or more signals. Such a signal may be downloaded from an internet website or provided on a carrier signal or in any other form.
It should be noted that the above-mentioned embodiments illustrate rather than limit the application, and that those skilled in the art will be able to design alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The word "comprising" does not exclude the presence of elements or steps not listed in a claim. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The application may be implemented by means of hardware comprising several distinct elements, and by means of a suitably programmed computer. In the unit claims enumerating several vehicle systems, several of these vehicle systems may be embodied by one and the same item of hardware. The usage of the words first, second and third, etcetera do not indicate any ordering. These words may be interpreted as names.
The above description is only for the specific embodiments of the present application or the description thereof, and the protection scope of the present application is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope disclosed in the present application, and shall be covered by the protection scope of the present application. The protection scope of the present application shall be subject to the protection scope of the claims.
Claims (10)
1. A method of monitoring the diameter of a wheel of a train, the method comprising:
in each wheel diameter calibration period, acquiring at least one effective wheel diameter value data obtained in the wheel diameter calibration period, determining a wheel diameter monitoring value of the wheel diameter calibration period based on the at least one effective wheel diameter value data, and transmitting the wheel diameter monitoring value to a signal system of a train to serve as an updated wheel diameter monitoring value;
each wheel diameter calibration period comprises at least one wheel diameter measurement sampling period, and each wheel diameter measurement sampling period executes wheel diameter measurement and calibration operation to obtain one effective wheel diameter value data or not obtain the effective wheel diameter value data;
wherein for one said wheel diameter measurement sampling period, said wheel diameter measurement and calibration operations comprise:
acquiring ranging data of a ranging sensor in the wheel diameter measuring and sampling period, wherein the ranging sensor is installed at a position rigidly connected with a tire of the train, and the ranging data refers to the vertical distance between the ranging sensor and the running surface of the train;
obtaining wheel diameter measurement data of the tire in the wheel diameter measurement sampling period based on the ranging data and the vertical distance between the ranging sensor and the center of a wheel shaft of the train;
determining whether the wheel diameter measurement data is valid data: when the wheel diameter measurement data are determined to be valid data, obtaining valid wheel diameter value data in the wheel diameter measurement sampling period based on the wheel diameter measurement data; and when the wheel diameter measurement data is determined not to be valid data, the valid wheel diameter value data is not obtained in the wheel diameter measurement sampling period.
2. The method of claim 1, wherein determining whether the wheel diameter measurement data is valid comprises:
determining whether a difference value between a maximum value and a minimum value in the wheel diameter measurement data is within a preset value range;
and when the difference value is within the preset numerical range, determining that the wheel diameter measurement data are valid data.
3. The method according to claim 2, wherein it is determined that the wheel diameter measurement data is not valid data when the difference value is greater than the maximum value of the preset numerical range.
4. The method of claim 2, wherein the wheel diameter measurement and calibration operation further comprises:
when the difference value is smaller than the minimum value of the preset numerical range, acquiring the tire pressure data of the tire measured by the tire pressure sensor in the wheel diameter measuring and sampling period;
determining whether the wheel diameter measurement data is valid data based on the tire pressure data.
5. The method of claim 4, wherein determining whether the wheel diameter measurement data is valid based on the tire pressure data comprises:
when the average value of the wheel diameter measurement data belongs to any one of at least two preset wheel diameter value sets, and the average value of the tire pressure data belongs to the tire pressure data set corresponding to any one of the wheel diameter value sets, determining that the wheel diameter measurement data is valid data, otherwise, determining that the wheel diameter measurement data is not valid data, wherein each preset wheel diameter value set has one corresponding preset tire pressure data set.
6. The method according to any one of claims 1-5, wherein obtaining effective wheel diameter value data within the wheel diameter measurement sampling period based on the wheel diameter measurement data comprises:
and calculating the average value of the wheel diameter measurement data to be used as effective wheel diameter value data in the wheel diameter measurement sampling period.
7. Method according to any of claims 1-5, characterized in that the monitoring method is performed during train operation.
8. Method according to any of claims 1-5, characterized in that the monitoring method is applied to a train with rubber wheels.
9. A vehicle system, comprising a ranging sensor, a processor, and a memory, wherein:
the distance measuring sensor is arranged at a position rigidly connected with a tire of the train and used for measuring the vertical distance from the distance measuring sensor to the running surface of the train;
the memory has stored thereon a computer executable program run by the processor, which when run by the processor causes the processor to perform the method of monitoring a train wheel diameter of any one of claims 1-8.
10. The vehicle system of claim 9, further comprising a sensor fixture on which the ranging sensor is mounted, the sensor fixture being mounted at an end of an anti-tip over bar rigidly connected to the tire.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111123381.9A CN115848437A (en) | 2021-09-24 | 2021-09-24 | Train wheel diameter monitoring method and vehicle system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111123381.9A CN115848437A (en) | 2021-09-24 | 2021-09-24 | Train wheel diameter monitoring method and vehicle system |
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| CN115848437A true CN115848437A (en) | 2023-03-28 |
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| CN202111123381.9A Pending CN115848437A (en) | 2021-09-24 | 2021-09-24 | Train wheel diameter monitoring method and vehicle system |
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