Rail vehicle tire pressure monitoring method, device, electronic equipment and rail vehicle

Abstract

The present disclosure relates to a tire pressure monitoring method, device, electronic device and rail vehicle for a rail vehicle, the method comprising: obtaining real-time point cloud data of the rail vehicle's surrounding environment; determining the real-time position information of the rail vehicle based on the real-time point cloud data and a set of point cloud data corresponding to the surrounding environment of the rail vehicle's running track; determining whether the rail vehicle has passed through a predetermined tire pressure monitoring section based on the real-time position information; if it is determined that the rail vehicle has passed through the tire pressure monitoring section, obtaining the wheel speed information of each wheel when the rail vehicle is running in the tire pressure monitoring section; determining the tire pressure status of each wheel based on the wheel speed information of each wheel. In this way, the real-time position information of the rail vehicle can be determined based on the real-time point cloud data of the rail vehicle's surrounding environment, and then tire pressure monitoring can be performed based on the real-time position information, without having to set up a transponder next to the rail vehicle's running track, nor having to set up special equipment for measuring tire pressure, which is convenient for saving hardware costs.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle technology, and in particular, to a tire pressure monitoring method, device, electronic equipment and rail vehicle for a rail vehicle. Background Art

[0002] The rail transit system has been vigorously promoted in my country due to its large capacity, high punctuality, safety, comfort, and environmental friendliness, and is still in rapid development and construction.

[0003] For rail vehicles, it is necessary to ensure that all its components are in good working condition to avoid rail transit accidents caused by component abnormalities. For the running system of rail vehicles, the wheel condition is a key factor affecting the safety and comfort of vehicle operation. If the wheel condition is not good, it may cause the rail vehicle to bump during driving, and may even cause a train derailment accident, affecting the driving safety of the rail vehicle. For rail vehicles with rubber wheels and guide rails, wheel condition monitoring mainly focuses on checking whether the tire pressure is normal.

[0004] In the prior art, a special device may be installed in the wheels of a rail vehicle to measure tire pressure. Although the specific value of the tire pressure can be directly obtained in this way, the implementation cost is relatively high. Summary of the invention

[0005] The purpose of the present disclosure is to provide a tire pressure monitoring method, device, electronic equipment and rail vehicle for a rail vehicle, so as to realize low-cost tire pressure monitoring.

[0006] In order to achieve the above-mentioned object, the present disclosure provides a tire pressure monitoring method for a railway vehicle in a first aspect, comprising:

[0007] Obtain real-time point cloud data of the rail vehicle's surroundings;

[0008] Determine the real-time position information of the rail vehicle according to the real-time point cloud data and a set of point cloud data corresponding to the surrounding environment of the rail track on which the rail vehicle is traveling;

[0009] Determining whether the rail vehicle has passed through a predetermined tire pressure monitoring section according to the real-time position information;

[0010] If it is determined that the rail vehicle passes through the tire pressure monitoring section, obtaining wheel speed information of each wheel of the rail vehicle when it travels in the tire pressure monitoring section;

[0011] The tire pressure state of each wheel is determined according to the wheel speed information of each wheel.

[0012] Optionally, determining whether the rail vehicle has passed through a predetermined tire pressure monitoring section according to the real-time position information includes:

[0013] Determine the real-time track coordinates of the rail vehicle according to the real-time position information and the track coordinate set of the travel track;

[0014] Whether the rail vehicle passes through the tire pressure monitoring section is determined according to the real-time track coordinates, the starting point track coordinates of the tire pressure monitoring section, and the ending point track coordinates of the tire pressure monitoring section.

[0015] Optionally, the orbital coordinate set is obtained by:

[0016] Acquire trajectory data representing the driving track in the point cloud data set;

[0017] The orbital coordinate set is obtained according to the trajectory data.

[0018] Optionally, the track coordinate set includes a plurality of track coordinate points, and curvature information and slope information corresponding to the track coordinate points, the curvature information represents the curvature of the driving track at the track coordinate points, and the slope information represents the slope of the driving track at the track coordinate points, and the method further includes:

[0019] The starting point track coordinates and the ending point track coordinates of the tire pressure monitoring section are determined according to the curvature information and the slope information of the track coordinate point and preset screening conditions corresponding to the curvature information and the slope information.

[0020] Optionally, the screening conditions include:

[0021] The curvature information indicates that the curvature of the driving track at the track coordinate point is less than or equal to a preset curvature threshold, and the slope information indicates that the slope of the driving track at the track coordinate point is less than or equal to a preset slope threshold.

[0022] Optionally, the method further comprises:

[0023] During the process of the rail vehicle traveling along the entire travel track, continuously acquiring point cloud sampling data of the surrounding environment of the rail vehicle;

[0024] The point cloud data set is determined according to the continuously acquired point cloud sampling data.

[0025] Optionally, determining the tire pressure state of each wheel according to the wheel speed information of each wheel includes:

[0026] Determining an average standard wheel diameter value of all the wheels according to the standard wheel diameter values ​​of all the wheels;

[0027] Determining a wheel diameter measurement value of each wheel according to the wheel speed information of each wheel and the length information of the tire pressure monitoring section;

[0028] Determining a tire pressure state parameter of each wheel according to the wheel diameter measurement value of each wheel and the average wheel diameter standard value;

[0029] The tire pressure state of each wheel is determined according to the tire pressure state parameter of each wheel.

[0030] A second aspect of the present disclosure provides a tire pressure monitoring device for a rail vehicle, comprising:

[0031] A first acquisition module is configured to acquire real-time point cloud data of the surrounding environment of the rail vehicle;

[0032] A first determination module is configured to determine the real-time position information of the rail vehicle based on the real-time point cloud data and a point cloud data set corresponding to the surrounding environment of the rail vehicle running track;

[0033] A second determination module is configured to determine whether the rail vehicle passes through a predetermined tire pressure monitoring section according to the real-time position information;

[0034] A second acquisition module is configured to acquire wheel speed information of each wheel of the rail vehicle when the rail vehicle travels in the tire pressure monitoring section if it is determined that the rail vehicle passes through the tire pressure monitoring section;

[0035] The third determination module is configured to determine the tire pressure status of each wheel according to the wheel speed information of each wheel.

[0036] Optionally, the second determining module includes:

[0037] A first determination submodule is configured to determine the real-time track coordinates of the rail vehicle according to the real-time position information and the track coordinate set of the driving track;

[0038] The second determination submodule is configured to determine whether the rail vehicle passes through the tire pressure monitoring section according to the real-time track coordinates, the starting track coordinates of the tire pressure monitoring section, and the ending track coordinates of the tire pressure monitoring section.

[0039] Optionally, the device further comprises:

[0040] a fourth determination module, configured to obtain trajectory data representing the driving track in the point cloud data set; and

[0041] The orbital coordinate set is obtained according to the trajectory data.

[0042] Optionally, the track coordinate set includes a plurality of track coordinate points, and curvature information and slope information corresponding to the track coordinate points, the curvature information represents the curvature of the driving track at the track coordinate points, and the slope information represents the slope of the driving track at the track coordinate points, and the device further includes:

[0043] The fifth determination module is configured to determine the starting track coordinates and the ending track coordinates of the tire pressure monitoring section according to the curvature information and the slope information of the track coordinate point and preset filtering conditions corresponding to the curvature information and the slope information.

[0044] Optionally, the device further comprises:

[0045] A sixth determination module is configured to continuously acquire point cloud sampling data of the surrounding environment of the rail vehicle during the process of the rail vehicle traveling along the entire travel track; and

[0046] The point cloud data set is determined according to the continuously acquired point cloud sampling data.

[0047] Optionally, the third determination module is configured to determine the tire pressure state of each wheel according to the wheel speed information of each wheel in the following manner:

[0048] Determining an average standard wheel diameter value of all the wheels according to the standard wheel diameter values ​​of all the wheels;

[0049] Determining a wheel diameter measurement value of each wheel according to the wheel speed information of each wheel and the length information of the tire pressure monitoring section;

[0050] Determining a tire pressure state parameter of each wheel according to the wheel diameter measurement value of each wheel and the average wheel diameter standard value;

[0051] The tire pressure state of each wheel is determined according to the tire pressure state parameter of each wheel.

[0052] A third aspect of the present disclosure provides an electronic device, including:

[0053] a memory having a computer program stored thereon;

[0054] A processor is used to execute the computer program in the memory to implement the method provided in the first aspect of the present disclosure.

[0055] A fourth aspect of the present disclosure provides a rail vehicle, comprising the electronic device provided by the third aspect of the present disclosure.

[0056] Through the above technical solution, the real-time position information of the rail vehicle can be determined based on the real-time point cloud data of the rail vehicle's surrounding environment, and then tire pressure monitoring can be performed based on the real-time position information. In this way, there is no need to set up a transponder next to the rail vehicle's travel track, nor is there any need to set up special equipment for measuring tire pressure, which saves hardware costs and reduces the workload of repair and maintenance. It should also be pointed out that the accuracy of positioning can be improved through real-time point cloud data. Finally, this solution is not affected by the strength of the satellite positioning signal, and is applicable to a wider range of road sections, making it easier to select suitable tire pressure monitoring sections.

[0057] Specifically, during the operation of the rail vehicle, the real-time point cloud data of the environment around the rail vehicle is obtained, and then the real-time point cloud data can be matched with the point cloud data set of the environment around the driving track, so as to determine the real-time position information of the vehicle. After obtaining the real-time position information, it can be determined whether the rail vehicle has passed through a predetermined tire pressure monitoring section according to the real-time position information. If it is determined that the rail vehicle has passed through the tire pressure monitoring section, the wheel speed information of each wheel when the rail vehicle is traveling in the tire pressure monitoring section is obtained, and the tire pressure status of each wheel can be determined according to the wheel speed information of each wheel, so as to realize tire pressure monitoring of the rail vehicle.

[0058] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0059] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings:

[0060] Figure 1 is a flow chart of a tire pressure monitoring method for a rail vehicle provided by an exemplary embodiment of the present disclosure;

[0061] Figure 2 is a block diagram of a tire pressure monitoring device for a rail vehicle provided by an exemplary embodiment of the present disclosure;

[0062] Figure 3 is a block diagram of an electronic device provided by an exemplary embodiment of the present disclosure. DETAILED DESCRIPTION

[0063] The specific implementation of the present disclosure is described in detail below in conjunction with the accompanying drawings. It should be understood that the specific implementation described herein is only used to illustrate and explain the present disclosure, and is not used to limit the present disclosure.

[0064] In the present disclosure, unless otherwise stated, directional words such as "front" and "rear" are usually defined according to the direction of the vehicle in normal driving state, with the front direction of the vehicle being the front and the rear direction being the rear. The terms "first", "second" and the like are used to distinguish one element from another, without specifying the order and importance. In addition, when the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0065] As described in the background technology, for rail vehicles with rubber wheels and rail guides, wheel status monitoring mainly focuses on checking whether the tire pressure is normal. In the prior art, special equipment can be installed in the wheels of rail vehicles to measure tire pressure. Although this can directly obtain the specific value of tire pressure, the implementation cost is relatively high.

[0066] In view of this, the present disclosure provides a tire pressure monitoring method, device, electronic equipment and rail vehicle for a rail vehicle to achieve low-cost tire pressure monitoring.

[0067] Figure 1 1 is a flow chart of a tire pressure monitoring method for a rail vehicle provided by an exemplary embodiment of the present disclosure. Figure 1 The present disclosure provides a tire pressure monitoring method for a rail vehicle, which may include steps S11 to S15.

[0068] In step S11, real-time point cloud data of the surrounding environment of the rail vehicle is acquired.

[0069] For example, a laser radar can be installed on a rail vehicle to obtain real-time point cloud data of the surrounding environment of the rail vehicle.

[0070] In step S12, the real-time position information of the rail vehicle is determined based on the real-time point cloud data and a point cloud data set corresponding to the surrounding environment of the rail vehicle's running track.

[0071] For example, the real-time point cloud data can be matched with the point cloud data set through a positioning matching algorithm, so that the real-time position information of the rail vehicle can be determined based on the matching result. In this way, the position of the rail vehicle can be accurately determined.

[0072] In this way, it is not necessary to set up a transponder next to the track of the rail vehicle, which can reduce hardware costs and reduce the workload of repair and maintenance. It should also be pointed out that the acquisition of real-time point cloud data is not affected by the strength of satellite positioning signals and is applicable to a wider range of sections. For example, accurate positioning of rail vehicles can be achieved in tunnels and other sections, which facilitates the selection of appropriate tire pressure monitoring sections to improve the accuracy of tire pressure monitoring.

[0073] In step S13, it is determined whether the rail vehicle has passed through a predetermined tire pressure monitoring section based on the real-time position information.

[0074] It can be understood that the real-time position coordinates of the rail vehicle can be determined based on the real-time position information, and then it can be determined whether the rail vehicle has passed through a predetermined tire pressure monitoring section based on the real-time position coordinates.

[0075] In step S14, if it is determined that the rail vehicle passes through the tire pressure monitoring section, the wheel speed information of each wheel when the rail vehicle travels in the tire pressure monitoring section is obtained.

[0076] For example, the wheel speed information of the wheel may be obtained through a wheel speed sensor disposed on the wheel.

[0077] In step S15, the tire pressure state of each wheel is determined according to the wheel speed information of each wheel.

[0078] It can be understood that the tire pressure status of a wheel is related to the radius of the wheel. Therefore, based on the wheel speed information of each wheel in the tire pressure monitoring section, the radius of the wheel in the tire pressure monitoring section can be determined, and then the tire pressure status of the wheel can be determined.

[0079] Through this solution, there is no need to set up special equipment for measuring tire pressure, which is convenient for saving hardware costs.

[0080] Exemplarily, determining whether a rail vehicle has passed through a predetermined tire pressure monitoring section based on real-time position information may include: determining the real-time track coordinates of the rail vehicle based on the real-time position information and a set of track coordinates of the driving track; determining whether the rail vehicle has passed through the tire pressure monitoring section based on the real-time track coordinates, the starting track coordinates of the tire pressure monitoring section, and the ending track coordinates of the tire pressure monitoring section.

[0081] In this solution, by converting the real-time position information into the real-time track coordinates of the rail vehicle, it is convenient to compare the real-time track coordinates with the starting track coordinates and the ending track coordinates of the tire pressure monitoring section, thereby facilitating determination of whether the vehicle has passed the tire pressure monitoring section.

[0082] In another possible implementation, the starting position coordinates and the end position coordinates of the tire pressure monitoring section may also be predetermined, and by comparing the real-time position coordinates with the starting position coordinates and the end position coordinates, it may be determined whether the vehicle has passed through the tire pressure monitoring section.

[0083] Exemplarily, the track coordinate set is obtained in the following manner: acquiring track data representing the driving track in the point cloud data set; and obtaining the track coordinate set according to the track data.

[0084] In this way, the vehicle's track coordinate set can be accurately determined.

[0085] Exemplarily, the track coordinate set may include multiple track coordinate points, and curvature information and slope information corresponding to the track coordinate points, the curvature information represents the curvature of the driving track at the track coordinate points, and the slope information represents the slope of the driving track at the track coordinate points. The method may also include:

[0086] The starting point track coordinates and the ending point track coordinates of the tire pressure monitoring section are determined according to the curvature information and the slope information of the track coordinate points and the preset screening conditions corresponding to the curvature information and the slope information.

[0087] When a rail vehicle travels on a curve, the coaxial wheels will shift sideways, causing the rolling circle radius of the wheels to change. When the rail vehicle is on a slope, the wheel load of the vehicle changes, and the rolling circle radius of the wheels will also change accordingly.

[0088] Therefore, in order to achieve more accurate tire pressure monitoring, screening conditions corresponding to curvature information and slope information can be set to reduce the impact of the curvature and slope of the driving track on the accuracy of tire pressure monitoring.

[0089] Exemplarily, the screening conditions may include: the curvature information indicating that the curvature of the driving track at the track coordinate point is less than or equal to a preset curvature threshold, and the slope information indicating that the slope of the driving track at the track coordinate point is less than or equal to a preset slope threshold.

[0090] In this way, the influence of curvature and slope on the rolling circle radius of the wheel can be reduced, so that the rolling circle radius of the wheel can accurately reflect the tire pressure status of the wheel.

[0091] For example, the preset curvature threshold may be 0, and the preset slope threshold may also be 0. In this way, the tire pressure monitoring section is a straight driving track, which facilitates reducing the error of tire pressure monitoring caused by curvature and slope.

[0092] Alternatively, the preset curvature threshold and the preset slope threshold may also take other values ​​according to the actual condition of the driving track, which will not be described in detail here.

[0093] For example, the vehicle speed conditions of a rail vehicle may include acceleration conditions, cruising conditions, inertia conditions, and braking conditions. Since the rolling circle radius of the wheel and the tire pressure of the wheel present a good linear relationship when the vehicle speed remains constant, a straight section that the rail vehicle passes under the cruising condition may be selected as a tire pressure monitoring section to improve the accuracy of tire pressure monitoring.

[0094] Exemplarily, the method may also include: continuously acquiring point cloud sampling data of the surrounding environment of the rail vehicle while the rail vehicle is traveling along the entire travel track; and determining a point cloud data set based on the continuously acquired point cloud sampling data.

[0095] For example, a laser radar can be installed on a rail vehicle, and point cloud sampling data of the rail vehicle's surrounding environment can be continuously acquired through the laser radar while the rail vehicle is traveling along the entire track. A point cloud data set (i.e., a three-dimensional point cloud map corresponding to the entire track) is constructed by combining the continuously acquired point cloud sampling data.

[0096] Exemplarily, determining the tire pressure state of each wheel according to the wheel speed information of each wheel may include:

[0097] Based on the standard values ​​of wheel diameters of all wheels, the standard value of the average wheel diameter of all wheels is determined; based on the wheel speed information of each wheel and the length information of the tire pressure monitoring section, the wheel diameter measurement value of each wheel is determined; based on the wheel diameter measurement value of each wheel and the standard value of the average wheel diameter, the tire pressure status parameter of each wheel is determined; based on the tire pressure status parameters of each wheel, the tire pressure status of each wheel is determined.

[0098] In this way, the tire pressure status parameter of each wheel can represent the difference between the wheel diameter measurement value and the average wheel diameter standard value. By comparing the wheel diameter measurement value with the average wheel diameter standard value, it can be determined whether the wheel tire pressure is abnormal.

[0099] Therefore, a preset threshold corresponding to the tire pressure status parameter can be set. When the tire pressure status parameter exceeds the preset threshold, it can be determined that the tire pressure status of the wheel is abnormal. At this time, the prompt device can be controlled to prompt an alarm message.

[0100] For example, the alarm information may be displayed on a display screen, or the sound and light alarm information may be emitted by a sound and light device, so as to improve the safety of rail vehicle travel.

[0101] For example, the wheel diameter measurement of the kth wheel can be calculated by the following formula:

[0102]

[0103] In formula (1), R k is the wheel diameter measurement value of the kth wheel, D a,b is the distance of the tire pressure monitoring section, N k is the number of revolutions made by the kth wheel in the tire pressure monitoring section (for example, it can be obtained by detecting the number of pulse signals from the wheel speed sensor of the wheel).

[0104] The average wheel diameter standard value of all wheels can be calculated by the following formula:

[0105]

[0106] In formula (2), is the standard value of the average wheel diameter, R r,k is the standard value of the wheel diameter of the kth wheel, nwheel is the number of wheels.

[0107] For example, the standard value of the wheel diameter of each wheel can be obtained by calibration in a laboratory.

[0108] The tire pressure state coefficient of the kth wheel can be calculated by the following formula:

[0109]

[0110] In formula (3), α k is the tire pressure state coefficient of the kth wheel.

[0111] Among them, the distance of the tire pressure monitoring section can be determined according to the starting point and end point of the tire pressure monitoring section.

[0112] For example, the trajectory data representing the driving track in the point cloud data set can be transformed to obtain a track coordinate set. The track coordinate set can be a point set, which can be expressed as:

[0113] M={P i}(i=1,2,...,n), each map point P i It can include the coordinates of the current point in the point cloud data set (xi, yi, z i ), current point to next point P i+1 The distance between i , the curvature c of the current point i , the slope g at the current point i Among them, in P i and P i+1 When the interval is small, P i and P i+1 The straight-line distance between them is equal to P i and P i+1 The distance on the driving track is used to reduce the amount of calculation.

[0114] The ATO (Automatic Train Operation) of a rail vehicle can plan the speed of the rail vehicle based on the track coordinate set. For example, the speed planning of the rail vehicle can be given in the form of a point set. For example, the jth point in the speed planning of the rail vehicle can be expressed as Q j =(P j ,l j ,v j ), where P j and l j Indicates the electronic map with Q j Adjacent points in the preset direction and Q j The distance between the point and vj Indicates Q j The planned speed value of the point.

[0115] Based on this, the ATO of the rail vehicle can determine the starting point and end point of the tire pressure monitoring section according to the preset screening conditions. The starting point of the tire pressure monitoring section can be expressed as Q a =(P a ,l a ,v a ), the end point of the tire pressure monitoring section can be expressed as Q b =(P b ,l b ,v b ).

[0116] Based on this, the tire pressure monitoring section Q a With Q b All positions P between i The interval between a and b Solving for Q a With Q b The distance D a,b .

[0117] Figure 2 is a block diagram of a tire pressure monitoring device for a rail vehicle provided by an exemplary embodiment of the present disclosure. Figure 2 Based on the same inventive concept, the present disclosure also provides a tire pressure monitoring device 400 for a rail vehicle, and the device 400 may include:

[0118] The first acquisition module 401 may be configured to acquire real-time point cloud data of the surrounding environment of the rail vehicle;

[0119] The first determination module 402 may be configured to determine the real-time position information of the rail vehicle based on the real-time point cloud data and a set of point cloud data corresponding to the surrounding environment of the rail vehicle's travel track;

[0120] The second determination module 403 may be configured to determine whether the rail vehicle passes through a predetermined tire pressure monitoring section according to the real-time position information;

[0121] The second acquisition module 404 may be configured to acquire wheel speed information of each wheel of the rail vehicle when the rail vehicle is traveling in the tire pressure monitoring section if it is determined that the rail vehicle passes through the tire pressure monitoring section;

[0122] The third determination module 405 may be configured to determine the tire pressure status of each wheel according to the wheel speed information of each wheel.

[0123] In this solution, the real-time position information of the rail vehicle can be determined based on the real-time point cloud data of the rail vehicle's surrounding environment, and then tire pressure monitoring can be performed based on the real-time position information. In this way, there is no need to set up a transponder next to the rail vehicle's travel track, nor is there any need to set up special equipment for measuring tire pressure, which saves hardware costs and reduces the workload of repair and maintenance. It should also be pointed out that the accuracy of positioning can be improved through real-time point cloud data. Finally, this solution is not affected by the strength of the satellite positioning signal, and is applicable to a wider range of road sections, making it easier to select suitable tire pressure monitoring sections.

[0124] Specifically, during the operation of the rail vehicle, the real-time point cloud data of the environment around the rail vehicle is obtained, and then the real-time point cloud data can be matched with the point cloud data set of the environment around the driving track, so as to determine the real-time position information of the vehicle. After obtaining the real-time position information, it can be determined whether the rail vehicle has passed through a predetermined tire pressure monitoring section according to the real-time position information. If it is determined that the rail vehicle has passed through the tire pressure monitoring section, the wheel speed information of each wheel when the rail vehicle is traveling in the tire pressure monitoring section is obtained, and the tire pressure status of each wheel can be determined according to the wheel speed information of each wheel, so as to realize tire pressure monitoring of the rail vehicle.

[0125] Exemplarily, the second determination module 403 may include: a first determination submodule, configured to determine the real-time track coordinates of the rail vehicle based on the real-time position information and a set of track coordinates of the driving track; a second determination submodule, configured to determine whether the rail vehicle has passed the tire pressure monitoring section based on the real-time track coordinates, the starting track coordinates of the tire pressure monitoring section, and the end track coordinates of the tire pressure monitoring section.

[0126] Exemplarily, the device 400 may further include: a fourth determination module configured to obtain trajectory data representing the driving track in the point cloud data set; and obtain a track coordinate set according to the trajectory data.

[0127] Exemplarily, the track coordinate set may include multiple track coordinate points, and curvature information and slope information corresponding to the track coordinate points, the curvature information represents the curvature of the driving track at the track coordinate points, and the slope information represents the slope of the driving track at the track coordinate points. The device 400 may also include: a fifth determination module, configured to determine the starting track coordinates and the ending track coordinates of the tire pressure monitoring section according to the curvature information and the slope information of the track coordinate points, and preset filtering conditions corresponding to the curvature information and the slope information.

[0128] Exemplarily, the device 400 may also include: a sixth determination module, configured to continuously acquire point cloud sampling data of the surrounding environment of the rail vehicle while the rail vehicle is traveling along the entire travel track; and determine a point cloud data set based on the continuously acquired point cloud sampling data.

[0129] Exemplarily, the third determination module 405 can be configured to determine the tire pressure status of each wheel according to the wheel speed information of each wheel in the following manner: determine the average wheel diameter standard value of all wheels according to the wheel diameter standard values ​​of all wheels; determine the wheel diameter measurement value of each wheel according to the wheel speed information of each wheel and the length information of the tire pressure monitoring section; determine the tire pressure status parameters of each wheel according to the wheel diameter measurement value of each wheel and the average wheel diameter standard value; determine the tire pressure status of each wheel according to the tire pressure status parameters of each wheel.

[0130] Regarding the device in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0131] Figure 3 FIG. 7 is a block diagram of an electronic device 700 according to an exemplary embodiment. Figure 3 As shown, the electronic device 700 may include: a processor 701 and a memory 702. The electronic device 700 may also include one or more of a multimedia component 703, an input / output (I / O) interface 704, and a communication component 705.

[0132] The processor 701 is used to control the overall operation of the electronic device 700 to complete all or part of the steps in the tire pressure monitoring method of the rail vehicle. The memory 702 is used to store various types of data to support the operation of the electronic device 700, and these data may include, for example, instructions for any application or method used to operate on the electronic device 700, and application-related data, such as contact data, sent and received messages, pictures, audio, video, etc. The memory 702 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (Static Random Access Memory, referred to as SRAM), electrically erasable programmable read-only memory (Electrically Erasable Programmable Read-Only Memory, referred to as EEPROM), erasable programmable read-only memory (Erasable Programmable Read-Only Memory, referred to as EPROM), programmable read-only memory (Programmable Read-Only Memory, referred to as PROM), read-only memory (Read-Only Memory, referred to as ROM), magnetic memory, flash memory, disk or optical disk. The multimedia component 703 may include a screen and an audio component. The screen may be, for example, a touch screen, and the audio component is used to output and / or input audio signals. For example, the audio component may include a microphone for receiving external audio signals. The received audio signal may be further stored in the memory 702 or sent through the communication component 705. The audio component also includes at least one speaker for outputting audio signals. The I / O interface 704 provides an interface between the processor 701 and other interface modules, and the other interface modules may be keyboards, mice, buttons, etc. These buttons may be virtual buttons or physical buttons. The communication component 705 is used for wired or wireless communication between the electronic device 700 and other devices. Wireless communication, such as Wi-Fi, Bluetooth, Near Field Communication (NFC), 2G, 3G, 4G, NB-IOT, eMTC, or other 5G, etc., or a combination of one or more of them, is not limited here. Therefore, the corresponding communication component 705 may include: Wi-Fi module, Bluetooth module, NFC module, etc.

[0133] In an exemplary embodiment, the electronic device 700 can be implemented by one or more application specific integrated circuits (ASIC), digital signal processors (DSP), digital signal processing devices (DSPD), programmable logic devices (PLD), field programmable gate arrays (FPGA), controllers, microcontrollers, microprocessors or other electronic components to execute the above-mentioned tire pressure monitoring method for rail vehicles.

[0134] In another exemplary embodiment, a computer-readable storage medium including program instructions is also provided, and when the program instructions are executed by a processor, the steps of the tire pressure monitoring method for a rail vehicle are implemented. For example, the computer-readable storage medium may be the memory 702 including the program instructions, and the program instructions may be executed by the processor 701 of the electronic device 700 to complete the tire pressure monitoring method for a rail vehicle.

[0135] The present disclosure also provides a rail vehicle, comprising the electronic device provided by the above embodiment.

[0136] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings; however, the present disclosure is not limited to the specific details in the above embodiments. Within the technical concept of the present disclosure, a variety of simple modifications can be made to the technical solution of the present disclosure, and these simple modifications all fall within the protection scope of the present disclosure.

[0137] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0138] In addition, various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A tire pressure monitoring method for a rail vehicle, characterized in that: include: Obtain real-time point cloud data of the rail vehicle's surroundings; Determine the real-time position information of the rail vehicle according to the real-time point cloud data and a set of point cloud data corresponding to the surrounding environment of the rail track on which the rail vehicle is traveling; Determining whether the rail vehicle has passed through a predetermined tire pressure monitoring section according to the real-time position information; If it is determined that the rail vehicle passes through the tire pressure monitoring section, obtaining wheel speed information of each wheel of the rail vehicle when it travels in the tire pressure monitoring section; The tire pressure state of each wheel is determined according to the wheel speed information of each wheel.

2. The method according to claim 1, characterized in that The step of determining, based on the real-time position information, whether the rail vehicle has passed through a predetermined tire pressure monitoring section comprises: Determine the real-time track coordinates of the rail vehicle according to the real-time position information and the track coordinate set of the travel track; Whether the rail vehicle passes through the tire pressure monitoring section is determined according to the real-time track coordinates, the starting point track coordinates of the tire pressure monitoring section, and the ending point track coordinates of the tire pressure monitoring section.

3. The method according to claim 2, characterized in that The orbital coordinate set is obtained in the following way: Acquire trajectory data representing the driving track in the point cloud data set; The orbital coordinate set is obtained according to the trajectory data.

4. The method according to claim 3, characterized in that The track coordinate set includes a plurality of track coordinate points, and curvature information and slope information corresponding to the track coordinate points, wherein the curvature information represents the curvature of the driving track at the track coordinate points, and the slope information represents the slope of the driving track at the track coordinate points. The method further includes: The starting point track coordinates and the ending point track coordinates of the tire pressure monitoring section are determined according to the curvature information and the slope information of the track coordinate point and preset screening conditions corresponding to the curvature information and the slope information.

5. The method according to claim 4, characterized in that The screening conditions include: The curvature information indicates that the curvature of the driving track at the track coordinate point is less than or equal to a preset curvature threshold, and the slope information indicates that the slope of the driving track at the track coordinate point is less than or equal to a preset slope threshold.

6. The method according to any one of claims 1 to 5, characterized in that The method further comprises: During the process of the rail vehicle traveling along the entire travel track, continuously acquiring point cloud sampling data of the surrounding environment of the rail vehicle; The point cloud data set is determined according to the continuously acquired point cloud sampling data.

7. The method according to any one of claims 1 to 5, characterized in that The step of determining the tire pressure state of each wheel according to the wheel speed information of each wheel comprises: Determining an average standard wheel diameter value of all the wheels according to the standard wheel diameter values ​​of all the wheels; Determining a wheel diameter measurement value of each wheel according to the wheel speed information of each wheel and the length information of the tire pressure monitoring section; Determining a tire pressure state parameter of each wheel according to the wheel diameter measurement value of each wheel and the average wheel diameter standard value; The tire pressure state of each wheel is determined according to the tire pressure state parameter of each wheel.

8. A tire pressure monitoring device for a rail vehicle, characterized in that: include: A first acquisition module is configured to acquire real-time point cloud data of the surrounding environment of the rail vehicle; A first determination module is configured to determine the real-time position information of the rail vehicle based on the real-time point cloud data and a point cloud data set corresponding to the surrounding environment of the rail vehicle running track; A second determination module is configured to determine whether the rail vehicle passes through a predetermined tire pressure monitoring section according to the real-time position information; A second acquisition module is configured to acquire wheel speed information of each wheel of the rail vehicle when the rail vehicle travels in the tire pressure monitoring section if it is determined that the rail vehicle passes through the tire pressure monitoring section; The third determination module is configured to determine the tire pressure status of each wheel according to the wheel speed information of each wheel.

9. An electronic device, characterized in that: include: a memory having a computer program stored thereon; A processor, configured to execute the computer program in the memory to implement the steps of the method according to any one of claims 1 to 7.

10. A rail vehicle, characterized in that: Comprising the electronic device as claimed in claim 9.

Images