A wheel alignment method, system, and train based on perception and localization

Abstract

This disclosure provides a perception-based wheel alignment method for trains, comprising: calculating the distance between a sensing device installed on the train and an identification sign during train operation; wherein the identification sign is installed at any one or more locations along the train's route; monitoring whether the distance is less than a first threshold, and if so, initiating a wheel alignment process; otherwise, continuously monitoring the relationship between the distance and the first threshold; determining and recording the current wheel diameter value and travel distance of the train at different identification points, and obtaining multiple new wheel diameter values ​​based on the current wheel diameter value and travel distance; and calculating the actual wheel diameter value of the train by comparing the original wheel diameter value with the multiple new wheel diameter values. The disclosure also includes a corresponding system, electronic equipment, and computer-readable storage medium. The train no longer relies on fixed transponders for wheel alignment, but uses identification signs and high-precision sensing devices to reduce wheel diameter correction errors and improve the accuracy of train position calculation.

Description

Technical Field

[0001] This disclosure relates to the fields of rail transit and train wheelset calibration technology, and in particular to a wheel calibration method, system and train based on perception and positioning. Background Technology

[0002] Currently, most train wheel calibration schemes involve arranging transponders along the track. The transponder wheel calibration scheme involves evenly arranging multiple transponders along the track. Each time a train passes a transponder, it calculates its own travel distance and compares it with the actual distance of the transponder. After calculating the difference, the wheel diameter can be further deduced.

[0003] However, the use of transponder schemes for wheel alignment has certain requirements on the arrangement of transponders. In some lines, uneven arrangement of transponders or insufficient number of transponders will affect the accuracy of wheel alignment and make it impossible to perform wheel alignment at any position on the line. Summary of the Invention

[0004] This disclosure addresses the above problems by providing a wheel alignment method, system, and train based on perception and positioning. By installing high-precision sensing equipment on the train and erecting a sign at any location on the track, the distance to the sign can be identified by the sensing equipment, enabling wheel alignment to be completed at any location on the track.

[0005] According to a first aspect of this disclosure, a perception-based localization-based wheel alignment method is provided for trains, comprising:

[0006] Calculate the distance between the sensing devices installed on the train and the signage during train operation; wherein the signage is installed at any one or more locations along the train's operating route;

[0007] Monitor whether the distance is less than a first threshold. If it is, start the comparison process; otherwise, continuously monitor the relationship between the distance and the first threshold.

[0008] The wheel diameter and travel distance of the current train are determined and recorded at different identification points, and multiple new wheel diameter values ​​are obtained based on the current wheel diameter and travel distance.

[0009] The actual wheel diameter of the train is calculated by comparing the original wheel diameter with the multiple new wheel diameter values.

[0010] In addition to the aspects and any possible implementations described above, another implementation is provided.

[0011] The process of determining and recording the wheel diameter and travel distance of the current train at different identification points includes:

[0012] The difference between multiple identification points and the first threshold, and the relationship between the multiple differences, are used as the walking distance, and the number of walking distances is greater than the number of identification points;

[0013] N wheel diameter values ​​and the average of the N wheel diameter values ​​are recorded at each end of the train. The average of the N wheel diameter values ​​is used as the wheel diameter value of the current train. N+1 wheel diameter values ​​are stored at each end of the train.

[0014] In addition to the aspects and any possible implementations described above, a further implementation is provided in which the calculation of the actual wheel diameter value of the train based on the comparison of the original wheel diameter value of the train with the plurality of new wheel diameter values ​​includes:

[0015] The original wheel diameter value of the train is compared with each of the multiple new wheel diameter values, and multiple differences are calculated.

[0016] The condition of the wheelset is determined by comparing the absolute value of the difference with multiple difference intervals, including the normal wear interval, the wheel turning interval, and the wheel replacement interval.

[0017] The actual wheel diameter of the train is calculated based on the condition of the wheelset.

[0018] As described above and in any possible implementation, a further implementation is provided, wherein determining the state of the wheelset by comparing the absolute value of the difference with multiple difference intervals includes:

[0019] Based on whether the difference falls into a single interval or the difference falls into different intervals, calculate the corresponding wheel diameter value currently in use;

[0020] The condition of the wheelset is determined based on the currently used wheel diameter value.

[0021] In addition to the aspects described above and any possible implementations, a further implementation is provided in which the calculation of the corresponding currently used wheel diameter value based on the difference falling into a single interval includes:

[0022] When all the differences fall within the normal wear range, the wheel is considered to be in normal wear. The average of the multiple new wheel diameter values ​​is taken as the final new wheel diameter value. After calculating the wheel diameter value currently in use, the original wheel diameter value of the train is replaced.

[0023] When all the differences fall within the wheel turning range, it is considered that the wheel has been turned. The average of the multiple new wheel diameter values ​​is taken as the final new wheel diameter value. The final new wheel diameter value is then used as the wheel diameter value currently in use, replacing the original wheel diameter value recorded for the train.

[0024] If all the differences fall within the wheel replacement range, it is considered that the wheel has been replaced, and the current wheel diameter cannot be calculated. Instead, the current wheel diameter is determined by manual input.

[0025] In addition to the aspects and any possible implementations described above, another implementation is provided.

[0026] Based on the differences falling into different intervals, the corresponding currently used wheel diameter values ​​are calculated as follows:

[0027] When the difference falls into the normal wear range and the turning range respectively, compare the number of differences falling into the normal wear range and the turning range, discard the normal wear range or the turning range with fewer differences, calculate the average value of the wheel diameter value in the retained range as the new wheel diameter value, calculate the wheel diameter value now in use, and replace the original wheel diameter value of the train recorded.

[0028] When the difference falls into the normal wear range and the wheel replacement range respectively, and the number of differences falling into the normal wear range is greater than the number of differences falling into the wheel replacement range, calculate the absolute value of each difference falling into the normal wear range. If the absolute value is within the first range, the data of the difference is determined to be reliable, and the difference corresponding to the wheel replacement range is discarded. Calculate the average of all wheel diameter values ​​falling into the normal wear range as the new wheel diameter value. After calculating the wheel diameter value now in use, replace the original wheel diameter value recorded for the train. If the absolute value is not within the first range, the wheel replacement is confirmed to have failed.

[0029] When the difference falls into both the wheel turning interval and the wheel replacement interval, and the number of differences falling into the wheel turning interval is greater than the number of differences falling into the wheel replacement interval, calculate the absolute value of each difference falling into the wheel turning interval. If the absolute value is within the second interval, the data of the difference is determined to be reliable, and the difference corresponding to the wheel replacement interval is discarded. Calculate the average of all wheel diameter values ​​falling into the wheel turning interval as the new wheel diameter value. After calculating the wheel diameter value currently in use, replace the recorded original wheel diameter value of the train. If the absolute value is not within the second interval, the wheel replacement is confirmed as a failure.

[0030] If the difference falls into the normal wear range and the wheel replacement range respectively, and the number of differences falling into the normal wear range is less than the number of differences falling into the wheel replacement range; or if the difference falls into the wheel turning range and the wheel replacement range respectively, and the number of differences falling into the wheel turning range is greater than the number of differences falling into the wheel replacement range, then it is confirmed that the train has undergone wheel replacement. In this case, the wheel cannot be calculated, and the wheel diameter value currently in use is determined by manual input.

[0031] When the difference falls into the normal wear range, the wheel turning range, and the wheel replacement range, the absolute value of the difference falling into the normal wear range and the wheel turning range is calculated one by one. If the absolute value is within the third range, the average value of all wheel diameter values ​​falling into the normal wear range and the wheel turning range is calculated as the new wheel diameter value. After calculating the wheel diameter value now in use, the original wheel diameter value of the train is replaced. If the absolute value is not within the third range, it is considered that the wheel has been replaced, and the wheel diameter value now in use cannot be calculated. Instead, the wheel diameter value now in use is determined by manual input.

[0032] According to a second aspect of this disclosure, a perception-based positioning-based wheel alignment system is provided for a train (2), comprising:

[0033] The distance calculation module includes a sensing device and a calculation unit, wherein the sensing device is installed on the train, and the calculation unit is used to calculate the distance between the sensing device and one or more signs during train operation;

[0034] The wheel-fed triggering module is used to monitor whether the distance is less than a first threshold. If it is, the wheel-fed process is started; otherwise, the relationship between the distance and the first threshold is continuously monitored.

[0035] The detection module is used to set multiple identification points, determine and record the wheel diameter value and travel distance of the current train at different identification points, and obtain multiple new wheel diameter values ​​based on the current wheel diameter value and travel distance.

[0036] The wheel comparison module is used to calculate the actual wheel diameter of the train based on a comparison between the original wheel diameter value and the plurality of new wheel diameter values.

[0037] According to a third aspect of this disclosure, a train is provided, including the perception-based positioning-based wheel alignment system described in the second aspect.

[0038] According to a fourth aspect of this disclosure, an electronic device is provided, including a processor and a memory, the memory storing a plurality of instructions, the processor being configured to read the instructions and execute the method as described in the first aspect.

[0039] According to a fifth aspect of this disclosure, a computer-readable storage medium is provided that stores a plurality of instructions which can be read by a processor and executed as described in the first aspect.

[0040] The beneficial effects of this invention are:

[0041] The wheel-correction method, system, electronic device, and computer-readable storage medium based on perception and localization have achieved the following beneficial effects:

[0042] (1) By calculating the distance between the sensing devices installed on the train and the signboard during the train operation, the train no longer relies on fixed transponders for calibration. The method of using signboards for calibration makes the calibration no longer limited by the position of the transponder.

[0043] (2) In this method, the sign is set at any one or more locations on the train running line. That is, the sign can be placed at any location on the line, without being limited by the location of the line. The installation accuracy requirements are lower, and the construction cost is reduced.

[0044] (3) During the calculation and operation process, the train uses the distance between the sensing device installed on the train and the sign to perform wheel correction. The sensing device used is a high-precision sensing device. Because the sensing device has high precision, by comparing the distance maintained by the train itself with the distance fed back by the high-precision device, the actual wheel diameter value of the train can be accurately calculated. Thus, the distance of the sign can be identified by the sensing device, and the wheel correction work can be completed at any position on the line. Furthermore, the use of high-precision sensing device can reduce the error of wheel diameter correction and improve the accuracy of train position calculation.

[0045] It should be understood that the description in the Summary of the Invention is not intended to limit the key or essential features of the embodiments of this disclosure, nor is it intended to restrict the scope of this disclosure. Other features of this disclosure will become readily apparent from the following description. Attached Figure Description

[0046] The above and other features, advantages, and aspects of the embodiments of this disclosure will become more apparent from the accompanying drawings and the following detailed description. The drawings are provided for a better understanding of the invention and are not intended to limit the scope of this disclosure. In the drawings, the same or similar reference numerals denote the same or similar elements, wherein:

[0047] Figure 1 A flowchart of a wheel-correction method based on perception and localization according to an embodiment of the present disclosure is shown;

[0048] Figure 2 A schematic diagram showing the distance relationship between a sensing device and a signboard according to an embodiment of the present disclosure is shown;

[0049] Figure 3 A diagram illustrating a perception-based localization-based wheel alignment system architecture according to an embodiment of the present disclosure is shown.

[0050] Figure 4 A schematic diagram of an electronic device structure according to an embodiment of the present disclosure is shown. Detailed Implementation

[0051] To make the objectives, technical solutions, and advantages of the embodiments of this disclosure clearer, the technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this disclosure, and not all embodiments. Based on the embodiments of this disclosure, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure.

[0052] Furthermore, the term "and / or" in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0053] Example 1

[0054] like Figure 1 As shown, a perception-based localization-based wheel alignment method 100 for trains includes:

[0055] S101, Calculate the distance between the sensing device installed on the train and the sign during train operation; wherein the sign is installed at any one or more locations on the train operation line;

[0056] S102, monitor whether the distance is less than a first threshold. If so, start the comparison process; otherwise, continue to monitor the relationship between the distance and the first threshold.

[0057] S103, determine and record the wheel diameter value and travel distance of the current train at different identification points, and obtain multiple new wheel diameter values ​​based on the current wheel diameter value and travel distance;

[0058] S104: Determine and record the wheel diameter and travel distance of the current train at different identification points, and obtain multiple new wheel diameter values ​​based on the current wheel diameter and travel distance.

[0059] In a preferred embodiment, determining and recording the wheel diameter and travel distance of the current train at different identification points includes:

[0060] The difference between multiple identification points and the first threshold, and the relationship between the multiple differences, are used as the walking distance, and the number of walking distances is greater than the number of identification points;

[0061] N wheel diameter values ​​and the average of the N wheel diameter values ​​are recorded at each end of the train. The average of the N wheel diameter values ​​is used as the wheel diameter value of the current train. N+1 wheel diameter values ​​are stored at each end of the train.

[0062] In addition to the aspects and any possible implementations described above, another implementation is provided.

[0063] The calculation of the actual wheel diameter of the train based on the comparison between the original wheel diameter value and the plurality of new wheel diameter values ​​includes:

[0064] The original wheel diameter value of the train is compared with each of the multiple new wheel diameter values, and multiple differences are calculated.

[0065] The condition of the wheelset is determined by comparing the absolute value of the difference with multiple difference intervals, including the normal wear interval, the wheel turning interval, and the wheel replacement interval.

[0066] The actual wheel diameter of the train is calculated based on the condition of the wheelset.

[0067] In addition to the aspects and any possible implementations described above, another implementation is provided.

[0068] The step of determining the state of the wheelset by comparing the absolute value of the difference with multiple difference intervals includes:

[0069] Based on whether the difference falls into a single interval or the difference falls into different intervals, calculate the corresponding wheel diameter value currently in use;

[0070] The condition of the wheelset is determined based on the currently used wheel diameter value.

[0071] In addition to the aspects described above and any possible implementations, a further implementation is provided in which the calculation of the corresponding currently used wheel diameter value based on the difference falling into a single interval includes:

[0072] (1) When all the differences fall within the normal wear range A, the wheel is considered to be in normal wear, and the average of the multiple new wheel diameter values ​​is taken as the final new wheel diameter value R. 新 Then, use formula (1) to calculate the wheel diameter value R currently in use. 现 Then, replace the original wheel diameter value of the train in the record;

[0073]

[0074] Wherein, the R i This refers to the wheel diameter value recorded in historical records, and N refers to the number of wheel diameter values ​​recorded in historical records.

[0075] (2) When all the differences fall within the turning interval B, it is considered that the wheel has been turned, and the average of the multiple new wheel diameter values ​​is taken as the final new wheel diameter value R. 新 And the final new wheel diameter value R 新 R, the wheel diameter value currently in use 现Then, replace the original wheel diameter value of the train in the record;

[0076] (3) If all the differences fall within the wheel replacement interval C, it is considered that the wheel has been replaced, and the current wheel diameter value R cannot be calculated. 现 Instead, the wheel diameter value R is now determined by manual input. 现 .

[0077] In addition to the aspects and any possible implementations described above, a further implementation is provided, which calculates the corresponding currently used wheel diameter value based on the difference falling into different intervals, including:

[0078] (1) When the difference falls into the normal wear range A and the turning range B respectively, compare the number of differences falling into the normal wear range A and the turning range B, discard the normal wear range A or the turning range B with fewer differences, and calculate the average value of the wheel diameter value within the retained range as the new wheel diameter value R. 新 Then, use formula (1) to calculate the wheel diameter value R currently in use. 现 Then, replace the original wheel diameter value of the train in the record;

[0079] (2) When the difference falls into the normal wear interval A and the wheel replacement interval C respectively, and the number of differences falling into the normal wear interval A is greater than the number of differences falling into the wheel replacement interval C, calculate the absolute value of each difference falling into the normal wear interval A. If the absolute value is within the first interval, the data of the difference is determined to be reliable. Discard the difference corresponding to the wheel replacement interval C, and calculate the average value of all wheel diameter values ​​falling into the normal wear interval A as the new wheel diameter value R. 新 Then, use formula (1) to calculate the wheel diameter value R currently in use. 现 Then, replace the original wheel diameter value of the train in the record; if the absolute value is not within the first interval range, confirm that the wheel comparison has failed;

[0080] (3) When the difference falls into the turning interval B and the wheel replacement interval C respectively, and the number of differences falling into the turning interval B is greater than the number of differences falling into the wheel replacement interval C, calculate the absolute value of each difference falling into the turning interval B. If the absolute value is within the second interval, the data of the difference is determined to be reliable. Discard the difference corresponding to the wheel replacement interval C, and calculate the average value of all wheel diameter values ​​falling into the turning interval B as the new wheel diameter value R. 新 Then, use formula (1) to calculate the wheel diameter value R currently in use. 现 Then, replace the original wheel diameter value of the train in the record; if the absolute value is not within the second interval range, confirm that the wheel comparison has failed;

[0081] (4) When the difference falls into the normal wear range A and the wheel replacement range C respectively, and the number of differences falling into the normal wear range A is less than the number of differences falling into the wheel replacement range C; or when the difference falls into the wheel turning range B and the wheel replacement range C respectively, and the number of differences falling into the wheel turning range B is greater than the number of differences falling into the wheel replacement range C, it is confirmed that the train has undergone wheel replacement, and the wheel diameter value R currently in use cannot be calculated. 现 Instead, the wheel diameter value R is now determined by manual input. 现 ;

[0082] (5) When the difference falls into the normal wear interval A, the turning interval B, and the wheel replacement interval C respectively, the absolute value of the difference falling into the normal wear interval A and the turning interval B is calculated one by one. If the absolute value is within the third interval range, the average value of all wheel diameter values ​​falling into the normal wear interval A and the turning interval B is calculated as the new wheel diameter value R. 新 Then, use formula (1) to calculate the wheel diameter value R currently in use. 现 Then, replace the original wheel diameter value of the train in the record; if the absolute value is not within the third interval, it is considered that the wheel has been replaced, and the current wheel diameter value R cannot be calculated. 现 Instead, the wheel diameter value R is now determined by manual input. 现 .

[0083] See Figure 2 Each end of the train records "N wheel diameter values" and "the average of N wheel diameter values", with a total of N+1 wheel diameter values ​​stored at each end. The train uses the "average of N wheel diameter values" as the currently used wheel diameter value at each end.

[0084] Unlike transponders, which require multiple units to be deployed for wheel calibration, sensing devices have high accuracy in distance recognition, allowing wheel calibration to be completed with just one sign. For example... Figure 3 As shown, a specially marked sign is set up 60 meters outward from the straight track in the track alignment area.

[0085] When the train reaches a distance of 60 meters from the sign, the train begins the wheel alignment process. The wheel alignment process records the distance traveled as calculated by the train itself and the distance between the train and the sign as calculated by the sensing equipment.

[0086] The calibration process is as follows:

[0087] When the train is 60 meters away from the sign calculated by the sensing device, the wheel calibration process begins and the data is recorded.

[0088] When the train's sensing device calculates that it is 40 meters away from the sign, it records the travel distance Lc1 between 40 and 60 meters. Based on the current wheel diameter value R and the travel distance Lc1, a new wheel diameter value Rc1 is calculated.

[0089] When the train's sensing device calculates that it is 20 meters away from the sign, it records the travel distance Lc2 between 40 meters and 20 meters. Based on the current wheel diameter value R and the travel distance Lc2, a new wheel diameter value Rc2 is calculated.

[0090] When the train's sensing device calculates that it is 20 meters away from the sign, it calculates the travel distance Lc3 between 60 meters and 20 meters. Based on the current wheel diameter value R and the travel distance Lc3, a new wheel diameter value Rc3 is calculated.

[0091] The existing wheel diameter value R is compared one by one with the new wheel diameter values ​​Rc1, Rc2, and Rc3. The absolute value of the difference is taken, and the difference will fall into three intervals (data can be configured): interval A, interval B, and interval C, as shown in Table 1:

[0092] Table 1 Typical values ​​and explanations for the measurement difference interval

[0093]

[0094]

[0095] Intervals A, B, and C are hereinafter referred to as A. 区间 B 区间 C 区间 .

[0096] The interval containing the three differences is: A 区间 A 区间 A 区间 At that time, it was considered normal wheel wear. The new wheel diameter was calculated according to the formula. After calculating the new wheel diameter value, use the formula to calculate the current wheel diameter value R. 现 :

[0097]

[0098] R i "N" refers to the historical wheel diameter value, and "N" refers to the number of historical wheel diameter values. They are synonymous in the following text.

[0099] Calculate R 现 Next, replace the oldest recorded wheel diameter value.

[0100] The interval containing the three differences is: B 区间 B 区间 B 区间 At that time, it was believed that a turning wheel might have been involved.

[0101] Calculate the new wheel diameter value R according to the formula. 新 And the wheel diameter value R currently in use 现 :

[0102]

[0103] Calculate R 现 Then, replace all recorded wheel diameter values.

[0104] The interval containing the three differences is: C 区间 C 区间 C 区间 At that time, it was assumed that a wheel replacement had occurred. The current wheel diameter R in use could not be calculated. 现 The wheel diameter value needs to be entered manually.

[0105] The interval containing the three differences is: A 区间 A 区间 B 区间 When using the "two out of three" principle, discard the values ​​in interval B, and use the formula: After calculating the new wheel diameter value, use the formula to calculate the current wheel diameter value R. 现 :

[0106]

[0107] Calculate R 现 Next, replace the oldest recorded wheel diameter value.

[0108] The interval containing the three differences is: A 区间 A 区间 C 区间 When calculating RcA 区间 -RcA 区间 absolute value:

[0109] a) If the absolute value of the difference between two values ​​is within the range [0,2] (unit: mm), the data is considered reliable. Discard the values ​​in interval C and use the formula: After calculating the new wheel diameter value, use the formula to calculate the current wheel diameter value R. 现 :

[0110]

[0111] Calculate R 现 Next, replace the oldest recorded wheel diameter value.

[0112] b) If the absolute value of the difference between the two differences is not within the range of [0,2] (unit: mm), the correction is considered to have failed.

[0113] The interval containing the three differences is: A 区间 B 区间 B 区间 When using the "two out of three" principle, discard the values ​​in interval A, using the formula: After calculating the new wheel diameter value, use the formula to calculate the current wheel diameter value R. 现 :

[0114]

[0115] Calculate R 现 Next, replace the oldest recorded wheel diameter value.

[0116] The interval containing the three differences is: B 区间 B 区间 C 区间 When calculating RcB 区间 -RcB 区间 absolute value:

[0117] a) If the absolute value of the difference between two values ​​is within the range [0,2] (unit: mm), the data is considered reliable. Discard the values ​​in interval C and use the formula: After calculating the new wheel diameter value, use the formula to calculate the current wheel diameter value R. 现 :

[0118]

[0119] Calculate R 现 Next, replace the oldest recorded wheel diameter value.

[0120] b) If the absolute value of the difference between the two values ​​is not within the range of [0,2] (unit: mm), it is considered that the wheel diameter correction has failed and the wheel diameter value needs to be manually entered.

[0121] The interval containing the three differences is: C 区间 C 区间 A 区间 Or the interval containing the three differences is C. 区间 C 区间 B 区间 If the wheel has been replaced, it is considered that the wheel replacement has failed and the wheel diameter value needs to be manually entered.

[0122] • The interval containing the three differences is A 区间 B 区间 C 区间 When, determine RcA 区间 -RcB 区间 absolute value:

[0123] a) If the absolute value is within the range of [0, 2] (unit: mm), then use the formula:

[0124] After calculating the new wheel diameter value, use the formula to calculate the current wheel diameter value R. 现 :

[0125]

[0126] Calculate R 现 Next, replace the oldest recorded wheel diameter value.

[0127] b) If the absolute value is not within the range of [0,2] (unit: mm), it is considered a failure of wheel diameter correction.

[0128] The wheel diameter value needs to be entered manually.

[0129] Example 2

[0130] See Figure 3 A perception-based positioning-based wheel alignment system 200 for train 2 includes:

[0131] The distance calculation module 201 includes a sensing device and a calculation unit, wherein the sensing device is installed on the train, and the calculation unit is used to calculate the distance between the sensing device and one or more signs during train operation;

[0132] The wheel-fedding trigger module 202 is used to monitor whether the distance is less than a first threshold. If it is, the wheel-fedding process is started; otherwise, the relationship between the distance and the first threshold is continuously monitored.

[0133] The detection module 203 is used to set multiple identification points, determine and record the wheel diameter value and travel distance of the current train at different identification points, and obtain multiple new wheel diameter values ​​based on the current wheel diameter value and travel distance of the train.

[0134] The wheel comparison module 204 is used to calculate the actual wheel diameter of the train based on the comparison between the original wheel diameter value of the train and the plurality of new wheel diameter values.

[0135] like Figure 4 As shown, the present invention also provides an electronic device, including a processor 301 and a memory 302 connected to the processor 301. The memory 302 stores a plurality of instructions, which can be loaded and executed by the processor to enable the processor to perform the method described in Embodiment 2.

[0136] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0137] The program code used to implement the methods of this disclosure may be written in any combination of one or more programming languages. This program code may be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing apparatus, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code may be executed entirely on a machine, partially on a machine, as a standalone software package partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0138] In the context of this disclosure, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium can be, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0139] To provide interaction with a user, the systems and techniques described herein can be implemented on a computer having: a display device for displaying information to the user (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor); and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the computer. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0140] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as a data server), or computing systems that include middleware components (e.g., an application server), or computing systems that include frontend components (e.g., a user computer with a graphical user interface or web browser through which a user can interact with embodiments of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., a communication network). Examples of communication networks include local area networks (LANs), wide area networks (WANs), and the Internet.

[0141] Computer systems can include clients and servers. Clients and servers are generally located far apart and typically interact via communication networks. Client-server relationships are created by computer programs running on the respective computers and having a client-server relationship with each other. Servers can be cloud servers, servers in distributed systems, or servers incorporating blockchain technology.

[0142] It should be understood that the various forms of processes shown above can be used to reorder, add, or delete steps. For example, the steps described in this disclosure can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution disclosed in this disclosure can be achieved, and this is not limited herein.

[0143] The specific embodiments described above do not constitute a limitation on the scope of protection of this disclosure. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this disclosure should be included within the scope of protection of this disclosure.

Claims

1. A wheel-calibration method based on perception and localization for trains, characterized in that, include: Calculate the distance between the sensing devices installed on the train and the signage during train operation; wherein the signage is installed at any one or more locations along the train's operating route; Monitor whether the distance is less than a first threshold. If it is, start the comparison process; otherwise, continue to monitor the relationship between the distance and the first threshold. The wheel diameter and travel distance of the current train are determined and recorded at different identification points, and multiple new wheel diameter values ​​are obtained based on the current wheel diameter and travel distance. The actual wheel diameter of the train is calculated by comparing the original wheel diameter with the multiple new wheel diameter values. The calculation of the actual wheel diameter of the train based on the comparison between the original wheel diameter value and the plurality of new wheel diameter values ​​includes: The original wheel diameter value of the train is compared with each of the multiple new wheel diameter values, and multiple differences are calculated. The condition of the wheelset is determined by comparing the absolute value of the difference with multiple difference intervals, including the normal wear interval, the wheel turning interval, and the wheel replacement interval. Calculate the actual wheel diameter of the train based on the condition of the wheelset; The step of determining the state of the wheelset by comparing the absolute value of the difference with multiple difference intervals includes: Calculate the corresponding wheel diameter value currently in use based on whether the absolute value of the difference falls into a single interval or the absolute value of the difference falls into different intervals; The condition of the wheelset is determined based on the currently used wheel diameter value; Based on the fact that the absolute value of the difference falls within a single interval, the corresponding currently used wheel diameter values ​​are calculated as follows: When the absolute values ​​of the differences all fall within the normal wear range, the wheel is considered to be in normal wear. The average of the multiple new wheel diameter values ​​is taken as the final new wheel diameter value. After calculating the wheel diameter value currently in use, the original wheel diameter value of the train recorded is replaced. When the absolute values ​​of the differences all fall within the wheel turning range, it is considered that the wheel has been turned. The average of the multiple new wheel diameter values ​​is taken as the final new wheel diameter value. The final new wheel diameter value is then used as the wheel diameter value currently in use, replacing the original wheel diameter value recorded for the train. When the absolute values ​​of the differences all fall within the wheel replacement range, it is considered that the wheel has been replaced, and the current wheel diameter cannot be calculated. Instead, the current wheel diameter is determined by manual input. Based on the absolute values ​​of the differences falling into different intervals, the corresponding currently used wheel diameter values ​​are calculated as follows: When the absolute value of the difference falls into the normal wear range and the turning range respectively, compare the number of absolute values ​​of the difference falling into the normal wear range and the turning range, discard the normal wear range or the turning range with fewer absolute values ​​of the difference, calculate the average value of the wheel diameter within the retained range as the new wheel diameter value, calculate the wheel diameter value now in use, and replace the original wheel diameter value of the train recorded. When the absolute value of the difference falls into both the normal wear range and the wheel replacement range, and the number of absolute values ​​of the difference falling into the normal wear range is greater than the number of absolute values ​​of the difference falling into the wheel replacement range, the absolute values ​​of the difference falling into the normal wear range are compared one by one. If the absolute value of the difference is within the first range, the data of the absolute value of the difference is determined to be reliable, and the absolute value of the difference corresponding to the wheel replacement range is discarded. The average value of all wheel diameter values ​​falling into the normal wear range is calculated as the new wheel diameter value. After calculating the wheel diameter value now in use, the original wheel diameter value of the train is replaced. If the absolute value is not within the first range, the wheel replacement is confirmed to have failed. When the absolute value of the difference falls into both the wheel turning interval and the wheel replacement interval, and the number of absolute values ​​of the difference falling into the wheel turning interval is greater than the number of absolute values ​​of the difference falling into the wheel replacement interval, the absolute values ​​of the difference falling into the wheel turning interval are compared one by one. If the absolute value of the difference is within the second interval, the data of the absolute value of the difference is determined to be reliable, and the absolute value of the difference corresponding to the wheel replacement interval is discarded. The average value of all wheel diameter values ​​falling into the wheel turning interval is calculated as the new wheel diameter value. After calculating the wheel diameter value now in use, the original wheel diameter value of the train is replaced. If the absolute value is not within the second interval, the wheel replacement is confirmed to have failed. If the absolute value of the difference falls into both the normal wear range and the wheel replacement range, and the number of absolute values ​​of the difference falling into the normal wear range is less than the number of absolute values ​​of the difference falling into the wheel replacement range; or if the absolute value of the difference falls into both the wheel turning range and the wheel replacement range, and the number of absolute values ​​of the difference falling into the wheel turning range is greater than the number of absolute values ​​of the difference falling into the wheel replacement range, then it is confirmed that the train has undergone wheel replacement. In this case, the wheel cannot be calculated, and the wheel diameter value currently in use is determined by manual input. When the absolute value of the difference falls into the normal wear range, the wheel turning range, and the wheel replacement range, the absolute values ​​of the differences falling into the normal wear range and the wheel turning range are compared one by one. If the absolute value of the difference is within the third range, the average value of all wheel diameter values ​​falling into the normal wear range and the wheel turning range is calculated as the new wheel diameter value. After calculating the wheel diameter value now in use, the original wheel diameter value of the train is replaced. If the absolute value is not within the third range, it is considered that the wheel has been replaced, and the wheel diameter value now in use cannot be calculated. Instead, the wheel diameter value now in use is determined by manual input.

2. The wheel alignment method based on perception and localization according to claim 1, characterized in that, The process of determining and recording the wheel diameter and travel distance of the current train at different identification points includes: The difference between multiple identification points and the first threshold, and the relationship between the multiple differences, are used as the walking distance, and the number of walking distances is greater than the number of identification points; N wheel diameter values ​​and the average of the N wheel diameter values ​​are recorded at each end of the train. The average of the N wheel diameter values ​​is used as the wheel diameter value of the current train. N+1 wheel diameter values ​​are stored at each end of the train.

3. A wheel alignment system based on perception and positioning for trains, characterized in that, The alignment system is used to perform the method as described in any one of claims 1-2, including: The distance calculation module includes a sensing device and a calculation unit, wherein the sensing device is installed on the train, and the calculation unit is used to calculate the distance between the sensing device and one or more signs during train operation; The wheel-fedding trigger module is used to monitor whether the distance is less than a first threshold. If it is, the wheel-fedding process is started; otherwise, the relationship between the distance and the first threshold is continuously monitored. The detection module is used to set multiple identification points, determine and record the wheel diameter value and travel distance of the current train at different identification points, and obtain multiple new wheel diameter values ​​based on the current wheel diameter value and travel distance. The wheel comparison module is used to calculate the actual wheel diameter of the train based on a comparison between the original wheel diameter value and the plurality of new wheel diameter values.

4. A train, comprising the wheel alignment system based on perception and positioning as described in claim 3.

5. An electronic device, characterized in that, It includes a processor and a memory, the memory storing multiple instructions, and the processor being used to read the instructions and execute the method as described in any one of claims 1-2.

6. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a plurality of instructions, which can be read by a processor and executed as described in any one of claims 1-2.

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