Locomotive bearing temperature correction method, system and equipment

Abstract

The embodiment of the present invention provides a locomotive bearing temperature correction method, system and device, the method comprising: obtaining the monitoring temperature of the locomotive bearing at the current moment; determining the sunshine correction amount according to the sunshine intensity at the locomotive running position at the current moment and the angle between the sunshine and the locomotive; determining the wind speed correction amount according to the wind speed at the locomotive running position at the current moment, the locomotive running speed and the angle between the wind direction and the locomotive; correcting the monitoring temperature according to the sunshine correction amount and the wind speed correction amount to obtain the corrected locomotive bearing temperature. Making full use of the locomotive running environment information to correct the monitoring temperature of the locomotive bearing can improve the accuracy of the locomotive bearing temperature; performing fault diagnosis based on the corrected locomotive bearing temperature can effectively reduce the occurrence of false alarms and missed alarms, and further ensure the safe and efficient operation of the locomotive.

Description

Technical Field

[0001] The embodiments of the present invention relate to the technical field of rail transit locomotive safety monitoring, and in particular to a locomotive bearing temperature correction method, system and device. Background Art

[0002] With the continuous development of sensor technology and communication technology, locomotive monitoring technology has also been widely developed and applied, especially bearing monitoring related to locomotive operation safety, which has basically become the standard configuration of new locomotives. At present, locomotive bearing monitoring mainly monitors bearing temperature, vibration and impact to analyze the operating status of bearings and ensure driving safety. Among them, bearing temperature is the most intuitive monitoring parameter. The existing monitoring system usually issues graded alarms for the absolute temperature and relative temperature rise of locomotive bearings, and the locomotive needs to be stopped when necessary. It can be seen that the monitoring and diagnosis of locomotive bearing temperature is crucial to driving safety and efficiency.

[0003] In order to monitor the temperature of locomotive bearings, it is usually necessary to set a locomotive axle temperature measurement point on the locomotive wheel drive device and use a temperature sensor to monitor the locomotive bearing temperature in real time. However, due to the diverse and complex operating environment of the locomotive, the monitoring temperature of the locomotive bearing obtained by the temperature sensor may deviate from the actual situation, resulting in false alarms or missed alarms in the fault diagnosis based on the monitoring temperature, which has a negative impact on the locomotive operation. Summary of the invention

[0004] The embodiments of the present invention provide a locomotive bearing temperature correction method, system and device to solve the problem that the existing method obtains the locomotive bearing temperature with errors, which easily leads to false alarms or missed alarms.

[0005] In a first aspect, an embodiment of the present invention provides a locomotive bearing temperature correction method, comprising:

[0006] Get the monitoring temperature of the locomotive bearing at the current moment;

[0007] Determine the sunshine correction amount according to the sunshine intensity at the locomotive running position at the current moment and the angle between the sunshine and the locomotive;

[0008] The wind speed correction amount is determined according to the wind speed at the locomotive running position at the current moment, the locomotive running speed, and the angle between the wind direction and the locomotive;

[0009] The monitored temperature is corrected according to the sunshine correction amount and the wind speed correction amount to obtain the corrected locomotive bearing temperature.

[0010] In one embodiment, the sunshine correction amount is positively correlated with the sunshine intensity at the locomotive running position at the current moment; the sunshine correction amount is positively correlated with the angle between the sunshine and the locomotive.

[0011] In one embodiment, the wind speed correction amount is positively correlated with the wind speed at the locomotive running position at the current moment and the locomotive running speed; the wind speed correction amount is positively correlated with the angle between the wind direction and the locomotive.

[0012] In one embodiment, the sunshine correction amount is determined according to the sunshine intensity at the locomotive running position at the current moment and the angle between the sunshine and the locomotive, including:

[0013] Determine the sunshine correction coefficient according to the sunshine intensity at the locomotive running position at the current moment and the angle between the sunshine and the locomotive;

[0014] Get the maximum correction value of sunshine;

[0015] Determine the sunshine correction according to the following expression: 日 =a×Δ 日 , where a represents the sunshine correction coefficient, 0≤a≤1, Δ 日 Indicates the maximum correction value of sunshine, δ 日 Indicates the amount of sunshine correction.

[0016] In one embodiment, the wind speed correction amount is determined according to the wind speed at the locomotive running position at the current moment, the locomotive running speed, and the angle between the wind direction and the locomotive, including:

[0017] The wind speed correction coefficient is determined according to the wind speed at the locomotive running position at the current moment, the locomotive running speed, and the angle between the wind direction and the locomotive;

[0018] Get the maximum correction value of wind speed;

[0019] Determine the wind speed correction according to the following expression: 风 =b×Δ 风 , where b represents the wind speed correction coefficient, 0≤b≤1, Δ 风 Indicates the maximum wind speed correction value, δ 风 Indicates wind speed correction.

[0020] In one embodiment, the monitored temperature is corrected according to the sunshine correction amount and the wind speed correction amount, including:

[0021] Subtract the sunshine correction from the monitored temperature;

[0022] The wind speed correction is added to the monitored temperature.

[0023] In one embodiment, the method further includes:

[0024] The preset weighting coefficient is used to determine the weighted average of the preset number of sunshine correction values ​​closest to the current moment to obtain the average sunshine correction value;

[0025] The preset weighting coefficient is used to determine the weighted average of the preset number of wind speed corrections closest to the current moment to obtain the average wind speed correction;

[0026] The monitored temperature is corrected according to the average sunshine correction and the average wind speed correction.

[0027] In a second aspect, an embodiment of the present invention provides a locomotive bearing temperature correction system, comprising: an on-board sensing computer, a ground service system, a locomotive human-computer interaction interface, and a ground service system terminal;

[0028] The onboard perception computer communicates with the ground service system via a wireless transmission channel;

[0029] The locomotive human-machine interaction interface is connected to the on-board sensing computer to receive and output alarm information;

[0030] The ground service system terminal is connected to the ground service system and is used to receive and output alarm information;

[0031] The on-board sensing computer or the ground service system executes the locomotive bearing temperature correction method as described in any one of the first aspects.

[0032] In a third aspect, an embodiment of the present invention provides an electronic device, including:

[0033] at least one processor and memory;

[0034] Memory stores computer-executable instructions;

[0035] At least one processor executes the computer-executable instructions stored in the memory, so that at least one processor executes the locomotive bearing temperature correction method as described in any one of the first aspects.

[0036] In a fourth aspect, an embodiment of the present invention provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer execution instructions, and when the computer execution instructions are executed by a processor, they are used to implement the locomotive bearing temperature correction method as described in any one of the first aspects.

[0037] The locomotive bearing temperature correction method, system and device provided by the embodiment of the present invention obtain the monitoring temperature of the locomotive bearing at the current moment; determine the sunshine correction amount according to the sunshine intensity at the locomotive running position at the current moment and the angle between the sunshine and the locomotive; determine the wind speed correction amount according to the wind speed at the locomotive running position at the current moment, the locomotive running speed and the angle between the wind direction and the locomotive; correct the monitoring temperature according to the sunshine correction amount and the wind speed correction amount to obtain the corrected locomotive bearing temperature. Making full use of the locomotive running environment information to correct the monitoring temperature of the locomotive bearing can improve the accuracy of the locomotive bearing temperature; fault diagnosis based on the corrected locomotive bearing temperature can effectively reduce the occurrence of false alarms and missed alarms, and further ensure the safe and efficient operation of the locomotive. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0039] Figure 1 A flow chart of a locomotive bearing temperature correction method provided by an embodiment of the present invention;

[0040] Figure 2 A schematic diagram of the architecture of a locomotive bearing temperature correction system provided by an embodiment of the present invention;

[0041] Figure 3 A schematic diagram of the structure of an electronic device provided by an embodiment of the present invention.

[0042] The above drawings have shown clear embodiments of the present invention, which will be described in more detail below. These drawings and text descriptions are not intended to limit the scope of the present invention in any way, but to illustrate the concept of the present invention for those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0043] The present invention is further described in detail below by specific embodiments in conjunction with the accompanying drawings. Wherein similar elements in different embodiments adopt associated similar element numbers. In the following embodiments, many detailed descriptions are for making the present application better understood. However, those skilled in the art can easily recognize that some features can be omitted in different situations, or can be replaced by other elements, materials, methods. In some cases, some operations related to the present application are not shown or described in the specification, this is to avoid the core part of the present application being overwhelmed by too much description, and for those skilled in the art, it is not necessary to describe these related operations in detail, and they can fully understand the related operations according to the description in the specification and the general technical knowledge in the art.

[0044] In addition, the features, operations or characteristics described in the specification can be combined in any appropriate manner to form various implementations. At the same time, the steps or actions in the method description can also be interchanged or adjusted in a manner that is obvious to those skilled in the art. Therefore, the various sequences in the specification and the drawings are only for the purpose of clearly describing a certain embodiment and are not meant to be a required sequence, unless otherwise specified that a certain sequence must be followed.

[0045] The serial numbers of the components in this document, such as "first", "second", etc., are only used to distinguish the objects described and do not have any order or technical meaning. The "connection" and "coupling" mentioned in this application, unless otherwise specified, include direct and indirect connections (couplings).

[0046] Figure 1 Flow chart of a locomotive bearing temperature correction method provided by one embodiment of the present invention. Figure 1 As shown, the locomotive bearing temperature correction method provided by this embodiment may include:

[0047] S101. Obtain the monitoring temperature of the locomotive bearing at the current moment.

[0048] In this embodiment, for example, the monitoring temperature of the locomotive bearing can be obtained in real time through a temperature sensor used to monitor the temperature of the locomotive bearing. It is understandable that the obtained monitoring temperature may have a certain deviation due to the influence of the locomotive operating environment.

[0049] S102: Determine a sunshine correction amount according to the sunshine intensity at the locomotive running position at the current moment and the angle between the sunshine and the locomotive.

[0050] For example, the current specific location and direction of the locomotive can be determined based on the locomotive's running route (slope, curve, tunnel, etc.), speed, direction, kilometer mark, and global positioning system (GPS) / Beidou location information. Then, the sunshine intensity is determined based on the specific position of the locomotive at the current moment, and the sunshine angle received by the locomotive is determined in combination with the current season, sunrise and sunset time, and locomotive running position. The angle between the sunshine and the locomotive is further determined based on the sunshine angle and the locomotive running direction. Finally, the sunshine correction amount is determined based on the sunshine intensity at the locomotive running position at the current moment and the angle between the sunshine and the locomotive. It should be noted that the angle between the sunshine and the locomotive in this embodiment has a value range of 0-90 degrees. When the sunlight shines vertically on the locomotive, the maximum angle between the sunshine and the locomotive is 90 degrees; in other cases, the angle between the sunshine and the locomotive is an acute angle.

[0051] It is understandable that the greater the sunshine intensity, the greater the impact on the monitored temperature, and the greater the sunshine correction required; the greater the angle between the sunshine and the locomotive, the greater the impact on the monitored temperature, and the greater the sunshine correction required. Therefore, in an optional implementation, the sunshine correction is positively correlated with the sunshine intensity at the locomotive running position at the current moment; the sunshine correction is positively correlated with the angle between the sunshine and the locomotive. That is, the greater the sunshine intensity, the greater the sunshine correction; the greater the angle, the greater the sunshine correction.

[0052] S103, determining a wind speed correction amount according to the wind speed at the locomotive running position at the current moment, the locomotive running speed, and the angle between the wind direction and the locomotive.

[0053] For example, the current locomotive running specific position and running direction can be comprehensively determined according to the locomotive running route (slope, curve, tunnel, etc.), speed, direction, kilometer mark and global positioning system (GPS) / Beidou position information, and the wind speed and wind direction at the current locomotive running position can be obtained; the angle between the wind direction and the locomotive can be determined according to the running direction and wind direction of the locomotive, and finally the wind speed correction can be determined according to the wind speed at the locomotive running position at the current moment, the locomotive running speed and the angle between the wind direction and the locomotive. It should be noted that the angle between the wind direction and the locomotive in this embodiment has a value range of 0-180 degrees. When the wind direction is the same as the running direction of the locomotive, the angle between the wind direction and the locomotive is 0 degrees; when the wind direction is opposite to the running direction of the locomotive, the angle between the wind direction and the locomotive is 180 degrees; in other cases, the angle between the wind direction and the locomotive is between 0-180 degrees.

[0054] It is understandable that the faster the wind speed or the locomotive running speed, the greater the impact on the monitored temperature, and the greater the required wind speed correction; the greater the angle between the wind direction and the locomotive, the greater the impact on the monitored temperature, and the greater the required wind speed correction. Therefore, in an optional implementation, the wind speed correction is positively correlated with the wind speed at the locomotive running position at the current moment and the locomotive running speed; the wind speed correction is positively correlated with the angle between the wind direction and the locomotive.

[0055] It should be noted that in this embodiment, there is no limitation on the execution order of step S102 and step S103.

[0056] S104. Correct the monitored temperature according to the sunshine correction amount and the wind speed correction amount to obtain a corrected locomotive bearing temperature.

[0057] After determining the sunshine correction and wind speed correction, the monitoring temperature can be corrected according to the sunshine correction and wind speed correction to eliminate the influence of sunshine and wind in the locomotive operating environment on the monitoring temperature of the locomotive bearing, making the corrected locomotive bearing temperature more accurate. Fault diagnosis based on the corrected locomotive bearing temperature can effectively reduce the occurrence of false alarms and missed alarms, and further ensure the safe and efficient operation of the locomotive.

[0058] It is understandable that sunshine usually causes the monitored temperature to be higher than the actual value, while wind usually causes the monitored temperature to be lower than the actual value. Therefore, in an optional implementation, the monitored temperature is corrected according to the sunshine correction amount and the wind speed correction amount, which may specifically include: subtracting the sunshine correction amount from the monitored temperature; adding the wind speed correction amount to the monitored temperature. That is, for the sunshine side, the current shaft temperature minus the sunshine correction amount is used as the final temperature; for the windward side, the current shaft temperature plus the wind speed correction amount is used as the final temperature.

[0059] The locomotive bearing temperature correction method provided in this embodiment obtains the monitoring temperature of the locomotive bearing at the current moment; determines the sunshine correction amount according to the sunshine intensity at the locomotive running position at the current moment and the angle between the sunshine and the locomotive; determines the wind speed correction amount according to the wind speed at the locomotive running position at the current moment, the locomotive running speed, and the angle between the wind direction and the locomotive; corrects the monitoring temperature according to the sunshine correction amount and the wind speed correction amount to obtain the corrected locomotive bearing temperature. Making full use of the locomotive running environment information to correct the monitoring temperature of the locomotive bearing can improve the accuracy of the locomotive bearing temperature; fault diagnosis based on the corrected locomotive bearing temperature can effectively reduce the occurrence of false alarms and missed alarms, and further ensure the safe and efficient operation of the locomotive.

[0060] Based on the above embodiments, specific embodiments are used below to illustrate how to determine the sunshine correction amount and the wind speed correction amount.

[0061] On the basis of the above-mentioned embodiment, in the locomotive bearing temperature correction method provided in this embodiment, the sunshine correction amount is determined according to the sunshine intensity at the locomotive running position at the current moment and the angle between the sunshine and the locomotive, which may specifically include:

[0062] Determine the sunshine correction coefficient according to the sunshine intensity at the locomotive running position at the current moment and the angle between the sunshine and the locomotive;

[0063] Get the maximum correction value of sunshine;

[0064] Determine the sunshine correction according to the following expression: 日 =a×Δ 日 , where a represents the sunshine correction coefficient, 0≤a≤1, Δ 日 Indicates the maximum correction value of sunshine, δ 日Indicates the amount of sunshine correction.

[0065] If the current location is sunny, the sunshine angle of the locomotive is determined according to the current season, sunrise and sunset time, and locomotive running position; the sunshine correction coefficient a is determined according to the running line, the angle between sunshine and locomotive running direction, and the current time. The maximum sunshine correction value is recorded as Δ 日 , the unit is K, then the current sunshine correction is a×Δ 日 , 0≤a≤1; if the weather at the current location is cloudy or the running line is a tunnel, then a=0.

[0066] On the basis of the above-mentioned embodiment, in the locomotive bearing temperature correction method provided in this embodiment, the wind speed correction amount is determined according to the wind speed at the locomotive running position at the current moment, the locomotive running speed, and the angle between the wind direction and the locomotive, which may specifically include:

[0067] The wind speed correction coefficient is determined according to the wind speed at the locomotive running position at the current moment, the locomotive running speed, and the angle between the wind direction and the locomotive;

[0068] Get the maximum correction value of wind speed;

[0069] Determine the wind speed correction according to the following expression: 风 =b×Δ 风 , where b represents the wind speed correction coefficient, 0≤b≤1, Δ 风 Indicates the maximum wind speed correction value, δ 风 Indicates wind speed correction.

[0070] Based on any of the above embodiments, considering that the influence of the meteorological environment on the bearing temperature is continuous, it is necessary to consider the continuous influence of environmental factors over a period of time. For example, the weighted sum of the most recent preset number of corrections can be used to determine the final correction value, and the specific value of the preset number can be determined by the current locomotive running speed. The faster the locomotive runs, the larger the value of the preset number.

[0071] Based on any of the above embodiments, the locomotive bearing temperature correction method provided in this embodiment may also include: using a preset weighting coefficient to determine the weighted average of the preset number of sunshine correction amounts closest to the current moment to obtain an average sunshine correction amount; using a preset weighting coefficient to determine the weighted average of the preset number of wind speed correction amounts closest to the current moment to obtain an average wind speed correction amount; and correcting the monitored temperature according to the average sunshine correction amount and the average wind speed correction amount.

[0072] When the preset number is n, the average sunshine correction value δ′ 日 It can be determined according to the following expression:

[0073] δ′ 日 =kn *a n *Δ 日 +k n-1 *a n-1 *Δ 日 +…+k1*a1*Δ 日 ;

[0074] Wind speed average correction δ′ 风 It can be determined according to the following expression:

[0075] δ′ 风 =k n *b n *Δ 风 +k n-1 *b n-1 *Δ 风 +…+k1*b1*Δ 风 ;

[0076] Among them, a1...a n Indicates the sunshine correction coefficient, b1...b n Indicates the wind speed correction coefficient, k1...k n represents the weighting coefficient, k i >0,k n +k n-1 +…+k1=1,k n <k n-1 <…<k1. The closer to the current moment, the smaller the subscript value; the farther from the current moment, the larger the subscript value. k n <k n-1 <…<k1 means that the correction amount closer to the current time has a greater influence on the average correction amount than the correction amount farther from the current time.

[0077] The locomotive bearing temperature correction method provided in this embodiment, based on any of the above embodiments, further uses a preset weighting coefficient to determine the weighted average of the preset number of sunshine corrections closest to the current moment, to obtain the average sunshine correction; uses a preset weighting coefficient to determine the weighted average of the preset number of wind speed corrections closest to the current moment, to obtain the average wind speed correction; and corrects the monitored temperature according to the sunshine average correction and the wind speed average correction. The continuity of the influence of the meteorological environment on the bearing temperature is fully considered, and the accuracy of the corrected locomotive bearing temperature can be further improved.

[0078] Figure 2 This is a schematic diagram of the architecture of a locomotive bearing temperature correction system provided by an embodiment of the present invention. Figure 2As shown, the locomotive bearing temperature correction system provided by this embodiment may include: an on-board sensing computer, a ground service system, a locomotive human-computer interaction interface and a ground service system terminal; the on-board sensing computer and the ground service system communicate through a wireless transmission channel; the locomotive human-computer interaction interface is connected to the on-board sensing computer for receiving and outputting alarm information; the ground service system terminal is connected to the ground service system for receiving and outputting alarm information.

[0079] The on-board perception computer in this embodiment can have MVB, Ethernet, RS485 data transmission interfaces, as well as Beidou or GPS positioning functions; the on-board perception computer can obtain data including locomotive number, current time, locomotive running route, locomotive running position, bearing temperature, etc. The on-board perception computer has wireless communication functions such as 3G / 4G / 5G and WLAN, establishes a stable data connection with the ground service system, and sends information such as locomotive number, route, and location. The encryption authentication algorithm between the on-board perception computer and the ground service system is used to achieve security authentication of both parties.

[0080] The ground service system in this embodiment receives information such as the locomotive number, line, and location sent by the on-board sensing computer, matches the meteorological environment information aggregated by the system, and sends the information and the corrected analysis results and the corrected axle temperature alarm and temperature rise alarm information to the on-board sensing computer, and simultaneously records the corrected analysis results and alarm information in the ground service system, and pushes the alarm information to the terminal connected to the ground service system.

[0081] The on-board sensing computer receives the corrected analysis results and the corrected axle temperature alarm and temperature rise alarm information. The on-board sensing computer sends the corrected alarm information to the locomotive human-machine interaction interface for display and reminder.

[0082] The locomotive bearing temperature correction method provided by the above method embodiment can be implemented in a ground service system or in an on-board sensing computer, so the on-board sensing computer or the ground service system can execute the locomotive bearing temperature correction method as described in any one of the first aspects. Preferably, the incremental learning of parameter adjustment can be implemented in the ground service system.

[0083] To sum up, the locomotive bearing temperature correction method and system provided in this application can comprehensively utilize the locomotive operating environment information, mainly meteorological information to correct the axle temperature monitoring results, reduce the occurrence of false alarms and missed alarms caused by external environmental influences, and improve the accuracy of axle temperature alarms, thereby further ensuring the safe and efficient operation of the locomotive.

[0084] The present invention also provides an electronic device, see Figure 3 As shown, the embodiment of the present invention is only Figure 3 This is just an example for explanation, and it does not mean that the present invention is limited to this. Figure 3This is a schematic diagram of the structure of an electronic device provided by an embodiment of the present invention. Figure 3 As shown, the electronic device 30 provided in this embodiment may include: a memory 301, a processor 302 and a bus 303. The bus 303 is used to realize the connection between various components.

[0085] The memory 301 stores a computer program, and when the computer program is executed by the processor 302 , the technical solution of any of the above method embodiments can be implemented.

[0086] The memory 301 and the processor 302 are directly or indirectly electrically connected to each other to achieve data transmission or interaction. For example, these elements can be electrically connected to each other through one or more communication buses or signal lines, such as through bus 303. The memory 301 stores a computer program for implementing the locomotive bearing temperature correction method, including at least one software function module that can be stored in the memory 301 in the form of software or firmware. The processor 302 executes various functional applications and data processing by running the software program and module stored in the memory 301.

[0087] The memory 301 may be, but is not limited to, a random access memory (RAM), a read only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electric erasable programmable read-only memory (EEPROM), etc. The memory 301 is used to store programs, and the processor 302 executes the programs after receiving the execution instruction. Furthermore, the software programs and modules in the above-mentioned memory 301 may also include an operating system, which may include various software components and / or drivers for managing system tasks (such as memory management, storage device control, power management, etc.), and may communicate with various hardware or software components to provide an operating environment for other software components.

[0088] The processor 302 may be an integrated circuit chip with signal processing capability. The processor 302 may be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc. The methods, steps, and logic diagrams disclosed in the embodiments of the present invention may be implemented or executed. The general-purpose processor may be a microprocessor or any conventional processor. It is understood that Figure 3 The structure is only for illustration and may also include Figure 3 More or fewer components as shown, or with Figure 3 Different configurations shown. Figure 3 Each component shown in the figure may be implemented by hardware and / or software.

[0089] An embodiment of the present invention further provides a computer-readable storage medium on which a computer program is stored. The computer program is executed by a processor to implement the technical solution of any of the above method embodiments.

[0090] The various embodiments in the present disclosure are described in a progressive manner, and the same or similar parts between the various embodiments can be referenced to each other, and each embodiment focuses on the differences from other embodiments.

[0091] The protection scope of the present disclosure is not limited to the above-mentioned embodiments. Obviously, those skilled in the art can make various changes and modifications to the present disclosure without departing from the scope and spirit of the present disclosure. If these changes and modifications fall within the scope of the claims of the present disclosure and their equivalents, the intention of the present disclosure also includes these changes and modifications.

Claims

1. A locomotive bearing temperature correction method, characterized in that: include: Get the monitoring temperature of the locomotive bearing at the current moment; Determine the sunshine correction amount according to the sunshine intensity at the locomotive running position at the current moment and the angle between the sunshine and the locomotive; The wind speed correction amount is determined according to the wind speed at the locomotive running position at the current moment, the locomotive running speed, and the angle between the wind direction and the locomotive; The monitored temperature is corrected according to the sunshine correction amount and the wind speed correction amount to obtain a corrected locomotive bearing temperature.

2. The method according to claim 1, characterized in that The sunshine correction amount is positively correlated with the sunshine intensity at the locomotive running position at the current moment; the sunshine correction amount is positively correlated with the angle between the sunshine and the locomotive.

3. The method according to claim 1, characterized in that The wind speed correction amount is positively correlated with the wind speed at the locomotive running position at the current moment and the locomotive running speed; the wind speed correction amount is positively correlated with the angle between the wind direction and the locomotive.

4. The method according to claim 1, characterized in that: Determining the sunshine correction amount according to the sunshine intensity at the locomotive running position at the current moment and the angle between the sunshine and the locomotive includes: Determine the sunshine correction coefficient according to the sunshine intensity at the locomotive running position at the current moment and the angle between the sunshine and the locomotive; Get the maximum correction value of sunshine; Determine the sunshine correction according to the following expression: 日 =a×Δ 日 , where a represents the sunshine correction coefficient, 0≤a≤1, Δ 日 Indicates the maximum correction value of sunshine, δ 日 Indicates the amount of sunshine correction.

5. The method according to claim 1, characterized in that Determining the wind speed correction amount according to the wind speed at the locomotive running position at the current moment, the locomotive running speed, and the angle between the wind direction and the locomotive includes: The wind speed correction coefficient is determined according to the wind speed at the locomotive running position at the current moment, the locomotive running speed, and the angle between the wind direction and the locomotive; Get the maximum correction value of wind speed; The wind speed correction is determined according to the following expression: 风 =b×Δ 风 , where b represents the wind speed correction coefficient, 0≤b≤1, Δ 风 Indicates the maximum wind speed correction value, δ 风 Indicates wind speed correction.

6. The method according to claim 1, characterized in that The correcting the monitored temperature according to the sunshine correction amount and the wind speed correction amount includes: Subtract the sunshine correction amount from the monitored temperature; The wind speed correction amount is added to the monitored temperature.

7. The method according to any one of claims 1 to 6, characterized in that: The method further comprises: The preset weighting coefficient is used to determine the weighted average of the preset number of sunshine correction values ​​closest to the current moment to obtain the average sunshine correction value; The preset weighting coefficient is used to determine the weighted average of the preset number of wind speed corrections closest to the current moment to obtain the average wind speed correction; The monitored temperature is corrected according to the average sunshine correction amount and the average wind speed correction amount.

8. A locomotive bearing temperature correction system, characterized in that: include: On-board perception computer, ground service system, locomotive human-machine interaction interface and ground service system terminal; The vehicle-mounted sensing computer communicates with the ground service system via a wireless transmission channel; The locomotive human-computer interaction interface is connected to the on-board sensing computer and is used to receive and output alarm information; The ground service system terminal is connected to the ground service system and is used to receive and output alarm information; The on-board sensing computer or the ground service system executes the locomotive bearing temperature correction method as described in any one of claims 1-7.

9. An electronic device, characterized in that: include: at least one processor and memory; The memory stores computer-executable instructions; The at least one processor executes the computer-executable instructions stored in the memory, so that the at least one processor executes the locomotive bearing temperature correction method according to any one of claims 1-7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions, and when the computer-executable instructions are executed by a processor, they are used to implement the locomotive bearing temperature correction method according to any one of claims 1 to 7.

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