A method, system and storage medium for generating railway safety factor data

Abstract

The present invention discloses a method, system and storage medium for generating railway safety factor data. The method obtains wheel tread data, and determines the left and right wheel rolling circle radius difference data under different wheel-rail offset amounts according to the wheel tread data; determines an equivalent conicity diagram according to the left and right wheel rolling circle radius difference data; obtains the radial runout data of the rolling circle at different circumferential angles, and determines a wheel roughness level diagram according to the radial runout data. In the present invention, by continuously measuring the wheel tread and the rolling circle, the equivalent conicity diagram and the wheel roughness level diagram can be analyzed, thereby solving the problem in the prior art that due to the lack of continuous measurement of the wheel profile, the data volume is insufficient and it is difficult to perform data operation and analysis, so the equivalent conicity and polygon analysis cannot be carried out.

Description

Technical Field

[0001] The present invention relates to the field of software engineering, and particularly to a method, a system and a storage medium for generating railway safety factor data. Background Art

[0002] With the continuous development of technology, the safety of railways has been increasingly emphasized in our country, and the detection of railway safety factors has also received more and more attention. Among them, the detection of two parameters, namely the equivalent taper and the wheel roughness level, in the railway safety factor data is particularly important. In the existing railway safety factor generation methods, since the wheel profile is not continuously measured, the amount of data is insufficient and it is difficult to perform data operation and analysis. Therefore, equivalent taper and polygon analysis cannot be carried out.

[0003] Therefore, the existing technology still needs to be improved and developed. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to provide a method, a system and a storage medium for generating railway safety factor data in view of the above-mentioned defects of the existing technology, aiming to solve the problem that in the existing technology, due to the lack of continuous measurement of the wheel profile, the amount of data is insufficient and it is difficult to perform data operation and analysis, so equivalent taper and polygon analysis cannot be carried out.

[0005] The technical solution adopted by the present invention to solve the problem is as follows:

[0006] In the first aspect, an embodiment of the present invention provides a method for generating railway safety factor data, wherein the method includes:

[0007] Obtain wheel tread data, and determine the left and right wheel rolling circle radius difference data under different wheel-rail offset amounts according to the wheel tread data;

[0008] Determine an equivalent taper diagram according to the left and right wheel rolling circle radius difference data;

[0009] Obtain the runout data of the rolling circle at different circumferential angles, and determine the wheel roughness level diagram according to the runout data.

[0010] In an embodiment, the obtaining of the wheel tread data includes:

[0011] Measure from the highest point of the wheel tread to the outer side of the wheel tread through a device measuring head to obtain tread profile data;

[0012] Perform sampling processing on the tread profile data to obtain the wheel tread data.

[0013] In an embodiment, the performing of sampling processing on the tread profile data to obtain the wheel tread data includes:

[0014] Determine the target points in the tread profile data, where the target points are located on the rolling circle;

[0015] Determine a first interval with the left end point of the target point and a second interval with the target point as the right end point;

[0016] Merge the first interval and the second interval to obtain a target sampling interval;

[0017] Perform sampling processing on the data points in the target sampling interval to obtain the wheel tread data.

[0018] In one embodiment, the wheel tread data includes left wheel tread data and right wheel tread data. The determination of the left and right wheel rolling circle radius difference data based on the wheel tread data includes:

[0019] Determine several pairs of contact points from the left wheel tread data and the right wheel tread data, where several pairs of the contact points respectively correspond to different wheel set lateral displacements, and the two contact points in each pair of the contact points are respectively used to reflect the contact positions of the left wheel tread with the rail and the right wheel tread with the rail under the same wheel set lateral displacement;

[0020] Determine a left and right wheel rolling circle radius difference for each pair of the contact points to obtain several left and right wheel rolling circle radius differences;

[0021] Take several left and right wheel rolling circle radius differences and the wheel set lateral displacements respectively corresponding to several left and right wheel rolling circle radius differences as the left and right wheel rolling circle radius difference data.

[0022] In one embodiment, the determination of a left and right wheel rolling circle radius difference for each pair of the contact points includes:

[0023] Divide each pair of the contact points into a left contact point and a right contact point, and obtain the left rolling circle radius corresponding to the left contact point and the right rolling circle radius corresponding to the right contact point;

[0024] Determine the left and right wheel rolling circle radius difference respectively corresponding to each pair of the contact points according to the difference between the left rolling circle radius and the right rolling circle radius.

[0025] In one embodiment, the determination of the equivalent conicity diagram based on the left and right wheel rolling circle radius difference data includes:

[0026] Perform curve fitting according to several left and right wheel rolling circle radius differences and the wheel set lateral displacements respectively corresponding to several left and right wheel rolling circle radius differences to obtain a target function curve;

[0027] Perform data processing on the target function curve to obtain the equivalent taper diagram.

[0028] In one embodiment, the obtaining of the runout data of the rolling circle at different circumferential angles includes:

[0029] Measure the rolling circle with a device measuring head to obtain a number of runout values, where each of the number of runout values corresponds to a different circumferential angle, and each runout value is used to reflect the wheel diameter difference between the measurement position and the measurement starting position on the rolling circle;

[0030] Use the number of runout values as the runout data.

[0031] In one embodiment, the determining of the wheel roughness level diagram according to the runout data includes:

[0032] Perform Fourier transform on each of the number of runout values to obtain a number of Fourier transform values;

[0033] Perform a logarithm operation on the number of Fourier transform values to obtain target processed data;

[0034] Generate the wheel roughness level diagram according to the target processed data.

[0035] In a second aspect, an embodiment of the present invention further provides a railway safety factor data generation system, where the system includes:

[0036] A data acquisition module, configured to acquire wheel tread data and runout data of the rolling circle at different circumferential angles;

[0037] A rolling circle radius difference determination module, configured to determine left and right wheel rolling circle radius difference data under different wheel-rail offset amounts according to the wheel tread data;

[0038] An equivalent taper determination module, configured to determine an equivalent taper diagram according to the left and right wheel rolling circle radius differences;

[0039] A roughness level determination module, configured to determine a wheel roughness level diagram according to the runout data.

[0040] In a third aspect, an embodiment of the present invention further provides a computer-readable storage medium, on which multiple instructions are stored, where the instructions are suitable for being loaded and executed by a processor to implement the steps of any one of the above-mentioned railway safety factor data generation methods.

[0041] Advantages of the present invention: In the embodiments of the present invention, by obtaining the wheel tread data, the left and right wheel rolling circle radius difference data under different wheel-rail offset amounts are determined according to the wheel tread data; according to the left and right wheel rolling circle radius difference data, an equivalent taper diagram is determined; the runout data of the rolling circle at different circumferential angles is obtained, and the wheel roughness level diagram is determined according to the runout data. In the present invention, by continuously measuring the wheel tread and the rolling circle, the equivalent taper diagram and the wheel roughness level diagram can be analyzed, thereby solving the problem in the prior art that due to the lack of continuous measurement of the wheel profile, the data volume is insufficient and it is difficult to perform data operation analysis, so the equivalent taper and polygon analysis cannot be carried out. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments recorded in the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0043] Figure 1 is a schematic flowchart of a method for generating railway safety factor data provided by an embodiment of the present invention.

[0044] Figure 2 is a schematic diagram of the overall structure of a device measuring head provided by an embodiment of the present invention.

[0045] Figure 3 is a schematic diagram of the principle of the device measuring head for measuring the lateral wheel tread data provided by an embodiment of the present invention.

[0046] Figure 4 is a schematic diagram of the principle of the device measuring head for measuring the runout of the wheel end face provided by an embodiment of the present invention.

[0047] Figure 5 is a schematic diagram of an interface provided by an embodiment of the present invention.

[0048] Figure 6 is a schematic diagram of the equivalent taper provided by an embodiment of the present invention.

[0049] Figure 7 is a reference diagram of the runout and roughness level provided by an embodiment of the present invention.

[0050] Figure 8 is a schematic diagram of the internal module connection of a railway safety factor data generation system provided by an embodiment of the present invention.

[0051] Figure 9 is a schematic block diagram of a terminal provided by an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0052] To make the objectives, technical solutions and advantages of the present invention clearer and more explicit, the following further describes the present invention in detail with reference to the accompanying drawings and by way of examples. It should be understood that the specific examples described herein are only used to explain the present invention and are not used to limit the present invention.

[0053] It should be noted that if there are directional indications (such as up, down, left, right, front, back...) involved in the embodiments of the present invention, the directional indications are only used to explain the relative positional relationship and movement conditions between components in a specific posture (as shown in the accompanying drawings). If the specific posture changes, the directional indications will also change accordingly.

[0054] With the continuous development of technology, the safety of railways has received increasing attention in our country, and the detection of the safety factor of railways has also received increasing attention. Among them, the detection of two parameters, namely the equivalent taper and the wheel roughness level, in the railway safety factor data is particularly important. In the prior art, since the existing method for generating railway safety factor data does not continuously measure the wheel profile, the amount of data is insufficient and it is difficult to perform data operation and analysis. Therefore, equivalent taper and polygon analysis cannot be carried out.

[0055] In view of the above defects of the prior art, the present invention provides a method for generating railway safety factor data. The method obtains wheel tread data and determines the left and right wheel rolling circle radius difference data under different wheel-rail offset amounts according to the wheel tread data; determines an equivalent taper diagram according to the left and right wheel rolling circle radius difference data; obtains the runout data of the rolling circle at different circumferential angles, and determines a wheel roughness level diagram according to the runout data. In the present invention, by continuously measuring the wheel tread and the rolling circle, an equivalent taper diagram and a wheel roughness level diagram can be analyzed, thereby solving the problem in the prior art that due to the lack of continuous measurement of the wheel profile, the amount of data is insufficient and it is difficult to perform data operation and analysis, so equivalent taper and polygon analysis cannot be carried out.

[0056] As Figure 1 shown, the method includes the following steps:

[0057] Step S100: Obtain wheel tread data and determine the left and right wheel rolling circle radius difference data under different wheel-rail offset amounts according to the wheel tread data.

[0058] Specifically, one of the objectives of this embodiment is to generate an important equivalent taper diagram in railway safety factor data. Since the equivalent taper is an important indicator for evaluating the wheel-rail contact geometry state, it is necessary to measure the tread part of the wheel to obtain the wheel tread data. Since the data of the rolling circle radius difference between the left and right wheels can reflect the contact conditions between the left wheel and the right wheel and the railway track respectively, it is also necessary to determine the data of the rolling circle radius difference between the left and right wheels according to the wheel tread data.

[0059] In one implementation manner, the obtaining of the wheel tread data specifically includes the following steps:

[0060] Step S101: Measure from the highest point of the wheel tread to the outer side surface of the wheel tread through the device measuring head to obtain the tread profile data;

[0061] Step S102: Perform sampling processing on the tread profile data to obtain the wheel tread data.

[0062] In order to reduce the time cost of measuring the wheel and avoid collecting too much useless data, in this embodiment, the numerical control technology is used to specifically control the device measuring head to only measure the area from the highest point of the wheel tread to the outer side surface of the wheel tread, and the tread profile data can be obtained after the measurement. In addition, since the amount of the collected tread profile data is large, in order to reduce the data processing time, this embodiment needs to perform sampling processing on the tread profile data. By sampling processing, while ensuring the accuracy of the data processing result, the data processing time can also be reduced. After the sampling processing is completed, the wheel tread data can be obtained.

[0063] For example, as Figure 3 shown, when measuring the wheel tread, the x-axis of the wheel tread can be referred to, the highest point of the wheel tread can be found on the x-axis, and the area from the highest point of the wheel tread to the outer side surface of the wheel tread is measured. During the measurement, a measurement is performed every 0.1 mm, and the tread profile data can be obtained after the measurement is completed. Moreover, according to the tread profile data, the two parameters of the QR value (comprehensive rim value) and the rim thickness can also be determined.

[0064] In one implementation manner, before using the device measuring head for measurement, the device measuring head can be calibrated according to the standard wheel set. For example, when measuring the wheel tread, the device measuring head can be used to measure multiple points on the standard wheel set at the positive opposite of the x-axis, the positive opposite of the y-axis, and the end face respectively, and compare with the standard data corresponding to the standard wheel set multiple times to determine the error value, and calibrate the device measuring head according to the error value. As Figure 2 and Figure 3 shown, Figure 2 shows the overall structure of the device measuring head, Figure 3After the device measurement head is calibrated, its tip continuously moves along the x-direction, and the wheel tread data at each corresponding interval point is gradually recorded and imported into the numerical control system.

[0065] In one implementation, the sampling process of the tread profile data to obtain the wheel tread data specifically includes the following steps:

[0066] Step S1021: Determine the target points in the tread profile data, where the target points are located on the rolling circle;

[0067] Step S1022: Determine the first interval with the target point as the left endpoint and the second interval with the target point as the right endpoint;

[0068] Step S1023: Combine the first interval and the second interval to obtain the target sampling interval;

[0069] Step S1024: Perform sampling processing on the data points within the target sampling interval to obtain the wheel tread data.

[0070] Specifically, as Figure 3 shown, in this embodiment, taking the point on the rolling circle as the center, the regions within a preset range on both its left and right sides are used as the target sampling interval. Then, the data points within the target sampling interval are sampled at a certain interval, and the wheel tread data is generated based on the sampled data.

[0071] For example, the sampling process can be at an interval of 0.1 mm, and the target sampling interval can be the regions within 40 mm to the left and within 40 mm to the right of the target point, so as to intercept 801 data points, that is, 400 data points are sampled to the left of the target point, 400 data points are sampled to the right of the target point, and the target point is also used as one data point.

[0072] In one implementation, after obtaining the wheel tread data by sampling, when importing the wheel tread data and simultaneously inputting the radius of the wheel, the wheel-rail contact relationship curve can be obtained. Among them, the wheel-rail contact relationship mainly includes the wheel diameter difference curve, and the final result picture of the equivalent conicity obtained by methods such as the UIC-519 method according to the wheel diameter difference curve. At the same time, there are also the contact relationship curves of the left and right wheels and the contact angle curves corresponding to the left and right wheels. The contact angle is solved according to the slope corresponding to the contact point on each wheel tread contact point. This data can well represent the contact conditions of the left and right wheels.

[0073] In one implementation, the wheel tread data includes left wheel tread data and right wheel tread data, and the left-right wheel rolling circle radius difference data includes a number of left-right wheel rolling circle radius differences. Determining the left-right wheel rolling circle radius difference according to the wheel tread data specifically includes the following steps:

[0074] Step S103: Determine a number of pairs of contact points from the left wheel tread data and the right wheel tread data. Among them, the number of pairs of contact points respectively correspond to different wheel pair lateral displacement amounts, and the two contact points in each pair of contact points are respectively used to reflect the contact positions of the left wheel tread with the rail and the right wheel tread with the rail under the same wheel pair lateral displacement amount;

[0075] Step S104: Determine a left-right wheel rolling circle radius difference according to each pair of contact points to obtain a number of the left-right wheel rolling circle radius differences.

[0076] Specifically, in this embodiment, it is necessary to measure and sample the treads of the left wheel and the right wheel respectively to obtain the left wheel tread data and the right wheel tread data. For example, the format of the final wheel tread data is 4 columns, each column stores 801 data, and the order is the abscissa of the right wheel, the ordinate of the right wheel, the abscissa of the left wheel, and the ordinate of the left wheel. The stored file format is a.csv file.

[0077] Then, through different wheel pair lateral displacement amounts, a number of pairs of contact points are determined from the left wheel tread data and the right wheel tread data. Among them, for the same wheel pair lateral displacement amount, a contact point is determined from the left wheel tread data to reflect the contact position of the current left wheel with the rail, and at the same time, a contact point is determined from the right wheel tread data to reflect the contact position of the current right wheel with the rail. Then, the wheel pair lateral displacement amount is repeatedly changed multiple times by a preset change amount, and each time a new wheel pair lateral displacement amount is obtained, a contact point is determined from the left wheel tread data and the right wheel tread data according to this wheel pair lateral displacement amount, so as to obtain a number of pairs of contact points. In short, the wheel pair lateral displacement amounts corresponding to the two contact points in the same pair of contact points are the same, and the wheel pair lateral displacement amounts corresponding to different pairs of contact points are different. Finally, a left-right wheel rolling circle radius difference is determined according to each pair of contact points, and N left-right wheel rolling circle radius differences can be obtained for N pairs of contact points.

[0078] In one implementation, step S103 specifically includes the following steps: Obtain the standard rail profile data. After aligning the standard rail profile data with both the left wheel tread data and the right tread data, repeat the lateral movement operation several times to obtain several pairs of the contact points, where each lateral movement operation yields a pair of the contact points, and several lateral movement operations respectively correspond to different wheel set lateral movement amounts. Since the contact points reflect the contact positions between the wheels and the rails, for one lateral movement operation, select the point with the closest vertical distance to the standard rail profile data in the left wheel tread data after this lateral movement operation as one contact point, and simultaneously select the point with the closest vertical distance to the standard rail profile data in the right wheel tread data as the other contact point, thereby obtaining a pair of contact points corresponding to this lateral movement operation. In one implementation, if the vertical distance difference between the left and right wheels is less than a very small custom value of 0.01 or 0.05, these two points can be recognized as the contact points of the left and right wheels.

[0079] In one implementation, since each change in the wheel set lateral movement amount corresponds to a data of the rolling circle radius difference between the left and right wheels, this embodiment provides a method for changing the wheel set lateral movement amount: Take the rightward lateral movement amount as positive and the leftward as negative. When the lateral movement amount ranges from -6.8 mm to 6.8 mm, take the wheel set lateral movement amount at intervals of 0.1 mm.

[0080] In one implementation, step S104 specifically includes the following steps:

[0081] Step S1041: Divide each pair of the contact points into a left contact point and a right contact point, and obtain the left rolling circle radius corresponding to the left contact point and the right rolling circle radius corresponding to the right contact point;

[0082] Step S1042: Determine the rolling circle radius difference between the left and right wheels corresponding to each pair of the contact points according to the difference between the left rolling circle radius and the right rolling circle radius.

[0083] Specifically, since each pair of contact points includes one contact point determined from the left wheel tread data and one contact point determined from the right wheel tread data, for the convenience of description, this embodiment divides a pair of contact points into a left contact point and a right contact point. For each pair of contact points, the length from the position of the left contact point to the position of the rolling circle center is the left rolling circle radius, and the length from the position of the right contact point to the position of the rolling circle center is the right rolling circle radius. Subtract the two to obtain the rolling circle radius difference between the left and right wheels corresponding to this pair of contact points.

[0084] As Figure 1 shown, the method further includes:

[0085] Step S200: Determine the equivalent taper diagram according to the rolling circle radius difference data between the left and right wheels.

[0086] Specifically, since the data of the rolling circle radius difference between the left and right wheels can reflect the rolling circle radius difference between the left and right wheels corresponding to different amounts of wheel set lateral displacement, after analyzing and processing the data of the rolling circle radius difference between the left and right wheels, an equivalent conicity diagram can be obtained. This equivalent conicity diagram can be used as one of the railway safety coefficient data to reflect the wheel-rail contact situation, so as to achieve the purpose of promptly detecting abnormal wheel-rail and avoiding the occurrence of safety accidents.

[0087] In one implementation manner, step S200 specifically includes the following steps:

[0088] Step S201: Perform curve fitting based on a number of the rolling circle radius differences between the left and right wheels and the corresponding amounts of wheel set lateral displacement for the number of the rolling circle radius differences between the left and right wheels, to obtain a target function curve;

[0089] Step S202: Process the data of the target function curve to obtain the equivalent conicity diagram.

[0090] Specifically, in this embodiment, by performing curve fitting based on a number of the rolling circle radius differences between the left and right wheels and the corresponding amounts of wheel set lateral displacement for the number of the rolling circle radius differences between the left and right wheels, a target function curve with the amount of wheel set lateral displacement as the independent variable and the rolling circle radius difference between the left and right wheels as the dependent variable can be obtained. Then, the data of the target function curve is processed according to the national standard. After the data processing is completed, the equivalent conicity diagram is obtained. Among them, the data processing method may include but is not limited to the UIC-519 method or the linear regression method. Among them, in the UIC519 method, the composite Simpson method is selected to solve the integral to further improve the accuracy.

[0091] In one implementation manner, the process of solving the equivalent conicity by the UIC-519 method is as follows: First, mark the point corresponding to the lateral displacement when the rolling circle radius difference between the left and right wheels is 0 as the standard zero point (since the rolling circle radius difference between the left and right wheels is a monotonically increasing function in the case of wheel design, the bisection method can be used to solve this point). Then, when the lateral displacement amplitude is determined, points are taken at both ends of the standard zero point. Among them, the right endpoint minus the left endpoint is equal to twice the lateral displacement amplitude, and at the same time, it is necessary to satisfy that the integral of the wheel diameter difference function between these two points is 0. After determining the point where the integral is 0, perform a second integral on the standard function corresponding between the left and right endpoints, and the final solution obtained is further standardized to obtain the final equivalent conicity result.

[0092] In one implementation manner, the process of solving the equivalent conicity by the linear regression method is as follows: Process each lateral displacement amplitude. When the lateral displacement amplitude is determined, perform a first-order least squares method on the points included between the left and right endpoints of the lateral displacement amplitude, and the slope of the finally obtained curve is the result of the equivalent conicity.

[0093] Such as Figure 1As shown, the method includes the following steps:

[0094] Step S300: Obtain the runout data of the rolling circle at different circumferential angles, and determine the wheel roughness level map according to the runout data.

[0095] Specifically, since the runout data of the rolling circle can reflect the variation of the distances from the points on the inner surface of the rolling circle of the wheel to the center of the rolling circle in the same section, the roughness level of the wheel can be determined based on the runout data of the rolling circle, and thus the wheel roughness level map can be obtained. Among them, as Figure 7 shown, a large runout indicates a large wheel diameter difference, and the wheel will shake severely when rolling; the roughness level map reflects the wheel polygon. The circle looks smooth, but when magnified, it is actually composed of many straight lines connected. Using a certain scale to evaluate the runout law, the circle can be elliptical, triangular, quadrilateral, pentagonal... This embodiment mainly refers to wheels with a certain number of sides. A non-round wheel will form regular vibrations, noise, and even resonance when rolling, thus affecting the comfort and safety of the vehicle.

[0096] In one implementation, the obtaining of the runout data of the rolling circle at different circumferential angles specifically includes the following steps:

[0097] Step S301: Measure the rolling circle through the device measuring head to obtain a number of runouts. Among them, the number of runouts respectively corresponds to different circumferential angles, and each runout is used to reflect the wheel diameter difference between the measurement position on the rolling circle and the measurement starting position;

[0098] Step S302: Use the number of runouts as the runout data.

[0099] In order to obtain the runout data, in this embodiment, numerical control technology is required to control the device measuring head to measure the runouts at different positions on the rolling circle. During the actual measurement, the runout at the measurement starting position is set to 0, and the circumferential angle corresponding to the measurement starting position is also 0. Then, after moving a preset angle each time, measure the runout at the current position again. At this time, the value of the obtained runout is the wheel diameter difference between the current measurement position and the measurement starting position. For example, move 0.5 degrees each time (equivalent to a 0.5-degree change in the circumferential angle), and then measure the runout at the current position after moving. Repeat the step of measuring the runout at the current position after moving the preset angle until returning to the measurement starting position to obtain multiple runouts, and these runouts can reflect the roughness level of the measured wheel.

[0100] In one implementation, when measuring the rolling circle, the device measuring head can be aligned with the main plane where the y-axis and z-axis are facing each other. In the entire wheel, the y-axis and z-axis main planes correspond to a circle. The tool head needs to be aligned with the entire circle and measure once every 0.5 degrees (i.e., 720 measurement positions) or 0.25 degrees (i.e., 1440 measurement positions), and then take the difference from the wheel diameter of the standard circle to obtain the runout amount corresponding to each measurement position. As Figure 3 shown, Figure 3 it shows that the runout amount measurement of the end face uses the tip of the tool head to continuously intercept the data of each point corresponding to the uneven points of the wheel tread (as Figure 4 shown).

[0101] In one implementation, determining the wheel roughness level map according to the runout amount data specifically includes the following steps:

[0102] Step S303: Perform Fourier transform on several of the runout amounts respectively to obtain several Fourier transform values;

[0103] Step S304: Perform a logarithm operation on several of the Fourier transform values to obtain target processed data;

[0104] Step S305: Generate the wheel roughness level map according to the target processed data.

[0105] In order to intuitively see the roughness level of the measured wheel, in this embodiment, a wheel roughness level map needs to be generated according to the obtained runout amount data. Specifically, first perform Fourier transform on each runout amount respectively to obtain multiple Fourier transform values, then perform a logarithm operation on these Fourier transform values to obtain the processed target processed data, and then generate a wheel roughness level map based on the target processed data.

[0106] In one implementation, the Fourier transform can be solved by the butterfly algorithm to improve the calculation efficiency. Specifically, perform definite integration on all the runout amount data. In order to make the display interface clearer and easier to judge, find the maximum value in a set of data and process all the runout amounts in an appropriate proportion, and magnify all the runout amounts in equal proportion. Then use the butterfly algorithm, first perform zero-padding processing on the poor points, then perform Fourier transform to obtain the Fourier transform values, and finally take the logarithm according to the standard to obtain the final wheel roughness level map.

[0107] In one implementation, the display of the wheel diameter difference is shown through two sets of coordinates, namely the horizontal and vertical coordinates and the polar coordinates. The amplitude of the runout amount is shown in polar coordinates, and the standard runout data is observed in the standard horizontal and vertical coordinates, which intuitively shows the effect of the wheel diameter difference.

[0108] In one implementation, the obtained radial runout data can also be imported to generate a wheel out-of-roundness curve, which includes a polar coordinate diagram and a horizontal-vertical coordinate diagram of the wheel radial runout, and also includes the roughness level diagrams of the left and right wheels.

[0109] Based on the above embodiments, the present invention also provides a railway safety factor data generation system, as Figure 8 shown, the system includes:

[0110] A data acquisition module 01, configured to acquire wheel tread data and radial runout data of the rolling circle at different circumferential angles;

[0111] A rolling circle radius difference determination module 02, configured to determine the rolling circle radius difference between the left and right wheels according to the wheel tread data;

[0112] An equivalent taper determination module 03, configured to determine an equivalent taper diagram according to the rolling circle radius difference between the left and right wheels;

[0113] A roughness level determination module 04, configured to determine a wheel roughness level diagram according to the radial runout data.

[0114] In one implementation, as Figure 5 shown, the interface design of the system mainly targets the interfaces of the equivalent taper diagram and the wheel roughness level diagram. Among them, the interface is mainly divided into a function button part on the left and a corresponding display part on the right. Among them, the corresponding display part on the right can include: three buttons for turning and grinding wheel out-of-roundness, wheel-rail contact relationship, and equivalent taper.

[0115] Specifically, the display corresponding to turning and grinding wheel out-of-roundness is the function curve diagram corresponding to wheel out-of-roundness. To turn and grind wheel out-of-roundness, only the radii of the left and right wheels need to be input and the radial runout data of the left and right wheels need to be imported, and then the interface of two radial runout function curves from top to bottom and the final wheel roughness function curve can be obtained. The button for wheel-rail contact relationship corresponds to the functional curve relationships of all the parameter curve diagrams such as the wheel pair equivalent taper and the rolling circle radius difference between the left and right wheels. There are four methods in the button for equivalent taper, namely the UIC-519 method, the linear regression method, the simplified method, and the harmonic method (as Figure 6 shown).

[0116] In addition, the rightmost standard tread among the function buttons on the left corresponds to different wheel treads. There is a "universe" button at the bottom of the standard tread, which is applicable to all wheels. When "universe" is selected, any wheel data and rail data can be input to obtain the final result. When the "Screenshot" button among the function buttons on the left is clicked, a prompt box appears, and the saved screenshot is in.jpg format; when the "Switch Language" button is clicked, the entire software will be programmed into the English version; after clicking "Export CSV", some.csv files will be generated, which are the results of the equivalent taper of the imported data output and the order results of wheel polygons.

[0117] Based on the above embodiments, the present invention further provides a terminal, and its principle block diagram can be as Figure 9 shown. The terminal includes a processor, a memory, a network interface, and a display screen connected through a system bus. Among them, the processor of the terminal is used to provide computing and control capabilities. The memory of the terminal includes a non-volatile storage medium and an internal memory. The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The network interface of the terminal is used to communicate with an external terminal through a network connection. When the computer program is executed by the processor, it is used to implement the method for generating railway safety factor data. The display screen of the terminal can be a liquid crystal display screen or an electronic ink display screen.

[0118] Those skilled in the art can understand that Figure 9 the principle block diagram shown in

[0119] is only a block diagram of some structures related to the solution of the present invention, and does not constitute a limitation on the terminal to which the solution of the present invention is applied. The specific terminal may include more or fewer components than those shown in the figure, or combine some components, or have different component arrangements.

[0120] Those of ordinary skill in the art can understand that all or part of the processes in the methods of the above embodiments can be completed by instructing relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above methods. Among them, any reference to a memory, storage, database, or other medium used in the embodiments provided by the present invention can include non-volatile and / or volatile memories. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in many forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), Rambus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and Rambus dynamic RAM (RDRAM), etc.

[0121] In summary, the present invention discloses a method, system, and storage medium for generating railway safety factor data. The method includes obtaining wheel tread data, determining the difference in rolling circle radii between the left and right wheels based on the wheel tread data; determining an equivalent taper diagram based on the difference in rolling circle radii between the left and right wheels; obtaining the runout data of the rolling circle, and determining a wheel roughness level diagram based on the runout data. In the present invention, by continuously measuring the wheel tread and the rolling circle, an equivalent taper diagram and a wheel roughness level diagram can be analyzed, thereby solving the problem in the prior art that due to the lack of continuous measurement of the wheel profile, the data volume is insufficient and it is difficult to perform data operation analysis, so equivalent taper and polygon analysis cannot be carried out.

[0122] It should be understood that the application of the present invention is not limited to the above examples. For those of ordinary skill in the art, improvements or transformations can be made according to the above description. All such improvements and transformations should fall within the protection scope of the appended claims of the present invention.

Claims

1. A method for generating railway safety factor data, characterized in that, The method includes: Obtaining wheel tread data, including: measuring from the highest point of the wheel tread to the outer side of the wheel tread through a device measuring head to obtain tread profile data; performing sampling processing on the tread profile data to obtain the wheel tread data; the wheel tread data includes left wheel tread data and right wheel tread data; Determining the left and right wheel rolling circle radius difference data under different wheel-rail offset amounts according to the wheel tread data, including: determining several pairs of contact points from the left wheel tread data and the right wheel tread data, where several pairs of the contact points respectively correspond to different wheel pair lateral displacements, and the two contact points in each pair of the contact points are respectively used to reflect the contact positions of the left wheel tread and the rail and the contact positions of the right wheel tread and the rail under the same wheel pair lateral displacement; the generation method of several pairs of the contact points includes: obtaining standard rail profile data, aligning the standard rail profile data with both the left wheel tread data and the right wheel tread data and repeating several lateral displacement operations to obtain several pairs of the contact points, where each lateral displacement operation obtains a pair of the contact points, and several lateral displacement operations respectively correspond to different wheel pair lateral displacements; for one lateral displacement operation, selecting the point with the closest vertical distance to the standard rail profile data in the left wheel tread data after this lateral displacement operation as one contact point, and simultaneously selecting the point with the closest vertical distance to the standard rail profile data in the right wheel tread data as the other contact point, so as to obtain a pair of contact points corresponding to this lateral displacement operation; determining a left and right wheel rolling circle radius difference respectively according to each pair of the contact points to obtain several left and right wheel rolling circle radius differences; taking several left and right wheel rolling circle radius differences and the wheel pair lateral displacements respectively corresponding to several left and right wheel rolling circle radius differences as the left and right wheel rolling circle radius difference data; Determining an equivalent conicity diagram according to the left and right wheel rolling circle radius difference data, including: performing curve fitting according to several left and right wheel rolling circle radius differences and the wheel pair lateral displacements respectively corresponding to several left and right wheel rolling circle radius differences to obtain an objective function curve; performing data processing on the objective function curve to obtain the equivalent conicity diagram; Obtain the runout data of the rolling circle at different circumferential angles, and determine the wheel roughness level diagram according to the runout data, including: The runout data is a number of runouts, each runout corresponds to a different circumferential angle, and each runout is used to reflect the wheel diameter difference between the measurement position and the measurement starting position on the rolling circle; perform Fourier transform on a number of the runouts respectively to obtain a number of Fourier transform values; among them, the Fourier transform is solved by the butterfly algorithm: perform definite integral on all the runout data, find the maximum value in a set of data, process all the runouts according to an appropriate ratio, and amplify all the runouts in equal proportion; use the butterfly algorithm to first perform zero-padding on the poor points, and then perform Fourier transform to obtain the Fourier transform values; perform a logarithmic operation on a number of the Fourier transform values to obtain the target processed data; generate the wheel roughness level diagram according to the target processed data; The method further includes: Design the interface of the equivalent taper diagram and the interface of the wheel roughness level diagram. The interface is divided into a function button part on the left and a corresponding display part on the right; the corresponding display part on the right includes: buttons for turning the non-circularity of the wheel, wheel-rail contact relationship, and equivalent taper; there are four methods in the equivalent taper button, namely the UIC-519 method, the linear regression method, the simplified method, and the harmonic method; The process of solving the equivalent taper by the UIC-519 method includes: Denote the point corresponding to the lateral displacement when the rolling circle radius difference between the left and right wheels is 0 as the standard zero point; when the lateral displacement amplitude is determined, take points at both ends of the standard zero point. Among them, the right endpoint minus the left endpoint is equal to twice the lateral displacement amplitude, and at the same time, it is necessary to satisfy that the integral of the wheel diameter difference function between these two points is 0; after determining the point with an integral of 0, perform a second integral on the corresponding standard function between the left and right endpoints, and the final solution is standardized to obtain the final equivalent taper result; The process of solving the equivalent taper by the linear regression method includes: Process each lateral displacement amplitude; when the lateral displacement amplitude is determined, perform a first-order least squares method on the points included between the left and right endpoints of the lateral displacement amplitude, and the slope of the finally obtained curve is the result of the equivalent taper.

2. The method for generating railway safety factor data according to claim 1, characterized in that, The sampling process of the tread profile data to obtain the wheel tread data includes: Determine the target points in the tread profile data, where the target points are located on the rolling circle; Determine the first interval with the left endpoint of the target point and the second interval with the target point as the right endpoint; Merge the first interval and the second interval to obtain the target sampling interval; Sample the data points in the target sampling interval to obtain the wheel tread data.

3. The method for generating railway safety factor data according to claim 1, characterized in that, The determination of a rolling circle radius difference between the left and right wheels respectively according to the several pairs of contact points includes: Divide each pair of the contact points into left contact points and right contact points, and obtain the left rolling circle radius corresponding to the left contact points and the right rolling circle radius corresponding to the right contact points; Determine the rolling circle radius difference between the left and right wheels corresponding to each pair of the contact points according to the difference between the left rolling circle radius and the right rolling circle radius.

4. The method for generating railway safety factor data according to claim 1, characterized in that, The obtaining of the runout data of the rolling circle at different circumferential angles includes: Measuring the rolling circle by a device measuring head to obtain a number of runout amounts, where the number of runout amounts respectively correspond to different circumferential angles, and each runout amount is used to reflect the wheel diameter difference between the measurement position on the rolling circle and the measurement starting position; Taking the number of runout amounts as the runout data.

5. A railway safety factor data generation system, characterized in that, The system includes: A data acquisition module for acquiring wheel tread data and the runout data of the rolling circle at different circumferential angles, including: measuring from the highest point of the wheel tread to the outer side of the wheel tread by a device measuring head to obtain tread profile data; performing sampling processing on the tread profile data to obtain the wheel tread data; the wheel tread data includes left wheel tread data and right wheel tread data; A rolling circle radius difference determination module for determining the left and right wheel rolling circle radius difference data under different wheel-rail offset amounts according to the wheel tread data, including: determining a number of pairs of contact points from the left wheel tread data and the right wheel tread data, where the number of pairs of contact points respectively correspond to different wheel set lateral displacements, and the two contact points in each pair of contact points are respectively used to reflect the contact positions of the left wheel tread and the rail and the contact positions of the right wheel tread and the rail under the same wheel set lateral displacement; the generation method of the number of pairs of contact points includes: obtaining standard rail profile data, aligning the standard rail profile data with both the left wheel tread data and the right wheel tread data and repeating a number of lateral displacement operations to obtain a number of pairs of contact points, where each lateral displacement operation obtains a pair of contact points, and the number of lateral displacement operations respectively correspond to different wheel set lateral displacements; for one lateral displacement operation, selecting the point with the closest vertical distance to the standard rail profile data in the left wheel tread data after this lateral displacement operation as one contact point, and at the same time selecting the point with the closest vertical distance to the standard rail profile data in the right wheel tread data as the other contact point, so as to obtain a pair of contact points corresponding to this lateral displacement operation; determining a left and right wheel rolling circle radius difference according to each pair of contact points to obtain a number of the left and right wheel rolling circle radius differences; taking the number of the left and right wheel rolling circle radius differences and the wheel set lateral displacements respectively corresponding to the number of the left and right wheel rolling circle radius differences as the left and right wheel rolling circle radius difference data; An equivalent conicity determination module for determining an equivalent conicity diagram according to the left and right wheel rolling circle radius difference data, including: performing curve fitting according to a number of the left and right wheel rolling circle radius differences and the wheel set lateral displacements respectively corresponding to the number of the left and right wheel rolling circle radius differences to obtain a target function curve; performing data processing on the target function curve to obtain the equivalent conicity diagram; A roughness level determination module, which is used to determine a wheel roughness level diagram according to the runout data, includes: The runout data is a number of runout values, and each runout value corresponds to a different circumferential angle. Each runout value is used to reflect the wheel diameter difference between the measurement position on the rolling circle and the measurement starting position; perform Fourier transforms on a number of the runout values respectively to obtain a number of Fourier transform values; among them, the Fourier transform is solved by the butterfly algorithm: perform definite integrals on all the runout data, find the maximum value in a set of data, process all the runout values according to an appropriate ratio, and amplify all the runout values proportionally; first perform zero-padding processing on the poor points with the butterfly algorithm, and then perform Fourier transform to obtain the Fourier transform values; perform a logarithm operation on a number of the Fourier transform values to obtain target processed data; generate the wheel roughness level diagram according to the target processed data; The system is also used for: Design the interfaces of the equivalent taper diagram and the wheel roughness level diagram. The interfaces are divided into a function button part on the left and a corresponding display part on the right; the corresponding display part on the right includes: buttons for turning the wheel roundness, wheel-rail contact relationship, and equivalent taper; there are four methods in the equivalent taper button: UIC-519 method, linear regression method, simplified method, and harmonic method; The process of solving the equivalent taper by the UIC-519 method includes: Denote the point corresponding to the lateral displacement when the rolling circle radius difference between the left and right wheels is 0 as the standard zero point; when the lateral displacement amplitude is determined, take points at both ends of the standard zero point. Among them, the right endpoint minus the left endpoint is equal to twice the lateral displacement amplitude, and at the same time, it is necessary to satisfy that the integral of the wheel diameter difference function between these two points is 0; after determining the point with an integral of 0, perform a second integral on the corresponding standard function between the left and right endpoints, and the final solution is standardized to obtain the final equivalent taper result; The process of solving the equivalent taper by the linear regression method includes: Process each lateral displacement amplitude; when the lateral displacement amplitude is determined, perform a first-order least squares processing on the points included between the left and right endpoints of the lateral displacement amplitude, and the slope of the finally obtained curve is the equivalent taper result.

6. A computer-readable storage medium, on which multiple instructions are stored, characterized in that, The instructions are suitable for being loaded and executed by a processor to implement the steps of the railway safety factor data generation method described in any one of claims 1-4 above.

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