Whole vehicle wheel diameter correction system and method of rail train

Abstract

The invention provides a whole vehicle wheel diameter correction system and method of a rail train, which is applied to the technical field of rail transit, and comprises a first speed measurement unit, a second speed measurement unit, a third speed measurement unit, a fourth speed measurement unit, a fourth speed measurement unit and a fifth speed measurement unit, and the first speed measurement unit is arranged on a head train and used for correcting the wheel diameter based on the distance between two wheel diameter correction transponders and the trigger time difference between the two wheel diameter correction transponders; the corrected wheel diameter of each shaft of the head car is determined; the second speed measuring unit is arranged on the middle vehicle and is used for determining the corrected wheel diameter of each non-reference shaft of the middle vehicle based on the pulse data of each shaft of the middle vehicle and the preset reference shaft wheel diameter; the corrected wheel diameter of each non-reference shaft of the middle vehicle is sent to the central control unit; and the central control unit is used for visually displaying the corrected wheel diameter of each shaft of the head vehicle and the corrected wheel diameter of each non-reference shaft of the middle vehicle on a human-computer interaction interface. The control precision of railway vehicle wheel diameter correction can be improved, and manual intervention is reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit technology, and in particular to a whole-vehicle wheel diameter correction system and method for a rail train. BACKGROUND

[0002] The current metro vehicle signal system, traction system and braking system have independent wheel diameter correction functions.

[0003] The traction system, braking system and signal system use different wheel diameters for vehicle control, which affects the control accuracy of the vehicle. The traction and braking system requires that after the single or multiple reference axes of the vehicle are turned, the reference wheel diameter value must be input on the HMI display screen, and the wheel diameter correction process requires manual intervention.

[0004] Therefore, the wheel diameter correction method for the rail train in the related art has the technical problem of low automation degree. SUMMARY

[0005] The present application provides a whole-vehicle wheel diameter correction system and method for a rail train, which solves the defect of low automation degree in the wheel diameter correction method for the rail train in the prior art and reduces the degree of manual intervention in the wheel diameter correction process.

[0006] The present application provides a whole-vehicle wheel diameter correction system for a rail train, comprising the following steps. A first speed measurement unit is arranged in a head car and is in communication connection with a central control unit, and is configured to: in response to detecting that the train continuously passes through two wheel diameter correction transponders, determine the corrected wheel diameters of each axis of the head car based on the distance between the two wheel diameter correction transponders and the trigger time difference between the two wheel diameter correction transponders; and send the corrected wheel diameters of each axis of the head car to the central control unit. A second speed measurement unit is arranged in a middle car and is in communication connection with the central control unit, and is configured to: in response to detecting that the train is in an inertial running state, determine the corrected wheel diameters of each non-reference axis of the middle car based on the pulse data of each axis of the middle car and a preset reference axis wheel diameter; and send the corrected wheel diameters of each non-reference axis of the middle car to the central control unit. The central control unit is configured to: receive the corrected wheel diameters of each axis of the head car sent by the first speed measurement unit and the corrected wheel diameters of each non-reference axis of the middle car sent by the second speed measurement unit; and visually display the corrected wheel diameters of each axis of the head car and the corrected wheel diameters of each non-reference axis of the middle car on a human-computer interaction interface.

[0007] According to the present application, a wheel diameter correction system for a whole train is provided, which determines the corrected wheel diameter of each axle of the head car based on the distance between the two wheel diameter correction transponders and the trigger time difference between the two wheel diameter correction transponders, and comprises: determining the corrected wheel diameter of each axle of the head car according to the following formula: wherein, represents the corrected wheel diameter of the first axle of the head car, represents the corrected wheel diameter of the second axle of the head car, represents the distance between the two wheel diameter correction transponders, represents the number of teeth of the speed sensor of the head car, represents the trigger time difference between the two wheel diameter correction transponders, represents the cumulative pulse number of the speed sensor of the head car within the trigger time difference.

[0008] According to the present application, a wheel diameter correction system for a whole train is provided, which comprises: the train is in a coasting running state within a preset duration and the speed is greater than a preset speed threshold; the train does not idle or slide within the preset duration; the traction level and the brake level of the train are less than a preset level threshold within the preset duration.

[0009] According to the present application, a wheel diameter correction system for a whole train is provided, which determines the corrected wheel diameter of each non-reference axle of the intermediate car based on the pulse data of each axle of the intermediate car and a preset reference axle wheel diameter, and comprises: determining the corrected wheel diameter of each non-reference axle of the intermediate car according to the following formula: wherein, the pulse data of each axle of the intermediate car are N1, N2, N3 and N4 respectively, the preset reference axle wheel diameter is D2, and the corrected wheel diameter of each non-reference axle is D1, D3 and D4 respectively.

[0010] According to the track train wheel diameter correction system provided by the application, the first speed measurement unit is in communication connection with the second speed measurement unit, and the second speed measurement unit is further configured to: initiate a time correction request to the first speed measurement unit according to a preset period, determine a clock difference between the first speed measurement unit and the second speed measurement unit, acquire a first time point at which the first speed measurement unit passes a first diameter correction transponder and a second time point at which the first speed measurement unit passes a second diameter correction transponder, determine a first added time point between the first time point and the clock difference and a second added time point between the second time point and the clock difference, determine a cumulative pulse number of the reference axle between the first added time point and the second added time point, and determine a corrected wheel diameter of the reference axle according to the following formula: wherein, represents the corrected wheel diameter of the reference axle, represents a distance between the two diameter correction transponders, represents a number of teeth of a speed measurement sensor of the head car, represents the second time point, represents the first time point, represents the cumulative pulse number of the reference axle.

[0011] According to the track train wheel diameter correction system provided by the application, the second speed measurement unit is further configured to: when a difference between the corrected wheel diameter of the reference axle and the preset reference wheel diameter is less than a difference threshold value, determine the corrected wheel diameter of each non-reference axle of the intermediate car as a valid value; and when the difference between the corrected wheel diameter of the reference axle and the preset reference wheel diameter is greater than or equal to the difference threshold value, determine the corrected wheel diameter of each non-reference axle of the intermediate car as an invalid value.

[0012] The application further provides a track train wheel diameter correction method, which comprises the following steps: in response to detection of continuous passing of a train through two diameter correction transponders, determining a corrected wheel diameter of each axle of a head car based on a distance between the two diameter correction transponders and a trigger time difference between the two diameter correction transponders; in response to detection of an inertial running state of the train, determining a corrected wheel diameter of each non-reference axle of an intermediate car based on pulse data of each axle of the intermediate car and a preset reference axle wheel diameter; and visually displaying the corrected wheel diameter of each axle of the head car and the corrected wheel diameter of each non-reference axle of the intermediate car on a human-computer interaction interface.

[0013] The application further provides an electronic device, which comprises a memory, a processor, and a computer program stored in the memory and capable of running on the processor, and the processor implements the track train wheel diameter correction method according to any one of the above-mentioned embodiments when executing the program.

[0014] The application further provides a non-transitory computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the whole-vehicle wheel diameter correction method of the rail train according to any one of the above.

[0015] The application further provides a computer program product comprising a computer program which, when executed by a processor, implements the whole-vehicle wheel diameter correction method of the rail train according to any one of the above.

[0016] The whole-vehicle wheel diameter correction system and method of the rail train provided by the application can accurately obtain the wheel diameter data of the head car by determining the correction wheel diameter of each axle of the head car and sending the correction wheel diameter to the central control unit by using the interval and the trigger time difference when the train continuously passes through two wheel diameter correction transponders; can accurately obtain the relevant correction wheel diameter data of the intermediate car by determining the correction wheel diameter of each non-reference axle of the intermediate car and sending the correction wheel diameter according to the pulse data of each axle of the intermediate car and the preset reference axle wheel diameter when the train is in the idling state; and can ensure that the signal, traction and braking systems synchronously adopt the consistent wheel diameter reference, significantly improve the vehicle control accuracy and reduce manual intervention by receiving the two types of correction wheel diameter data and visually displaying the correction wheel diameter data on the man-machine interface. BRIEF DESCRIPTION OF DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description one by one. Obviously, the drawings in the following description are some embodiments of the application, and other drawings can also be obtained by those skilled in the art without creative effort.

[0018] Figure 1 is a module schematic diagram of the whole-vehicle wheel diameter correction system of the rail train provided by the application.

[0019] Figure 2 is an architecture diagram of the whole-vehicle wheel diameter correction system provided by the application.

[0020] Figure 3 is a schematic diagram of the wheel diameter correction process provided by the application.

[0021] Figure 4 is a flowchart of the wheel diameter checking mechanism provided by the application.

[0022] Figure 5 is a flowchart of the whole-vehicle wheel diameter correction method of the rail train provided by the application.

[0023] Figure 6 is a schematic diagram of the physical structure of the electronic device provided by the application. DETAILED DESCRIPTION

[0024] In order to make the objects, technical solutions and advantages of the present application clearer, the technical solutions in the present application will be described clearly and completely below in conjunction with the drawings in the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work belong to the protection scope of the present application.

[0025] The conventional vehicle signal, traction and brake system has a wheel diameter correction function independently.

[0026] Taking Knorr EP2002 brake valve as an example, when all the EP2002 brake valves in a brake CAN unit are powered on, the wheel diameter correction is performed when the train is in the coasting state (the speed is at least 20 km / h, the train acceleration is less than or equal to 0.4 m / s 2 , or the train deceleration is less than or equal to 0.1 m / s 2 ) and no sliding is detected in the CAN unit. A specified axle in each brake CAN unit is designated as a reference wheel diameter input axle, and the wheel diameter information of the second axle of the first bogie of the trailer is usually designated as the reference wheel diameter value of the brake system. Only when the wheel diameter value of the specified reference axle changes (especially after wheel turning), the measured new wheel diameter value needs to be input through HMI and TCMS, so as to support the completion of wheel diameter correction.

[0027] Taking the Bombardier traction system as an example, when the preconditions such as no sliding, all axles online and stable speed are met, the speed of each axle is collected in real time through the traction speed sensor, the wheel diameters of all other axles are calculated and corrected in combination with the reference axle wheel diameter input through HMI and TCMS, and the corrected value is stored.

[0028] The ATP subsystem in the related art relies on the speed sensor and radar installed on the wheel to measure the speed and distance of the train autonomously, and the correctness of the wheel diameter of the train greatly affects the accuracy of the speed and distance measurement of the system. The wheel diameter correction is realized by two continuous transponders arranged near the conversion track, the distance is greater than 20 meters, and the wheel diameter compensation range is 770-840 mm. The train can complete the automatic correction of the wheel diameter before entering the main line or when exiting the operation and returning to the warehouse. The wheel diameter automatic correction can automatically correct the error caused by wheel idling, slipping or wheel diameter wear, repair or replacement, and the compensation accuracy should meet the positioning accuracy requirement of the system itself.

[0029] The current metro vehicle signal system, traction system and brake system have independent wheel diameter correction functions, which leads to different wheel diameters used by the traction system, brake system and signal system for vehicle control, thereby affecting the vehicle control accuracy. After the wheel turning of a single or multiple reference axes of the vehicle, the traction and brake system requires inputting the reference wheel diameter value on the HMI display screen, and the wheel diameter correction process needs manual participation.

[0030] The present application provides a whole vehicle wheel diameter correction system of a rail train, which automatically corrects the wheel diameter through a unique speed measurement unit of each vehicle, and shares the wheel diameter to the signal, traction and brake systems for use, thereby unifying the control reference of the above systems, reducing the manual participation in the wheel diameter correction process, and improving the control accuracy of the vehicle traction and braking.

[0031] Reference Figure 1 , Figure 1 The present application provides a whole vehicle wheel diameter correction system of a rail train, which automatically corrects the wheel diameter through a unique speed measurement unit of each vehicle, and shares the wheel diameter to the signal, traction and brake systems for use, thereby unifying the control reference of the above systems, reducing the manual participation in the wheel diameter correction process, and improving the control accuracy of the vehicle traction and braking.

[0032] According to the present application, a whole vehicle wheel diameter correction system of a rail train comprises: A first speed measurement unit is arranged on a head car and is in communication connection with a central control unit, and is used for: In response to detecting that the train continuously passes through two wheel diameter correction transponders, determining the correction wheel diameters of each axis of the head car based on the distance between the two wheel diameter correction transponders and the trigger time difference between the two wheel diameter correction transponders; Sending the correction wheel diameters of each axis of the head car to the central control unit; A second speed measurement unit is arranged on an intermediate car and is in communication connection with the central control unit, and is used for: In response to detecting that the train is in an inertial running state, determining the correction wheel diameters of each non-reference axis of the intermediate car based on the pulse data of each axis of the intermediate car and the preset reference axis wheel diameter; Sending the correction wheel diameters of each non-reference axis of the intermediate car to the central control unit; The central control unit is used for: Receiving the correction wheel diameters of each axis of the head car sent by the first speed measurement unit and the correction wheel diameters of each non-reference axis of the intermediate car sent by the second speed measurement unit; Visualizing and displaying the correction wheel diameters of each axis of the head car and the correction wheel diameters of each non-reference axis of the intermediate car on a human-computer interaction interface.

[0033] In the embodiment of the present application, the whole vehicle wheel diameter correction system is composed of a SIL4 level speed measurement unit (i.e. the first speed measurement unit), a SIL2 level speed measurement unit (i.e. the second speed measurement unit) and a CCU controller (i.e. the central control unit).

[0034] The CCU (Central Control Unit) controller fuses four application APPs of ATO (Automatic Train Operation), TCMS (Train Control and Management System), TCU (Traction Control Unit) and BCU (Brake Control Unit), and realizes automatic correction of wheel diameters of all axes of the whole train.

[0035] Reference Figure 2 , Figure 2 The figure is an architecture diagram of the whole vehicle wheel diameter correction system provided by the application.

[0036] The TMc vehicle (i.e., the head vehicle, TMc1) is provided with a SIL4 level speed measurement unit, a two-by-two voting architecture, simultaneously connected with a speed sensor, an accelerometer and a BTM, and is responsible for wheel diameter correction of four axes of the TMc vehicle; The Mp vehicle (i.e., the intermediate vehicle) is provided with a SIL2 level speed measurement unit, a master-backup redundant architecture, connected with four speed sensors, one speed sensor for each axis, and is responsible for wheel diameter correction of four axes of the Mp vehicle; simultaneously, the Mp vehicle SIL2 speed measurement unit performs wheel diameter checking of the reference axis of the vehicle according to the calibrated wheel diameter information received from the TMc vehicle SIL4 speed measurement unit; The TCU unit and the BCU unit of each vehicle receive and use the corrected single-axis wheel diameter information sent by the corresponding speed measurement unit; The CCU receives the corrected single-axis wheel diameter information of the four speed measurement units of the whole train, and receives the wheel diameter information already used by the two BCU units of each vehicle, and checks the wheel diameter information of the speed measurement units received and the wheel diameter information already used by the BCU units.

[0037] In the embodiment of the application, the process of wheel diameter setting and correction is as follows: The user inputs the Mp vehicle reference axis wheel diameter on the human-machine interface (HMI), and sends it to the CCU controller TCMS software; The CCU controller TCMS software forwards the Mp vehicle reference axis wheel diameter to the second speed measurement unit of the corresponding vehicle, such as forwarding the Mp1 vehicle reference axis wheel diameter to the second speed measurement unit 1 and forwarding the Mp2 vehicle reference axis wheel diameter to the second speed measurement unit 2; In response to detecting that the train continuously passes through two wheel diameter correction transponders, the SIL4 speed measurement unit (the first speed measurement unit) automatically completes the wheel diameter correction of four axes of the TMc vehicle based on the wheel correction transponder; In response to detecting that the train is in the coasting operation state, a SIL2 level speed measurement unit (second speed measurement unit) calculates wheel diameter values of the other three axles of the Mp train according to the reference axle wheel diameter and the number of speed transmission pulses within T time of each axle; A SIL4 level speed measurement unit (first speed measurement unit) of the TMc train transmits the calculated wheel diameter values of the four axles of the TMc train to a TCU local unit, a BCU local unit and a CCU controller TCMS software; A SIL2 level speed measurement unit (second speed measurement unit) of the Mp train transmits the calculated wheel diameter values of the four axles of the Mp train to a TCU local unit, a BCU local unit and a CCU controller TCMS software; The CCU controller TCMS software collects all wheel diameter value information of the TMc train and the Mp train and transmits the information to an HMI display.

[0038] Reference Figure 3 , Figure 3 is a schematic diagram of the wheel diameter correction process provided by the application.

[0039] First, the reference wheel diameter value of the Mp train is input to the SIL2 level speed measurement unit through the HMI interface; when the system meets the automatic wheel correction condition, the SIL4 level speed measurement unit and the SIL2 level speed measurement unit respectively perform wheel diameter calculation of the TMc train and the Mp train, wherein the SIL4 unit calculates the wheel diameter value of the TMc train through the transponder triggering mechanism, and the SIL2 unit calculates the wheel diameter value of the non-reference axle of the Mp train based on the reference wheel diameter value and the pulse data; after the calculation is completed, each unit synchronously sends the corrected wheel diameter value to the TCU local unit, the BCU local unit and the CCU (TCMS APP) controller; finally, the CCU controller fuses all wheel diameter data and feeds back to the HMI interface for unified display, realizing visual monitoring and multi-system collaborative correction of the wheel diameter value of the whole vehicle.

[0040] Through the embodiment of the application, the first speed measurement unit determines the corrected wheel diameter of each axle of the head train and sends it to the central control unit when the train continuously passes through two wheel diameter correction transponders, and the wheel diameter data of the head train can be accurately obtained; the second speed measurement unit determines the corrected wheel diameter of each non-reference axle of the intermediate train and sends it when the train is in the coasting state, and the relevant corrected wheel diameter data of the intermediate train can be accurately obtained; the central control unit receives the two types of corrected wheel diameter data and visually displays them on the human-machine interface, ensuring that the signal, traction and braking systems use the same wheel diameter reference, significantly improving the control accuracy of the vehicle and reducing manual intervention.

[0041] According to the whole vehicle wheel diameter correction system of the track train provided by the application, the corrected wheel diameters of the axles of the head train are determined based on the distance between the two wheel diameter correction transponders and the trigger time difference between the two wheel diameter correction transponders, and the corrected wheel diameters of the axles of the head train are determined, including: The corrected wheel diameter of each axle of the head car is determined according to the following formula: wherein, Dx represents the corrected wheel diameter of the first axle of the head car, Dx represents the corrected wheel diameter of the first axle of the head car, S represents the distance between the two wheel diameter correction transponders, M represents the number of teeth of the speed sensor of the head car, T represents the time difference between the triggering of the two wheel diameter correction transponders, N represents the cumulative number of pulses of the speed sensor of the head car within the time difference T.

[0042] In the embodiment of the present application, after the train is powered on each day, the automatic wheel correction of the TMc car is started after the following conditions are met: continuously passing through two wheel diameter correction transponders, the train being in an idle state, no traction or braking, and the train speed being greater than 20 km / h.

[0043] During the train operation, the SIL4 level speed sensor unit (i.e., the first speed sensor unit) undertakes the function of automatic wheel diameter correction. When the train continuously receives two adjacent wheel diameter correction transponders, the distance between the two wheel correction transponders configured according to the electronic map data is used to calculate the wheel diameter values of the four axles after automatic correction, according to the time difference between the left edges of the two wheel correction transponders extracted from the wheel diameter correction transponder message. The corrected wheel diameter values are sent to the TSN network for use by the TCMS software of the ATP and CCU controllers, the local unit of the TCU, and the local unit of the BCU. After the on-board equipment is powered off, the SIL4 level speed sensor unit saves the wheel diameter values after power-off.

[0044] Assuming that the distance between the two wheel correction transponders configured according to the electronic map data is S, the wheel diameter of the wheel pair to be verified is Dx, and the rotational speed of the wheel pair to be verified is R, the updated system wheel diameter value is obtained by the following formula: Running distance: Wheel diameter: Assuming that the time interval from the left edge of the first wheel diameter correction transponder to the left edge of the second continuous wheel diameter correction transponder is T, the number of teeth of the speed sensor is M, and the cumulative number of pulses of the speed sensor within the time T is N, then: Rotational speed: Wheel diameter: wherein, Dx represents the corrected wheel diameter of the first axle of the head car, Dx represents the corrected wheel diameter of the first axle of the head car, indicates the distance between two wheel diameter correction transponders, indicates the number of speed sensor teeth of the head car, indicates the trigger time difference between two wheel diameter correction transponders, indicates the cumulative pulse number of the speed sensor of the head car within the trigger time difference.

[0045] Through the embodiment of the present application, the distance between two wheel diameter correction transponders, the number of speed sensor teeth of the head car, the trigger time difference, and the cumulative pulse number of the speed sensor within the time are used as specific and accurately measurable parameters, so that the corrected wheel diameters of each axle of the head car can be scientifically and accurately calculated, and a reliable basis is provided for the accurate correction of the wheel diameters of the train.

[0046] According to the present application, a whole train wheel diameter correction system of a rail train is provided, and the coasting running state comprises: The train is in coasting and the speed is greater than a preset speed threshold within a preset duration; The train does not idle or slide within the preset duration; The traction level and the brake level of the train are less than a preset level threshold within the preset duration.

[0047] In the embodiment of the present application, after the train is powered on every day, the wheel correction is started automatically after the following conditions are met: coasting at 20km / h or above for 6s, no idling or sliding within 6s, and the traction and brake levels within 6s being less than 10%.

[0048] The wheel correction is performed once when the conditions are met after the train is powered on every day, and the wheel correction is not performed again on the same day after the wheel correction is successful; if the wheel correction fails, the wheel correction is allowed to be performed again once under the condition of meeting the conditions until it is successful; if the wheel correction fails twice in succession, an alarm is triggered to the HMI, and the wheel diameter correction is not performed again.

[0049] Through the embodiment of the present application, the specific conditions of the coasting running state are defined, so that the wheel diameter correction of the train can be performed in a relatively stable and small interference state, and the accuracy of the correction data is improved.

[0050] According to the present application, a whole train wheel diameter correction system of a rail train is provided, and the coasting running state comprises: The corrected wheel diameters of each non-reference axle of the intermediate car are determined according to the following formula: The pulse data for each axle of the intermediate car are N1, N2, N3 and N4, respectively. The preset reference axle wheel diameter is D2, and the correction wheel diameters for each non-reference axle are D1, D3 and D4, respectively.

[0051] In this embodiment of the invention, if the calculated pulses for the four wheels within the trigger time difference between the two wheel diameter correction transponders are N1, N2, N3, and N4 respectively, and the reference axle wheel diameter is D2, while the wheel diameters requiring automatic correction are D1, D3, and D4, then within time T, the distance traveled by each vehicle's four axles is equal. Therefore: Thus obtain Through the embodiments of the present invention, by utilizing the pulse data of each axle of the intermediate carriage and the preset reference axle wheel diameter, the correction wheel diameter of each non-reference axle of the intermediate carriage can be calculated quickly and accurately, avoiding the complex and tedious measurement and calculation process, and improving the efficiency and accuracy of wheel diameter correction.

[0052] According to the present invention, a whole wheel diameter correction system for a rail train is provided, wherein a first speed measuring unit is communicatively connected to a second speed measuring unit, and the second speed measuring unit is further used for: According to a preset cycle, a time synchronization request is sent to the first speed measurement unit to determine the clock difference between the first speed measurement unit and the second speed measurement unit. The first moment when the first speed measuring unit passes the first path correction transponder and the second moment when the first speed measuring unit passes the second path correction transponder are obtained. Determine the first summation time between the first time point and the clock difference, and the second summation time between the second time point and the clock difference; Determine the cumulative number of pulses on the reference axis between the first summing time and the second summing time; Determine the correction wheel diameter of the reference shaft using the following formula: in, Indicates the corrected wheel diameter of the reference shaft. Indicates the spacing between two wheel diameter corrected transponders. This indicates the number of teeth on the speed sensor of the lead vehicle. Indicates the second moment. Indicates the first moment, This indicates the cumulative number of pulses on the reference axis.

[0053] In the embodiment of the present application, in order to meet the requirements of full-automatic operation system and virtual marshalling control, each SIL2 speed measurement unit (second speed measurement unit) checks the preset reference axle wheel diameter based on the wheel diameter correction transponder information received by the SIL4 speed measurement unit (first speed measurement unit), further improves the system safety, and specifically includes the following steps.

[0054] After the SIL2 speed measurement unit (second speed measurement unit) is powered on, it periodically (such as 5 minutes) initiates a time correction request to the SIL4 speed measurement unit (first speed measurement unit) to obtain the clock difference Offset between the SIL2 speed measurement unit and the SIL4 speed measurement unit.

[0055] When the SIL4 speed measurement unit (first speed measurement unit) receives the first wheel correction transponder, it sends the SIL2 speed measurement unit (second speed measurement unit) the time T1 when the first wheel diameter correction transponder is received. When the SIL4 speed measurement unit (first speed measurement unit) receives the second wheel correction transponder, it sends the SIL2 speed measurement unit (second speed measurement unit) the time T2 when the second wheel diameter correction transponder is received. When the SIL2 speed measurement unit (second speed measurement unit) meets the Mp vehicle wheel correction condition, it buffers the periodic pulse sequence corresponding to the reference axle in the wheel correction period; When the SIL2 speed measurement unit (second speed measurement unit) receives the information that the SIL4 speed measurement unit (first speed measurement unit) has passed the second wheel diameter correction transponder, it finds the pulse sequence of the reference axle in the T1+Offset~T2+Offset period from the buffered pulse sequence, and accumulates the total pulse number N2. The SIL2 speed measurement unit (second speed measurement unit) recalculates the corrected wheel diameter of the reference axle of the train based on the configuration distance between the two wheel diameter correction transponders according to the following formula : Among them, represents the corrected wheel diameter of the reference axle, represents the distance between the two wheel diameter correction transponders, represents the number of teeth of the speed measurement sensor of the head vehicle, represents the second time, represents the first time, represents the cumulative pulse number of the reference axle.

[0056] Through the embodiment of the present application, the clock difference between the two units is automatically calibrated through the periodic time calibration request, and the trigger time of the transponder of the first speed measuring unit is compensated based on the clock difference, so that the start and end time window of the reference axis pulse count is accurately locked, the pulse count error caused by the clock difference between the devices is completely eliminated, and finally the accuracy of the non-reference axis wheel diameter calculation of the intermediate car and the reliability of the overall correction result of the system are ensured.

[0057] According to the whole vehicle wheel diameter correction system of the rail train provided by the present application, the second speed measuring unit is further used for: When the difference between the corrected wheel diameter of the reference axis and the preset reference wheel diameter is less than the difference threshold value, the corrected wheel diameter of each non-reference axis of the intermediate car is determined as a valid value; When the difference between the corrected wheel diameter of the reference axis and the preset reference wheel diameter is greater than or equal to the difference threshold value, the corrected wheel diameter of each non-reference axis of the intermediate car is determined as an invalid value.

[0058] In the embodiment of the present application, if the corrected wheel diameter of the reference axis If the difference between the preset reference axis wheel diameter and the wheel diameter difference of the SIL2 speed measuring unit (the second speed measuring unit) is within a certain range, the Mp car judges that the corrected D1, D2, D3 and D4 wheel diameters are all valid, and after the power of the on-board device is turned off, the above-mentioned wheel diameter values are saved by the SIL2 speed measuring unit (the second speed measuring unit).

[0059] Otherwise, it is judged that the corrected D1, D2, D3 and D4 wheel diameters are all invalid, the SIL2 speed measuring unit does not save the wheel diameter correction values this time, and if the failure occurs for two times in succession, an alarm is sent to the HMI.

[0060] Reference Figure 4 , Figure 4 is the flowchart of the wheel diameter checking mechanism provided by the present application.

[0061] In the embodiment of the present application, the SIL4 speed measuring unit first initiates a time calibration request to the SIL2 speed measuring unit and obtains a time calibration response, and then synchronously transmits the trigger time T1 and T2 of the two transponders to the SIL2 unit; the SIL2 unit compensates the clock difference Offset value, extracts the reference axis pulse data in the T1+Offset to T2+Offset time window from the cached pulse sequence, accumulates to obtain the total pulse number N2, and then calculates the wheel diameter checking value D2' in combination with the preset transponder spacing; the checking verification is realized by comparing D2' with the preset reference wheel diameter value D2, if the checking fails for two times in succession, an alarm information is sent to the HMI, and a complete closed-loop checking and fault early warning mechanism is formed.

[0062] Through the embodiment of the present application, after the reference axle wheel of the TMc vehicle is reground, the reference axle wheel diameter value does not need to be input on the HMI in the traditional way, and the correction of the reference axle wheel diameter of all axles of the TMc vehicle is automatically completed during the train leaving the vehicle depot, so that full-automatic wheel correction without manual intervention is realized; the result of the automatic wheel correction of the TMc vehicle is used to perform secondary correction on the reference axle wheel diameter input by the Mp vehicle, so as to prevent the Mp vehicle from being incorrectly input by manual intervention; the unified wheel diameter value is used for vehicle control by the on-board signal, traction and braking systems, so that the control accuracy of the vehicle traction and braking is improved.

[0063] The whole vehicle wheel diameter correction method of the rail train provided by the present application is described below, and the whole vehicle wheel diameter correction method of the rail train described below can be correspondingly referred to the whole vehicle wheel diameter correction system of the rail train described above.

[0064] Reference Figure 5 , Figure 5 is a flowchart of the whole vehicle wheel diameter correction method of the rail train provided by the present application.

[0065] Step 501, in response to detecting that the train continuously passes through two wheel diameter correction transponders, the correction wheel diameters of each axle of the head vehicle are determined based on the interval between the two wheel diameter correction transponders and the trigger time difference between the two wheel diameter correction transponders.

[0066] Step 502, in response to detecting that the train is in an idle running state, the correction wheel diameters of each non-reference axle of the intermediate vehicle are determined based on the pulse data of each axle of the intermediate vehicle and the preset reference axle wheel diameter.

[0067] Step 503, the correction wheel diameters of each axle of the head vehicle and the correction wheel diameters of each non-reference axle of the intermediate vehicle are visually displayed on the human-computer interaction interface.

[0068] Specifically, the whole vehicle wheel diameter correction method of the rail train provided by the present application can realize all the method steps realized by the whole vehicle wheel diameter correction system embodiment of the rail train, and can achieve the same technical effects. The same parts and beneficial effects in the method embodiment will not be described in detail here.

[0069] Figure 6 is a schematic diagram of the physical structure of the electronic device provided by the present application, such as Figure 6As shown, the electronic device can include a processor 610, a communications interface 620, a memory 630, and a communications bus 640, wherein the processor 610, the communications interface 620, and the memory 630 complete mutual communication through the communications bus 640. The processor 610 can invoke a logical instruction in the memory 630 to execute the whole vehicle wheel diameter correction method of the rail train, which includes: in response to detecting that the train continuously passes through two wheel diameter correction transponders, determining the correction wheel diameter of each axle of the head car based on the interval between the two wheel diameter correction transponders and the trigger time difference between the two wheel diameter correction transponders; in response to detecting that the train is in an inertial running state, determining the correction wheel diameter of each non-reference axle of the intermediate car based on the pulse data of each axle of the intermediate car and the preset reference axle wheel diameter; and visually displaying the correction wheel diameter of each axle of the head car and the correction wheel diameter of each non-reference axle of the intermediate car on a human-computer interaction interface.

[0070] In addition, the logical instruction in the memory 630 described above can be realized in the form of a software functional unit and sold or used as an independent product, which can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application essentially or the part that contributes to the prior art or part of the technical solutions can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a plurality of instructions to make a computer device (which can be a personal computer, a server, or a network device, etc.) execute all or part of the steps of the embodiments of the present application. The foregoing storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk, and various program code storage media.

[0071] On the other hand, the present application also provides a computer program product, which includes a computer program, the computer program can be stored on a non-transitory computer readable storage medium, and the computer program is executed by a processor, and the computer can execute the whole vehicle wheel diameter correction method of the rail train provided by the above-mentioned method, which includes: in response to detecting that the train continuously passes through two wheel diameter correction transponders, determining the correction wheel diameter of each axle of the head car based on the interval between the two wheel diameter correction transponders and the trigger time difference between the two wheel diameter correction transponders; in response to detecting that the train is in an inertial running state, determining the correction wheel diameter of each non-reference axle of the intermediate car based on the pulse data of each axle of the intermediate car and the preset reference axle wheel diameter; and visually displaying the correction wheel diameter of each axle of the head car and the correction wheel diameter of each non-reference axle of the intermediate car on a human-computer interaction interface.

[0072] In yet another aspect, the present application also provides a non-transitory computer readable storage medium having stored thereon a computer program, which, when executed by a processor, implements the method for correcting wheel diameters of a whole train provided by any of the above methods, the method comprising: in response to detecting that the train continuously passes through two wheel diameter correction transponders, determining the corrected wheel diameters of each axle of the head car based on the distance between the two wheel diameter correction transponders and the difference in triggering time between the two wheel diameter correction transponders; in response to detecting that the train is in a coasting running state, determining the corrected wheel diameters of each non-reference axle of the intermediate car based on the pulse data of each axle of the intermediate car and the preset reference axle wheel diameter; and visually displaying the corrected wheel diameters of each axle of the head car and the corrected wheel diameters of each non-reference axle of the intermediate car on a human-computer interaction interface.

[0073] The device embodiments described above are merely illustrative, wherein the units illustrated as separate components can or can not be physically separated, and the components illustrated as units can or can not be physical units, i.e., can be located in one place or distributed on multiple network units. Part or all of the modules can be selected to achieve the purpose of the embodiment scheme according to actual needs. Those skilled in the art can understand and implement without creative labor.

[0074] From the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be realized by means of software plus a necessary general hardware platform, and of course can also be realized by hardware. Based on such understanding, the above technical solutions, essentially or in terms of the contribution to the prior art, can be embodied in the form of a software product. The computer software product can be stored in a computer readable storage medium, such as a ROM / RAM, a magnetic disk, an optical disk, etc., and includes a plurality of instructions to make a computer device (which can be a personal computer, a server, or a network device, etc.) execute the methods of the various embodiments or some parts of the embodiments.

[0075] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement to some technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A system for correcting the wheel diameter of a rail vehicle, characterized in that, The method comprises the following steps: The first speed measurement unit is arranged on the head car and is in communication connection with the central control unit, and is used for: In response to detecting that the train continuously passes through two wheel diameter correction transponders, determining the corrected wheel diameter of each axle of the head car based on the distance between the two wheel diameter correction transponders and the trigger time difference between the two wheel diameter correction transponders; Sending the corrected wheel diameter of each axle of the head car to the central control unit; The second speed measurement unit is arranged on the intermediate car and is in communication connection with the central control unit, and is used for: In response to detecting that the train is in an idle running state, determining the corrected wheel diameter of each non-reference axle of the intermediate car based on the pulse data of each axle of the intermediate car and the preset reference axle wheel diameter; Sending the corrected wheel diameter of each non-reference axle of the intermediate car to the central control unit; The central control unit is used for: Receiving the corrected wheel diameter of each axle of the head car sent by the first speed measurement unit and the corrected wheel diameter of each non-reference axle of the intermediate car sent by the second speed measurement unit; Visually displaying the corrected wheel diameter of each axle of the head car and the corrected wheel diameter of each non-reference axle of the intermediate car on a human-computer interaction interface.

2. The system for correcting the wheel diameter of the entire rail train according to claim 1, characterized by, The determination of the corrected wheel diameter of each axle of the head car based on the distance between the two wheel diameter correction transponders and the trigger time difference between the two wheel diameter correction transponders comprises: The corrected wheel diameter of each axle of the head car is determined according to the following formula: wherein, N represents the number of teeth of the speed sensor of the lead vehicle, R represents the corrected wheel diameter of the axis of the lead vehicle, D represents the distance between the two wheel diameter correction transponders, N represents the number of teeth of the speed sensor of the lead vehicle, D represents the difference in triggering time between the two wheel diameter correction transponders, N represents the cumulative number of pulses of the speed sensor of the lead vehicle within the triggering time difference.

3. The system for correcting the wheel diameter of the entire rail train according to claim 1, wherein The idle running state comprises: The train is in an idle state and the speed is greater than a preset speed threshold value within a preset duration; The train does not idle or slide within the preset duration; The traction level and the brake level of the train are less than a preset level threshold value within the preset duration.

4. The system for correcting the wheel diameter of the entire rail train according to claim 1, wherein The determination of the corrected wheel diameter of each non-reference axle of the intermediate car based on the pulse data of each axle of the intermediate car and the preset reference axle wheel diameter comprises: The corrected wheel diameter of each non-reference axle of the intermediate car is determined according to the following formula: Wherein, the pulse data of each axle of the intermediate car are N1, N2, N3 and N4 respectively, the preset reference axle wheel diameter is D2, and the corrected wheel diameter of each non-reference axle is D1, D3 and D4 respectively.

5. The system for correcting the wheel diameter of the entire rail train according to claim 1, wherein The first speed measurement unit and the second speed measurement unit are in communication connection, and the second speed measurement unit is further used for: Initiating a time correction request to the first speed measurement unit according to a preset period, determining the clock difference between the first speed measurement unit and the second speed measurement unit; Obtaining the first time when the first speed measurement unit passes through the first diameter correction transponder and the second time when the first speed measurement unit passes through the second diameter correction transponder; Determining the first added time between the first time and the clock difference and the second added time between the second time and the clock difference; Determining the cumulative pulse number of the reference axle between the first added time and the second added time; The corrected wheel diameter of the reference axle is determined according to the following formula: wherein, represents the corrected wheel diameter of the reference axle, represents the spacing between the two wheel diameter correction transponders, represents the number of teeth of the speed sensor of the lead vehicle, represents the second time, represents the first time, represents the cumulative number of pulses of the reference axle.

6. The system for correcting the wheel diameter of the entire rail train according to claim 5, wherein The second speed measurement unit is further used for: determining the corrected wheel diameter of each non-reference axle of the intermediate car as a valid value when the difference between the corrected wheel diameter of the reference axle and the preset reference wheel diameter is less than a difference threshold value; determining the corrected wheel diameter of each non-reference axle of the intermediate car as an invalid value when the difference between the corrected wheel diameter of the reference axle and the preset reference wheel diameter is greater than or equal to the difference threshold value.

7. A method of correcting the wheel diameter of a rail vehicle as a whole, characterized by, comprising: in response to detecting that the train continuously passes through two wheel diameter correction transponders, determining the corrected wheel diameter of each axle of the head car based on the distance between the two wheel diameter correction transponders and the trigger time difference between the two wheel diameter correction transponders; in response to detecting that the train is in an idle running state, determining the corrected wheel diameter of each non-reference axle of the intermediate car based on the pulse data of each axle of the intermediate car and the preset reference axle wheel diameter; visually displaying the corrected wheel diameter of each axle of the head car and the corrected wheel diameter of each non-reference axle of the intermediate car on a human-computer interaction interface.

8. An electronic device comprising a memory, a processor, and a computer program stored on the memory and running on the processor, characterized in that, The processor executes the computer program to implement the whole vehicle wheel diameter correction method of the rail train according to claim 7. 9.A non-transitory computer-readable storage medium having stored thereon a computer program, characterized in that, The computer program is executed by the processor to implement the whole vehicle wheel diameter correction method of the rail train according to claim 7.

10. A computer program product comprising a computer program, characterized in that, The computer program is executed by the processor to implement the whole vehicle wheel diameter correction method of the rail train according to claim 7.

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