Wheel diameter value updating method and device for train

Abstract

The application discloses a train wheel diameter value updating method and device, relates to the train control technical field, and mainly aims at improving system operation efficiency. The main technical scheme of the application is as follows: a first linking distance and a first speed sensor pulse number of a train in a first balise section are acquired; a new wheel diameter value is obtained according to the first linking distance and the first speed sensor pulse number; a second linking distance and a second speed sensor pulse number of the train in a second balise section are acquired; a new predicted running distance and a current predicted running distance are determined based on the new wheel diameter value and a current wheel diameter value respectively in combination with the second speed sensor pulse number; a check feature corresponding to the new wheel diameter value is generated according to the relationship between the new predicted running distance and the second linking distance and the relationship between the current predicted running distance and the second linking distance; and the current wheel diameter value is updated according to a preset correction strategy when it is judged that the current wheel diameter value needs to be updated based on the check feature and a preset correction condition.

Description

Technical Field

[0001] This invention relates to the field of train control technology, and in particular to a method and apparatus for updating the wheel diameter value of a train. Background Technology

[0002] The wheel diameter of a high-speed train, also known as the rolling circle diameter of the train wheel, is a core parameter for train speed and distance measurement, traction and braking control. Its accuracy directly determines the precision of speed and mileage calculations, the stability of train motion control, and the overall safety of train operation. However, during the long-term service of a train, continuous friction and wear between the wheel and the contact surface, as well as frequent abnormal operating conditions such as wheel spin and coasting, can cause changes in the actual wheel diameter. Therefore, updating the wheel diameter value can ensure the operational safety of high-speed trains.

[0003] Existing technologies mainly employ satellite positioning-based update methods and multi-sensor information fusion-based update methods. The former uses the actual travel distance provided by the satellite positioning system to back-calculate the new wheel diameter value, while the latter uses a state estimation algorithm to fuse multi-source observation data to identify the new wheel diameter value online.

[0004] It can be seen that although the two methods differ in principle, both directly apply the generated new wheel diameter value to the onboard control system. However, this direct replacement mechanism is prone to triggering unnecessary changes when the original wheel diameter value does not need to be updated. Such unnecessary changes force the onboard system to re-implement train control based on the new wheel diameter value, which not only wastes system computing resources but also reduces system operating efficiency. Summary of the Invention

[0005] In view of the above problems, the present invention provides a method and apparatus for updating the wheel diameter value of a train, the main purpose of which is to avoid unnecessarily occupying system computing resources and improve system operating efficiency.

[0006] To solve the above-mentioned technical problems, the present invention proposes the following solution: In a first aspect, the present invention provides a method for updating the wheel diameter value of a train, the method comprising: When the train passes through the first transponder section, the first link distance of the first transponder section and the first speed sensor pulse count are obtained; The new wheel diameter value is obtained based on the first link distance and the number of pulses from the first speed sensor; When the train passes through the second transponder section, the second link distance of the second transponder section and the number of pulses from the second speed sensor are obtained; Based on the new wheel diameter value and the current wheel diameter value stored in the vehicle system, and combined with the pulse count of the second speed sensor, the new estimated running distance and the current estimated running distance are determined respectively. Based on the relationship between the new estimated running distance and the second link distance, and the relationship between the current estimated running distance and the second link distance, a verification feature corresponding to the new wheel diameter value is generated; Based on the verification features and preset correction conditions, determine whether the current wheel diameter value needs to be updated; If an update is required, the current wheel diameter value will be updated according to a preset correction strategy.

[0007] Secondly, the present invention provides a wheel diameter value updating device for trains, the device comprising: The first acquisition unit is used to acquire the first link distance and the first speed sensor pulse count of the first transponder section when the train passes through the first transponder section. The numerical calculation unit is used to obtain a new wheel diameter value based on the first link distance and the number of pulses from the first speed sensor obtained by the first acquisition unit; The second acquisition unit is used to acquire the second link distance and the number of pulses from the second speed sensor in the second transponder section when the train passes through the second transponder section. The distance determination unit is used to determine the new estimated running distance and the current estimated running distance based on the new wheel diameter value calculated by the numerical calculation unit and the current wheel diameter value stored in the vehicle system, combined with the number of pulses from the second speed sensor obtained by the second acquisition unit. The feature generation unit is used to generate a verification feature corresponding to the new wheel diameter value based on the relationship between the new estimated running distance determined by the distance determination unit and the second link distance, and the relationship between the current estimated running distance and the second link distance. An update judgment unit is used to determine whether the current wheel diameter value needs to be updated based on the verification features obtained by the feature generation unit and the preset correction conditions. An update execution unit is used to update the current wheel diameter value according to a preset correction strategy if the update judgment unit determines that an update is required.

[0008] To achieve the above objectives, according to a third aspect of the present invention, a storage medium is provided, the storage medium including a stored program, wherein, when the program is executed, the device where the storage medium is located is controlled to execute the train wheel diameter value update method of the first aspect.

[0009] To achieve the above objectives, according to a fourth aspect of the present invention, a processor is provided for running a program, wherein the program executes the train wheel diameter value update method of the first aspect described above.

[0010] By employing the above technical solution, this invention provides a method and apparatus for updating the wheel diameter value of a train. First, when the train passes through a first transponder section, the first link distance and the first speed sensor pulse count of the first transponder section are acquired. This provides a reliable data source compared to the signal blind spots of satellite positioning. Then, a new wheel diameter value is obtained based on the first link distance and the first speed sensor pulse count. The wheel diameter calculation is completed based on the correspondence between a fixed reference distance and the actual wheel rotation pulses. The calculation logic closely matches the actual rolling conditions of the wheel, ensuring the accuracy of the new wheel diameter value calculation. Next, when the train passes through a second transponder section, the second link distance and the second speed sensor pulse count of the second transponder section are acquired. Then, based on the new wheel diameter value and the current wheel diameter value stored in the onboard system, combined with the second speed sensor pulse count, a new estimated running distance and a current estimated running distance are determined. Then, a verification feature corresponding to the new wheel diameter value is generated based on the relationship between the new estimated running distance and the second link distance, and the relationship between the current estimated running distance and the second link distance. Finally, based on the verification feature and preset correction conditions, it is determined whether the current wheel diameter value needs to be updated. By using transponder segment data outside the new wheel diameter calculation segment as the verification data source, the calculation data source and the verification data source are separated. This avoids the result deviation caused by using the same segment data for both calculation and verification, ensuring the objectivity of the subsequent verification process. Furthermore, the subsequent update process only begins when the verification characteristics meet preset correction conditions. This sets a pre-entry threshold for wheel diameter value updates in the execution process, fundamentally avoiding the unnecessary changes caused by directly replacing onboard system parameters after generating new wheel diameter values ​​in existing technologies, when the current wheel diameter value does not need updating. Finally, when an update is determined to be necessary, the current wheel diameter value is updated according to a preset correction strategy. This fundamentally reduces unnecessary parameter adjustments, solving the core problem of ineffective occupation of onboard system computing resources and reduced operating efficiency caused by unnecessary changes, and ensuring the stability of train speed and distance measurement, traction and braking control, and the overall safety of vehicle operation.

[0011] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, and in order to make the above and other objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0012] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A flowchart of a method for updating the wheel diameter value of a train according to an embodiment of the present invention is shown; Figure 2 A flowchart of another method for updating the wheel diameter value of a train provided by an embodiment of the present invention is shown; Figure 3 This diagram illustrates a block diagram of a train wheel diameter value updating device according to an embodiment of the present invention. Figure 4 A block diagram of another train wheel diameter value updating device provided in an embodiment of the present invention is shown. Detailed Implementation

[0013] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0014] To address the need for train wheel diameter calibration, existing technologies primarily employ three approaches: periodic manual measurement, satellite positioning-based calibration, and multi-sensor information fusion-based calibration. However, the core improvement strategies of these approaches all focus on enhancing the accuracy of wheel diameter calculations and generally employ a mechanism where newly calculated wheel diameter values ​​directly overwrite the wheel diameter values ​​currently used in the onboard system. This approach largely overlooks two key issues: First, if the current wheel diameter values ​​used by the onboard system still meet the requirements for precise train control and stable operation, such updates are essentially meaningless and unnecessary. Second, newly calculated wheel diameter values ​​inevitably contain inherent errors; frequent direct overwrite updates are equivalent to continuously introducing random errors into the onboard control system, which can negatively impact the stability and reliability of train control operations.

[0015] Based on the aforementioned deficiencies in existing technologies, this invention provides a method for updating the wheel diameter value of a train. This method differs fundamentally from existing technologies, as it does not follow the existing approach of focusing on optimizing the accuracy of wheel diameter calculation. Instead, it proposes a completely different technical concept: Before performing the wheel diameter value update operation, this invention first determines whether the current wheel diameter value used by the on-board system needs to be updated based on the verification features corresponding to the newly calculated wheel diameter value and preset correction conditions. Even if the update conditions are met, the current wheel diameter value is not directly adjusted to the newly calculated wheel diameter value. This new wheel diameter value is only used as a basis for determining whether the current wheel diameter value needs to be updated, rather than being used to ultimately replace the effective wheel diameter parameter.

[0016] Next, in conjunction with the appendix Figure 1This invention describes the method for updating train wheel diameter values. ATP, short for Automatic Train Protection System, is the core onboard safety control system for high-speed trains, responsible for key functions such as train speed and distance measurement, traffic permit monitoring, and overspeed protection. Considering the inherent structural characteristics of high-speed trains with dual-end driver's cabs, this method can be simultaneously deployed in the ATP onboard software applied to both ends of the train's driver's cabs, synchronously correcting the wheel diameter values ​​at both ends. This synchronous correction mechanism ensures that the wheel diameter parameters stored in the ATP systems at both ends of the train always remain consistent with the actual physical dimensions of the wheels, fundamentally eliminating potential safety hazards such as speed and distance measurement deviations and traffic permit calculation errors caused by inconsistent wheel diameter parameters at both ends.

[0017] The specific execution steps of this method are as follows: Figure 1 As shown, it includes: 101. When the train passes through the first transponder section, the first link distance of the first transponder section and the number of pulses from the first speed sensor are obtained.

[0018] 102. Obtain the new wheel diameter value based on the first link distance and the number of pulses from the first speed sensor.

[0019] 103. When the train passes through the second transponder section, obtain the second link distance and the second speed sensor pulse count of the second transponder section.

[0020] 104. Based on the new wheel diameter value and the current wheel diameter value stored in the vehicle system, and combined with the pulse count of the second speed sensor, determine the new estimated running distance and the current estimated running distance.

[0021] Before explaining how to execute the steps, let's clarify the core technical terms: The transponder is the core fixed ground equipment of the high-speed rail train control system. The passive transponder has fixed reference parameters for the line stored internally. When the train wheels run over the transponder, the on-board transponder transmission module (BTM) can read its message data in real time, which is the core reference for train positioning and ranging. A transponder section refers to the track section between two adjacent sets of valid passive transponders on the line. It is the smallest independent unit for wheel diameter calculation and verification. The first transponder section and the second transponder section are independent track sections that are continuous and non-overlapping in the direction of train operation. The link distance is the actual track distance between adjacent transponders that has been fixed and determined during the line survey stage. It is a fixed and unchanging centimeter-level precision benchmark value that is not affected by train operating conditions and serves as the benchmark for train distance measurement and wheel diameter calculation. The speed sensor pulse count refers to the number of square wave pulses output by the photoelectric speed sensor installed at the axle end of the train during the wheel rotation. The pulse count has a fixed linear relationship with the number of wheel rotations and is the data used by the on-board system to calculate the train's travel distance and speed.

[0022] In step 101, when the train passes over the first set of passive transponders (referred to as transponder group 1) laid on the track during this cycle, the onboard ATP system receives and verifies the message data of the transponder group. As a fixed ground device pre-installed on the track, the passive transponder internally stores permanent reference data such as the unique transponder group number of the entire railway, the fixed link distance to the next adjacent transponder group, and track parameters, which are unaffected by the train's operating conditions.

[0023] After confirming the message is legal and valid, the onboard ATP system records the unique number of transponder group 1 and the current positioning information of the train, extracts the fixed link distance from transponder group 1 to the next adjacent transponder group (hereinafter referred to as transponder group 2) stored in the message, and immediately clears and resets the pulse counter.

[0024] Subsequently, as the train wheels continue to roll on the track, the speed sensor continuously outputs electrical pulses, and the onboard counting unit accumulates the pulse signals generated during the train's passage between the two transponder groups. As the train continues to travel in the direction of travel, the onboard ATP system continuously accumulates the number of pulses output by the speed sensor, while simultaneously detecting in real time whether a new transponder group has been run over. This continues until the train runs over transponder group 2, which is adjacent to transponder group 1. At this point, the train has completely traversed the section between transponder groups 1 and 2, forming the first transponder section.

[0025] The moment the train passes over transponder group 2, the onboard ATP system receives and verifies the transponder message again. After confirming that transponder group 2 is the target transponder group linked to transponder group 1, the fixed link distance previously extracted from the message of transponder group 1 is determined as the first link distance of the first transponder section, and the cumulative number of first speed sensor pulses output by the speed sensor during the entire process of the train passing through the first transponder section is obtained.

[0026] Subsequently, in step 102, a new wheel diameter value is calculated based on the conversion relationship between the wheel rolling circumference, the number of pulses from the first speed sensor, and the first link distance. Specifically, this step divides the first link distance by the number of pulses from the first speed sensor to obtain the equivalent arc length corresponding to a single pulse, and then performs a reverse calculation using the pi parameter to obtain a new wheel diameter value characterizing the current physical size of the wheel. This process essentially transforms the known fixed segment length into an initial estimate of the wheel diameter parameter.

[0027] Following step 103, at the same moment the train passes over transponder group 2 and completes the calculation of the new wheel diameter, the onboard ATP system simultaneously initiates the data acquisition process for the second transponder section. Using transponder group 2 as the starting point of the second transponder section, the system repeats the timing sequence consistent with the first transponder section. The train continues traveling in the direction of travel until it completely passes over transponder group 3, thus forming a second transponder section that is completely continuous, non-overlapping, and independent of the first transponder section. The system then acquires the second speed sensor pulse count and the second link distance as the train completely passes through this section.

[0028] In step 104, the onboard ATP system uses the pulse count of the second speed sensor as the only measured input parameter to retrieve two sets of wheel diameter data: one set is the new wheel diameter value calculated in step 102 and temporarily cached in the non-effective storage area, and the other set is the current wheel diameter value stored in the onboard system's safe storage unit and currently used in real time for train speed measurement, distance measurement and traction braking control.

[0029] Using the same wheel rolling physics calculation logic as in step 102, two sets of theoretical travel distances are derived through reverse derivation: the new estimated travel distance calculated based on the new wheel diameter value, and the current estimated travel distance calculated based on the currently effective wheel diameter value. The two sets of calculation results differ only in the input wheel diameter parameter; the rest of the calculation logic, input data source, and corresponding operating conditions are completely identical, forming an equivalent comparison sample. This provides fair and quantifiable core foundational data for subsequent verification feature generation and determination of whether the wheel diameter value needs to be updated.

[0030] 105. Generate the verification features corresponding to the new wheel diameter value based on the relationship between the new estimated running distance and the second link distance, as well as the relationship between the current estimated running distance and the second link distance.

[0031] 106. Based on the verification features and preset correction conditions, determine whether the current wheel diameter value needs to be updated.

[0032] 107. If an update is required, the current wheel diameter value will be updated according to the preset correction strategy.

[0033] In step 105, the first error value between the new estimated running distance and the second link distance and the second error value between the current estimated running distance and the second link distance can be calculated respectively. Then, the "first error value is greater than the second error value" is used as the valid counting condition for accumulation. When the cumulative number of valid counts reaches the preset number, it is determined that the preset correction condition is met.

[0034] In this method, if any first error value is not greater than the second error value during the accumulation process, the accumulated count will be immediately reset to zero. At the same time, the entire accumulation process requires the train to repeatedly perform the calculation and error comparison of the new expected running distance corresponding to the new wheel diameter value and the current expected running distance corresponding to the current wheel diameter value every time it passes through a new transponder section, and update the accumulated count synchronously.

[0035] The reason for adopting this judgment logic is that this invention does not pursue the calculation accuracy of the new wheel diameter value and directly replace the current wheel diameter value. Instead, it uses the new wheel diameter value as a theoretical benchmark to verify whether the currently used wheel diameter value can still meet the requirements of precise train control. If the first error value is consistently greater than the second error value, it indicates that the ranging accuracy of the current wheel diameter value has substantially deteriorated. In addition, a single error comparison result does not have reliable judgment. Only when the same verification result appears multiple times consecutively can the interference of random factors be eliminated, confirming that the deterioration of the current wheel diameter value is continuous, rather than an occasional result caused by fluctuations in operating conditions. The rule of resetting to zero if the condition is not met midway is precisely to ensure that the accumulated valid number of times are continuous and stable verification results, completely filtering out misjudgments caused by occasional interference.

[0036] In addition to the methods described above, step 105 can also employ another optional implementation method, namely, an optimized judgment method with error tolerance. This method only optimizes and adjusts the calculation logic of the first error value; the subsequent cumulative counting, zeroing rules, and correction condition judgment processes are completely consistent with the first basic method. Specifically: based on the new expected running distance and considering the unavoidable measurement errors in actual working conditions, multiple adjusted new expected running distances are generated; then, from the original new expected running distance and all adjusted new expected running distances, the value with the largest error compared to the second link distance is selected, and its corresponding error value is determined as the first error value.

[0037] The reason for adopting this optimization logic is that during train operation, factors such as the inherent measurement accuracy of the speed sensor may lead to errors in the newly estimated running distance. The design of deriving multiple adjusted new estimated running distances and taking the largest error value as the first error value is essentially setting the most lenient upper limit for the distance measurement error of the new wheel diameter value. The principle is that even under the most unfavorable error fluctuation conditions, the distance measurement error of the new wheel diameter value is still greater than the current wheel diameter value, thereby ensuring that each valid count has absolute reliability.

[0038] After generating the verification features in steps 105-106 and determining whether the current wheel diameter value needs to be updated based on the preset correction conditions, if the current wheel diameter value needs to be updated, proceed to step 107 and perform the update operation on the current wheel diameter value according to the preset correction strategy.

[0039] This update sets up two completely independent implementation methods that can be flexibly selected according to actual working conditions. Both methods follow the unidirectional reduction correction principle corresponding to wheel wear, and both use the minimum correction mechanism as the core safety constraint: The first method is a fixed step size unidirectional correction method: the correction process does not refer to the specific calculation result of the new wheel diameter value at all, but only performs a unidirectional deduction adjustment on the current wheel diameter value according to the preset fixed step size stored in the vehicle system. The value corresponding to the preset fixed step size is directly deducted from the current wheel diameter value to complete the update of the wheel diameter value.

[0040] The second method is an adaptive step size correction method with difference limiting: First, calculate the absolute value of the difference between the current wheel diameter value and the new wheel diameter value, then compare the absolute value of the difference with the preset fixed step size, and take the smaller value as the actual execution step size for this wheel diameter value adjustment. Based on the actual execution step size, perform a one-way decrement adjustment on the current wheel diameter value to complete this wheel diameter value update.

[0041] The difference between the two methods is that the first fixed step size unidirectional correction method uses only the preset fixed step size as the sole execution standard for a single correction. The correction logic is conservative and avoids the risk of calculation errors in the new wheel diameter value being transmitted to the updated wheel diameter value. The second difference-limited adaptive step size correction method compares the absolute value of the difference between the preset fixed step size and the current wheel diameter value and the new wheel diameter value, and takes the smaller value of the two to determine the actual execution step size, which can maintain the minimum correction safety bottom line.

[0042] Regardless of which implementation method is adopted, the maximum single adjustment range of the wheel diameter value is strictly limited through the minimum correction mechanism to avoid large jumps in the wheel diameter parameter, and to ensure the continuity and stability of train speed measurement, distance measurement, traction and braking control throughout the wheel diameter value update process, thus building a solid safety line for train operation from the core control parameter adjustment link.

[0043] The verification feature refers to the comparison result between the "first error value between the new estimated running distance and the second link distance" and the "second error value between the current estimated running distance and the second link distance". The preset correction condition is to determine whether the "cumulative number of times the first error value is greater than the second error value" has reached a preset number.

[0044] Based on the above execution logic, it is clear that the verification process of this method has two termination and reset scenarios, and the two scenarios correspond to the same triggering rule for the next round of verification cycle: If the train has accumulated enough times to meet the preset correction conditions and the wheel diameter value update action has been completed in the previous round of verification process, the complete verification process of this round will terminate immediately, and all verification-related temporary parameters and cumulative count status will be reset synchronously; If any verification feature fails to meet the valid counting conditions during the previous round of cumulative verification, the accumulated count will be immediately cleared to zero, the verification process of this round will terminate early, and the relevant temporary parameters and count status will also be reset synchronously.

[0045] Regardless of whether the current verification process ends normally after the wheel diameter update or ends prematurely due to failure to meet the conditions during the verification, the triggering time for the start of the next new verification cycle is the next transponder section that the train enters after the end of the previous verification process. This transponder section will automatically serve as the first transponder section of the new verification cycle, or it can serve as the second transponder section. The system will recalculate the new wheel diameter value based on the corresponding value and simultaneously start a new round of continuous cumulative verification process.

[0046] Based on the above Figure 1As can be seen from the implementation, the wheel diameter update method for trains provided by this invention firstly acquires the first link distance and the first speed sensor pulse count of the first transponder section when the train passes through it. This provides a reliable data source compared to the signal blind spots of satellite positioning. Then, a new wheel diameter value is obtained based on the first link distance and the first speed sensor pulse count. The wheel diameter calculation is completed based on the correspondence between a fixed reference distance and the actual wheel rotation pulses. The calculation logic closely matches the actual rolling conditions of the wheel, ensuring the accuracy of the new wheel diameter value calculation. Next, when the train passes through the second transponder section, the second link distance and the second speed sensor pulse count of the second transponder section are acquired. Then, based on the new wheel diameter value and the current wheel diameter value stored in the onboard system, combined with the second speed sensor pulse count, a new estimated running distance and a current estimated running distance are determined. Afterwards, a verification feature corresponding to the new wheel diameter value is generated based on the relationship between the new estimated running distance and the second link distance, and the relationship between the current estimated running distance and the second link distance. Finally, based on the verification feature and preset correction conditions, it is determined whether the current wheel diameter value needs to be updated. By using transponder segment data outside the new wheel diameter calculation segment as the verification data source, the calculation data source and the verification data source are separated. This avoids the result deviation caused by using the same segment data for both calculation and verification, ensuring the objectivity of the subsequent verification process. Furthermore, the subsequent update process only begins when the verification characteristics meet preset correction conditions. This sets a pre-entry threshold for wheel diameter value updates in the execution process, fundamentally avoiding the unnecessary changes caused by directly replacing onboard system parameters after generating new wheel diameter values ​​in existing technologies, when the current wheel diameter value does not need updating. Finally, when an update is determined to be necessary, the current wheel diameter value is updated according to a preset correction strategy. This fundamentally reduces unnecessary parameter adjustments, solving the core problem of ineffective occupation of onboard system computing resources and reduced operating efficiency caused by unnecessary changes, and ensuring the stability of train speed and distance measurement, traction and braking control, and the overall safety of vehicle operation.

[0047] Furthermore, as a response to Figure 1 Further refinement and extension of the illustrated embodiment, this invention also provides another method for updating train wheel diameter values, such as... Figure 2 As shown, the specific steps are as follows: 201. Determine whether the wheel diameter value update judgment condition is met.

[0048] In this step, it is first determined whether the train has passed the transponder in the current operating cycle. If not, the wheel diameter value update process is not performed. If it has passed, it is further determined whether there is link distance information for the previous transponder segment corresponding to the current position. If not, the link distance information for the current segment is recorded, and the update is also not performed. The reason for this design is that the wheel diameter value update needs to be based on the complete link distance data of "current transponder group + previous transponder group". When only passing the transponder but lacking the data of the previous transponder group, a valid verification sample cannot be formed. That is, only when passing two transponder groups can the judgment condition be considered met, and the process proceeds to step 202.

[0049] The advantages of this approach are twofold: firstly, by initially determining whether the transponder has been passed, the update triggering conditions can be accurately identified, avoiding invalid calculations when there is no baseline data and saving onboard system resources; secondly, by conducting a secondary check on whether a preceding link distance exists, the update determination is ensured to be based on complete section data, which not only avoids the risk of misjudgment caused by missing data, but also adapts to the actual working conditions of the gradual coverage of transponder sections during train operation, thus ensuring the accuracy and reliability of wheel diameter value updates from the source.

[0050] 202. When the train passes through the first transponder section, the first link distance and the number of pulses from the first speed sensor in the first transponder section are obtained.

[0051] 203. Based on the first link distance and the number of pulses from the first speed sensor, obtain the new wheel diameter value.

[0052] 204. When the train passes through the second transponder section, obtain the second link distance and the second speed sensor pulse count of the second transponder section.

[0053] 205. Based on the new wheel diameter value and the current wheel diameter value stored in the vehicle system, and combined with the pulse count of the second speed sensor, determine the new estimated running distance and the current estimated running distance.

[0054] The implementation methods of steps 202-205 are the same as those of steps 101-104, and can achieve the same technical effect and solve the same technical problem, so they will not be repeated here.

[0055] 206. Generate the verification features corresponding to the new wheel diameter value based on the relationship between the new estimated running distance and the second link distance, as well as the relationship between the current estimated running distance and the second link distance.

[0056] In this embodiment, if the first method in step 105 is used, the error between the new estimated running distance and the second link distance is directly determined as the first error value, and the error between the current estimated running distance and the second link distance is determined as the second error value. Finally, the comparison result between the first error value and the second error value is used as the verification feature corresponding to the new wheel diameter value.

[0057] If the second method is adopted, the new estimated running distance is adjusted based on the preset error tolerance to generate the adjusted new estimated running distance. Then, the error between the new estimated running distance and all the adjusted new estimated running distances and the second link distance is calculated to obtain multiple candidate error values. The maximum value among them is determined as the first error value. The method for determining the second error value is the same as the first method. Finally, the comparison result between the first error value and the second error value is used as the verification feature.

[0058] When adjusting the new estimated running distance based on a preset error tolerance, a symmetrical preset error tolerance can be determined first based on the nominal measurement accuracy of the vehicle system's speed sensor. Then, using the new estimated running distance as a benchmark, positive and negative adjustments are made respectively, generating two sets of adjusted new estimated running distances. Alternatively, multiple successively decreasing error values ​​can be used, subtracting the corresponding error value from the new estimated running distance to obtain multiple adjusted new estimated running distances. Regardless of the adjustment method used, it must be ensured that the new wheel diameter value derived from the adjusted new estimated running distance is not greater than the current wheel diameter value. By introducing an error tolerance and generating multiple sets of adjusted distances, it is equivalent to fuzzifying the original data before calculation, allowing the calculation process to accommodate measurement deviations within a certain range. This effectively filters out calculation jitter caused by instantaneous sensor errors, improving the system's stability when facing non-ideal data.

[0059] The first method directly compares the ranging errors of the new and old wheel diameter values. It is logically simple and efficient, and can quickly generate verification features. It is suitable for scenarios where the sensor accuracy is stable and the operating conditions fluctuate little, which can reduce the computational burden of the vehicle system. The second method introduces a preset error tolerance to actively cover the possible error range of the new expected running distance. The maximum candidate error value is used as the first error value, which is equivalent to using the most stringent standard to verify the lower limit of the accuracy of the new wheel diameter value. Even under the most unfavorable measurement error conditions, it can still ensure that the accuracy advantage of the new wheel diameter value is real and reliable, and completely avoid the risk of misjudgment caused by the inherent error of the sensor.

[0060] 207. Based on the verification features and preset correction conditions, determine whether the current wheel diameter value needs to be updated.

[0061] 208. If an update is required, the current wheel diameter value will be updated according to the preset correction strategy.

[0062] In step 207, if the first error value is greater than the second error value, the current verification is deemed valid, and the number of valid verifications is incremented by one to obtain a new cumulative number of verifications. When the train passes through other transponder sections, the distance and error calculation steps are repeated to continuously obtain the new verification features corresponding to the new wheel diameter value until the cumulative number of "the first error value is greater than the second error value" in the new verification features reaches the preset number, which means that the current wheel diameter value needs to be updated.

[0063] If the new verification feature does not satisfy "the first error value is greater than the second error value", then it is determined that the current wheel diameter value does not need to be updated, and the cumulative number of times "the first error value is greater than the second error value" is cleared to zero. When updating the current wheel diameter value in step 208 according to the preset correction strategy, the preset correction step size is first obtained, and then the current wheel diameter value is adjusted down by the step size to obtain the updated wheel diameter value. The step size here can be 1mm.

[0064] The beneficial effects of this design are as follows: by using the mechanism of "accumulating valid counts and resetting to zero if not satisfied", the single verification result is upgraded to a stable judgment of multiple consecutive times, which completely filters out the random errors caused by track condition fluctuations and instantaneous sensor interference. Only when the new wheel diameter value shows better ranging accuracy in multiple consecutive transponder segments is the update triggered, avoiding incorrect changes in wheel diameter value caused by single misjudgment and greatly improving the reliability of update decisions.

[0065] Step 208 adopts a fixed step size adjustment method, which does not directly rely on the specific calculation results of the new wheel diameter value, but only gradually corrects it with a small value of 1mm. This not only conforms to the unidirectional physical law of wheel wear, but also avoids the risk of large jumps through the "minimum correction amount". This ensures the continuity and stability of core control functions such as train speed measurement, distance measurement, traction and braking during the wheel diameter value update process, and builds a solid line of defense for operation safety from the parameter adjustment stage.

[0066] Furthermore, as a response to the above Figure 1 In addition to the implementation of the method shown, this embodiment of the invention also provides a train wheel diameter value updating device for updating the aforementioned wheel diameter value. Figure 1 The method shown is implemented accordingly. This device embodiment corresponds to the foregoing method embodiment. For ease of reading, this device embodiment will not repeat the details of the foregoing method embodiment, but it should be clear that the device in this embodiment can implement all the contents of the foregoing method embodiment. Figure 3 As shown, the device includes: The first acquisition unit 301 is used to acquire the first link distance and the first speed sensor pulse count of the first transponder section when the train passes through the first transponder section. The numerical calculation unit 302 is used to obtain a new wheel diameter value based on the first link distance and the number of pulses from the first speed sensor obtained by the first acquisition unit 301; The second acquisition unit 303 is used to acquire the second link distance and the second speed sensor pulse count of the second transponder section when the train passes through the second transponder section. The distance determination unit 304 is used to determine the new estimated running distance and the current estimated running distance based on the new wheel diameter value calculated by the numerical calculation unit 302 and the current wheel diameter value stored in the vehicle system, and in combination with the second speed sensor pulse count obtained by the second acquisition unit 303. The feature generation unit 305 is used to generate a verification feature corresponding to the new wheel diameter value based on the relationship between the new estimated running distance and the second link distance determined by the distance determination unit 304 and the relationship between the current estimated running distance and the second link distance. The update judgment unit 306 is used to determine whether the current wheel diameter value needs to be updated based on the verification features obtained by the feature generation unit 305 and the preset correction conditions. The update execution unit 307 is used to update the current wheel diameter value according to a preset correction strategy if the judgment result of the update judgment unit 306 indicates that an update is required.

[0067] Furthermore, as a response to the above Figure 2 In addition to the method shown, this embodiment of the invention also provides another train wheel diameter value updating device for updating the above-mentioned wheel diameter value. Figure 2 The method shown is implemented accordingly. This device embodiment corresponds to the foregoing method embodiment. For ease of reading, this device embodiment will not repeat the details of the foregoing method embodiment, but it should be clear that the device in this embodiment can implement all the contents of the foregoing method embodiment. Figure 4 As shown, the device includes: The first acquisition unit 301 is used to acquire the first link distance and the first speed sensor pulse count of the first transponder section when the train passes through the first transponder section. The numerical calculation unit 302 is used to obtain a new wheel diameter value based on the first link distance and the number of pulses from the first speed sensor obtained by the first acquisition unit 301; The second acquisition unit 303 is used to acquire the second link distance and the second speed sensor pulse count of the second transponder section when the train passes through the second transponder section. The distance determination unit 304 is used to determine the new estimated running distance and the current estimated running distance based on the new wheel diameter value calculated by the numerical calculation unit 302 and the current wheel diameter value stored in the vehicle system, and in combination with the second speed sensor pulse count obtained by the second acquisition unit 303. The feature generation unit 305 is used to generate a verification feature corresponding to the new wheel diameter value based on the relationship between the new estimated running distance and the second link distance determined by the distance determination unit 304 and the relationship between the current estimated running distance and the second link distance. The update judgment unit 306 is used to determine whether the current wheel diameter value needs to be updated based on the verification features obtained by the feature generation unit 305 and the preset correction conditions. The update execution unit 307 is used to update the current wheel diameter value according to a preset correction strategy if the judgment result of the update judgment unit 306 indicates that an update is required.

[0068] In one optional implementation, the feature generation unit 305 is specifically used for: The error between the new estimated running distance and the second link distance is determined as the first error value; The error between the current estimated running distance and the second link distance is determined as the second error value; The comparison result between the first error value and the second error value is determined as the verification feature corresponding to the new wheel diameter value.

[0069] In one optional implementation, the update determination unit 306 is specifically used for: If the first error value is greater than the second error value, then the number of times the first error value is greater than the second error value is updated to obtain a new cumulative count; When the train passes through other transponder sections, the distance and error calculation steps are repeated to obtain new verification features corresponding to the new wheel diameter value. When the cumulative number of times the first error value is greater than the second error value reaches a preset number, it is determined that the current wheel diameter value needs to be updated. If the new verification feature is not the case that the first error value is greater than the second error value, then it is determined that the current wheel diameter value does not need to be updated, and the number of times the first error value is greater than the second error value is cleared to zero.

[0070] In one optional implementation, the update execution unit 307 is specifically used for: Get the preset correction step size; The current wheel diameter value is adjusted down by the preset correction step size to obtain the updated wheel diameter value.

[0071] In an optional embodiment, before the first acquisition unit 301 acquires the first link distance and the first speed sensor pulse count of the first transponder segment, the device further includes a pre-judgment unit 308, which is specifically used for: Determine whether the train has passed the transponder in the current operating cycle; If the transponder is not detected, the wheel diameter value update process will not be performed. If a transponder is passed, determine whether there is link distance information for the previous transponder segment corresponding to the current location; If it does not exist, record the link distance information of the transponder segment where the current position is located, and determine that the wheel diameter value update process will not be performed.

[0072] In another optional implementation, the feature generation unit 305 is further configured to: Based on the preset error tolerance, the new estimated running distance is adjusted to generate the adjusted new estimated running distance; Calculate the errors between the new estimated running distance and the adjusted new estimated running distance and the second link distance to obtain multiple candidate error values; The maximum value among the plurality of candidate error values ​​is determined as the first error value; The error between the current estimated running distance and the second link distance is determined as the second error value; The comparison result between the first error value and the second error value is determined as the verification feature corresponding to the new wheel diameter value.

[0073] In one optional implementation, when the feature generation unit 305 adjusts the new estimated running distance based on a preset error tolerance and generates the adjusted new estimated running distance, it is specifically used for: The positive and negative symmetrical preset error tolerance is determined based on the nominal measurement accuracy of the speed sensor of the vehicle system; Based on the new estimated running distance, positive and negative adjustments are made according to the preset error tolerance to generate two sets of adjusted new estimated running distances.

[0074] Furthermore, embodiments of the present invention also provide a storage medium for storing a computer program, wherein the computer program, when running, controls the device where the storage medium is located to execute the above-described... Figure 1-2 The method for updating the wheel diameter value of trains as described in the article.

[0075] Furthermore, embodiments of the present invention also provide a processor for running a program, wherein the program executes the above-described... Figure 1-2 The method for updating the wheel diameter value of trains as described in the article.

[0076] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0077] It is understood that the relevant features in the above methods and apparatus can be referenced interchangeably. Furthermore, the terms "first," "second," etc., in the above embodiments are used to distinguish between embodiments and do not represent the superiority or inferiority of any particular embodiment.

[0078] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0079] The algorithms and displays provided herein are not inherently related to any particular computer, virtual system, or other device. Various general-purpose systems can also be used in conjunction with the teachings herein. The required structure for constructing such systems is apparent from the above description. Furthermore, this invention is not directed to any particular programming language. It should be understood that the contents of the invention described herein can be implemented using various programming languages, and the above description of specific languages ​​is for the purpose of disclosing the best mode of implementation of the invention.

[0080] In addition, the memory may include non-permanent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0081] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0082] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0083] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0084] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0085] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0086] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0087] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0088] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0089] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0090] The above are merely embodiments of this application and are not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A method for updating the wheel diameter value of a train, characterized in that, The method includes: When the train passes through the first transponder section, the first link distance of the first transponder section and the first speed sensor pulse count are obtained; The new wheel diameter value is obtained based on the first link distance and the number of pulses from the first speed sensor; When the train passes through the second transponder section, the second link distance of the second transponder section and the number of pulses from the second speed sensor are obtained; Based on the new wheel diameter value and the current wheel diameter value stored in the vehicle system, and combined with the pulse count of the second speed sensor, the new estimated running distance and the current estimated running distance are determined respectively. Based on the relationship between the new estimated running distance and the second link distance, and the relationship between the current estimated running distance and the second link distance, a verification feature corresponding to the new wheel diameter value is generated; Based on the verification features and preset correction conditions, determine whether the current wheel diameter value needs to be updated; If an update is required, the current wheel diameter value will be updated according to a preset correction strategy.

2. The method according to claim 1, characterized in that, Based on the relationship between the new estimated running distance and the second link distance, and the relationship between the current estimated running distance and the second link distance, a verification feature corresponding to the new wheel diameter value is generated, including: The error between the new estimated running distance and the second link distance is determined as the first error value; The error between the current estimated running distance and the second link distance is determined as the second error value; The comparison result between the first error value and the second error value is determined as the verification feature corresponding to the new wheel diameter value.

3. The method according to claim 2, characterized in that, Based on the verification features and preset correction conditions, determine whether the current wheel diameter value needs to be updated, including: If the first error value is greater than the second error value, then the number of times the first error value is greater than the second error value is updated to obtain a new cumulative count; When the train passes through other transponder sections, the distance and error calculation steps are repeated to obtain new verification features corresponding to the new wheel diameter value. When the cumulative number of times the first error value is greater than the second error value reaches a preset number, it is determined that the current wheel diameter value needs to be updated. If the new verification feature is not the case that the first error value is greater than the second error value, then it is determined that the current wheel diameter value does not need to be updated, and the number of times the first error value is greater than the second error value is cleared to zero.

4. The method according to any one of claims 1-3, characterized in that, The current wheel diameter value is updated according to a preset correction strategy, including: Get the preset correction step size; The current wheel diameter value is adjusted down by the preset correction step size to obtain the updated wheel diameter value.

5. The method according to claim 1, characterized in that, Before acquiring the first link distance and the first velocity sensor pulse count of the first transponder segment, the method further includes: Determine whether the train has passed the transponder in the current operating cycle; If the transponder is not detected, the wheel diameter value update process will not be performed. If a transponder is passed, determine whether there is link distance information for the previous transponder segment corresponding to the current location; If it does not exist, record the link distance information of the transponder segment where the current position is located, and determine that the wheel diameter value update process will not be performed.

6. The method according to claim 2, characterized in that, When generating the verification feature corresponding to the new wheel diameter value based on the relationship between the new estimated running distance and the second link distance, and the relationship between the current estimated running distance and the second link distance, the method further includes: Based on the preset error tolerance, the new estimated running distance is adjusted to generate the adjusted new estimated running distance; Calculate the errors between the new estimated running distance and the adjusted new estimated running distance and the second link distance to obtain multiple candidate error values; The maximum value among the plurality of candidate error values ​​is determined as the first error value; The error between the current estimated running distance and the second link distance is determined as the second error value; The comparison result between the first error value and the second error value is determined as the verification feature corresponding to the new wheel diameter value.

7. The method according to claim 6, characterized in that, Based on a preset error tolerance, the new estimated running distance is adjusted to generate the adjusted new estimated running distance, including: The positive and negative symmetrical preset error tolerance is determined based on the nominal measurement accuracy of the speed sensor of the vehicle system; Based on the new estimated running distance, positive and negative adjustments are made according to the preset error tolerance to generate two sets of adjusted new estimated running distances.

8. A wheel diameter value updating device for a train, characterized in that, The device includes: The first acquisition unit is used to acquire the first link distance and the first speed sensor pulse count of the first transponder section when the train passes through the first transponder section. The numerical calculation unit is used to obtain a new wheel diameter value based on the first link distance and the number of pulses from the first speed sensor obtained by the first acquisition unit; The second acquisition unit is used to acquire the second link distance and the number of pulses from the second speed sensor in the second transponder section when the train passes through the second transponder section. The distance determination unit is used to determine the new estimated running distance and the current estimated running distance based on the new wheel diameter value calculated by the numerical calculation unit and the current wheel diameter value stored in the vehicle system, combined with the number of pulses from the second speed sensor obtained by the second acquisition unit. The feature generation unit is used to generate a verification feature corresponding to the new wheel diameter value based on the relationship between the new estimated running distance determined by the distance determination unit and the second link distance, and the relationship between the current estimated running distance and the second link distance. An update judgment unit is used to determine whether the current wheel diameter value needs to be updated based on the verification features obtained by the feature generation unit and the preset correction conditions. An update execution unit is used to update the current wheel diameter value according to a preset correction strategy if the update judgment unit determines that an update is required.

9. A storage medium, characterized in that, The storage medium includes a stored program, wherein, when the program is executed, it controls the device where the storage medium is located to perform the train wheel diameter value update method as described in any one of claims 1 to 7.

10. A processor, characterized in that, The processor is used to run a program, wherein the program executes the wheel diameter value update method for a train as described in any one of claims 1 to 7.

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