Rail transit vehicle door full-range locking device and intelligent monitoring method

Abstract

The application provides a rail transit vehicle door full-range lock device and an intelligent monitoring method, and belongs to the technical field of rail transit. The device comprises a motor, a screw rod, a connecting sleeve and a clutch mechanism. The clutch mechanism comprises a pawl, an inner ring and a gear ring. The pawl and the inner ring are in plug-in cooperation, and a plurality of clutch areas are arranged in a ring shape along the axis direction of the pawl or the inner ring at the plug-in position of the pawl and the inner ring. A clutch assembly is arranged in each clutch area. The clutch assembly comprises a roller connected to the inner ring through a special-shaped spring and a buffer structure connected to the pawl. The roller is in contact with the buffer structure. When the motor is decelerated, the buffer structure blocks the reverse rotation of the roller, avoids the abutment with the gear ring and forms a jam. The buffer structure is arranged in the clutch area, thereby blocking the motor during deceleration, avoiding the jam phenomenon of the roller and the gear ring under the action of the special-shaped spring and inertia, and improving the smoothness of the operation of the rail vehicle door.

Description

Technical Field

[0001] This invention belongs to the field of rail transit technology and relates to a rail transit vehicle door lock device, particularly a rail transit vehicle door lock device and intelligent monitoring method. Background Technology

[0002] Currently, screw drive door systems are widely used in public transportation vehicles such as rail vehicles and buses. However, all screw drive door systems suffer from the problem of unlocking and locking the door. This is because screw drive door systems use a screw to drive the door, and even after the door is closed, the screw can still rotate, allowing the door to be easily opened during vehicle operation, posing a safety hazard. Therefore, screw drive door systems are equipped with locking devices. The two commonly used locking devices are end-locking devices and full-range locking devices.

[0003] Chinese Patent (CN107989509A) discloses a full-range locking device for a vehicle door system, including a motor, a clutch locking mechanism, and a lead screw. The clutch locking mechanism is connected to the motor and the lead screw at both ends, and the power transmission between the motor and the lead screw is controlled by the clutch locking mechanism. The clutch locking mechanism includes a sleeve; a pawl connected to the output end of the motor and rotatably disposed in the sleeve, the pawl having at least two rearwardly extending and spaced-apart pawl portions; a cam connected to the lead screw and rotatably disposed in the sleeve, the outer peripheral wall of the cam having protrusions that match the pawl portions and are spaced apart, a groove being formed between adjacent protrusions, the groove having a wedge-shaped area distributed circumferentially, a roller and an elastic element capable of applying force to the roller being disposed in the wedge-shaped area; the pawl portion of the pawl can be correspondingly inserted into the groove and can rotate in the groove, the side wall of the pawl portion is provided with a pushing element, the pushing element can extend from one end of the small diameter of the wedge-shaped area into the wedge-shaped area and abut against the roller.

[0004] According to existing technology, vehicle doors, whether in the closing or opening phase, generally consist of two stages: an acceleration phase and a deceleration phase. During the deceleration phase, the rollers in the aforementioned full-range locking device rotate in the opposite direction to the pawl due to the elastic element and inertia. This causes the rollers to jam against the sleeve, affecting the operation of the full-range locking device and consequently its reliability. Summary of the Invention

[0005] The purpose of this invention is to address the aforementioned problems in existing technologies by proposing a rail transit vehicle door locking device that avoids jamming and improves operational reliability.

[0006] The objective of this invention can be achieved through the following technical solution: a full-length locking device for rail transit vehicle doors, comprising a motor, a lead screw connected to a bearing housing, a connecting sleeve located between the motor and the bearing housing and connected to the motor, and a clutch mechanism nested within the connecting sleeve and connected to the lead screw and the output end of the motor.

[0007] The clutch mechanism includes a pawl connected to the motor output end via a keyway, an inner ring connected to the lead screw via a keyway, and a gear ring fitted over the pawl and the inner ring. The pawl and the inner ring form an interlocking engagement. Multiple clutch areas are formed at the interlocking positions of the pawl and the inner ring, arranged in a ring along the axis of the pawl or the inner ring. Each clutch area is equipped with a clutch assembly, which includes a roller connected to the inner ring via a shaped spring and a buffer structure connected to the pawl. The roller is in contact with the buffer structure. When the motor accelerates, the roller rotates synchronously in the same direction as the pawl and the inner ring. When the motor decelerates, the buffer structure prevents the roller from rotating in the opposite direction, avoiding contact with the gear ring and causing jamming.

[0008] In the aforementioned rail transit vehicle door locking device, multiple claw parts are arranged in a ring along the axial direction of the claw, and multiple clutch parts are arranged in a ring along the axial direction of the inner ring. When the claw and the inner ring are engaged, each clutch part is located between two adjacent claw parts, and each claw part is located between two adjacent clutch parts. Each clutch part and the corresponding claw part form a clutch area, and a shaped spring and roller are connected to the clutch part, and a buffer structure is connected to the claw part.

[0009] In the aforementioned rail transit vehicle door locking device, a buffer structure is engaged with the claw, and a groove is provided on the clutch part, with the opening of the groove facing the clutch area. The two ends of the irregular spring are connected to the bottom of the groove and the roller, respectively. When the motor accelerates, the roller moves in the direction close to the bottom of the groove; when the motor decelerates, the roller moves in the direction away from the bottom of the groove, and the buffer structure prevents the roller from moving away from the bottom of the groove.

[0010] In the aforementioned rail transit vehicle door locking device, a cavity is provided on the claw, and the buffer structure includes a spring piece located in the cavity and a buffer block snapped into the cavity opening. The spring piece is held between the bottom of the cavity and the buffer block. When the motor accelerates, the spring piece undergoes elastic deformation due to the compression of the irregular spring, roller and buffer block. When the motor decelerates, the elastic force generated by the elastically deformed spring piece prevents the roller from moving away from the bottom of the groove.

[0011] In the aforementioned rail transit vehicle door locking device, a stop block is nested at the end of the pawl away from the pawl, and a damping disc is nested at the end of the inner ring away from the clutch. The pawl has a first bearing and a first retaining ring nested on one side of the stop block, and the inner ring has a second bearing and a second retaining ring nested on one side of the damping disc. When the gear ring is sleeved on the pawl and the inner ring, the first and second retaining rings respectively form a snap-fit ​​engagement with the gear ring, thereby limiting the axial degrees of freedom of the first and second bearings.

[0012] In the aforementioned rail transit vehicle door locking device, a torsion spring is nested on the pawl, with one end of the torsion spring connected to the stop block and the other end connected to the inner ring. When the motor accelerates, the torsion spring is in a torsional state; when the motor decelerates, the torsion spring is forced to grip the pawl, and the reaction force is applied to the inner ring, preventing the roller from rotating away from the bottom of the groove.

[0013] In the aforementioned rail transit vehicle door locking device, a vibration monitoring sensor is installed on the connecting sleeve to monitor the wear of the rollers in real time, thereby preventing the rollers from jamming due to wear.

[0014] The present invention also provides an intelligent monitoring method for the full-length locking device of the rail transit vehicle door, comprising the following steps:

[0015] S1: Information collection and establishment of a comparison database;

[0016] S2: Dynamic monitoring to determine whether the current roller needs to be replaced.

[0017] In the above-mentioned intelligent monitoring method applied to the full-length locking device of rail transit vehicle doors, step S1 includes:

[0018] S11: Collect vibration parameter samples of the rollers under various wear conditions;

[0019] S12: Preprocess the vibration parameter samples to remove interference signals and abnormal data, and perform smoothing and fitting processing.

[0020] S13: Extract features, including the mean, variance, root mean square value, peak value, peak factor, kurtosis coefficient, and impulse factor of the data;

[0021] S14: After feature confirmation, feature vectors are generated and a comparison database is formed.

[0022] In the above-mentioned intelligent monitoring method applied to the end-lock device of rail transit vehicle doors, step S2 includes:

[0023] S21: Collect parameter samples of the current roller, preprocess them, extract features, and form a feature vector;

[0024] S22: Compare with the comparison database to obtain the real-time wear status of the rollers;

[0025] S23: When it is detected that the roller wear is about to reach the maximum wear threshold, stop the operation of the rail transit vehicle door full-time locking device and replace the corresponding roller.

[0026] Compared with the prior art, the beneficial effects of the present invention

[0027] The present invention provides a rail transit vehicle door full-process locking device with intelligent monitoring. By setting a buffer structure in the clutch area, it prevents the rollers from getting stuck with the gear ring under the action of irregular springs and inertia during the deceleration of the motor, thereby improving the smoothness of the rail vehicle door operation. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of the structure of a full-length locking device for rail transit vehicle doors according to the present invention.

[0029] Figure 2 This is a structural schematic diagram of a rail transit vehicle door locking device from another perspective.

[0030] Figure 3 yes Figure 2 The AA section view shown.

[0031] Figure 4 yes Figure 3 Enlarged view of part A in the middle.

[0032] Figure 5 This is a schematic diagram of the clutch mechanism in a preferred embodiment of the present invention.

[0033] Figure 6 This is a schematic diagram of the clutch mechanism from another perspective in a preferred embodiment of the present invention.

[0034] Figure 7 yes Figure 6 The cross-sectional view of BB is shown.

[0035] Figure 8 This is a partial structural schematic diagram of the clutch mechanism in a preferred embodiment of the present invention.

[0036] In the diagram, 10 is the motor; 20 is the bearing housing; 30 is the lead screw; 40 is the connecting sleeve; 50 is the clutch mechanism; 51 is the pawl; 511 is the pawl part; 512 is the cavity; 513 is the first bearing; 514 is the first retaining ring; 52 is the inner ring; 521 is the clutch part; 522 is the groove; 523 is the second bearing; 524 is the second retaining ring; 53 is the gear ring; 54 is the clutch area; 55 is the clutch assembly; 551 is the irregular spring; 552 is the roller; 553 is the spring piece; 554 is the buffer block; 56 is the stop block; 57 is the damping disc; 58 is the torsion spring; and 60 is the vibration monitoring sensor. Detailed Implementation

[0037] The following are specific embodiments of the present invention, which are described in conjunction with the accompanying drawings. However, the present invention is not limited to these embodiments.

[0038] It should be noted that all directional indications (such as up, down, left, right, front, back, etc.) in the embodiments of the present invention are only used to explain the relative positional relationship and movement of each component in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indication will also change accordingly.

[0039] like Figures 1 to 8 As shown, the present invention provides a rail transit vehicle door locking device, comprising a motor 10, a lead screw 30 connected to a bearing housing 20, a connecting sleeve 40 located between the motor 10 and the bearing housing 20 and connected to the motor 10, and a clutch mechanism 50 nested within the connecting sleeve 40 and connected to the lead screw 30 and the output end of the motor 10. The clutch mechanism 50 includes a pawl 51 connected to the output end of the motor 10 via a keyway, and an inner ring 52 connected to the lead screw 30 via a keyway. The gear ring 53 is fitted over the pawl 51 and the inner ring 52, and the pawl 51 and the inner ring 52 form an interlocking engagement. Multiple engagement areas 54 are formed at the interlocking position of the pawl 51 and the inner ring 52 in a ring shape along the axial direction of the pawl 51 or the inner ring 52. Each engagement area 54 is provided with an engagement component 55. The engagement component 55 includes a roller 552 connected to the inner ring 52 through a shaped spring 551, and a buffer structure connected to the pawl 51. The roller 552 is in contact with the buffer structure.

[0040] The working principle of the full-lock device for rail transit vehicle doors:

[0041] When the rail transit vehicle door is opened electrically, the motor 10 drives the pawl 51 to rotate, pressing the roller 552 through the buffer structure. This compresses the irregular spring 551, releasing the contact between the roller 552 and the gear ring 53, thereby driving the inner ring 52 to rotate and opening the vehicle door. When the vehicle door is about to open to the full extent, the motor 10 decelerates. At this time, under the elastic force and inertia of the irregular spring 551, the roller 552 rotates in the opposite direction to the pawl 51 or the inner ring 52. Due to the presence of the buffer structure, the tendency of the roller 552 to rotate in the opposite direction is blocked, preventing the roller 552 from contacting the gear ring 53 due to reverse rotation. This prevents the jamming phenomenon caused by the contact between the roller 552 and the gear ring 53, ensuring the smooth opening of the vehicle door. Conversely, when the rail transit vehicle door is closed electrically, the operation is the same as when it is opened electrically. When the vehicle door is about to close completely, the motor 10 also decelerates. Similarly, the buffer structure prevents the roller 552 from abutting against the gear ring 53 and causing jamming, thus ensuring the smooth closing of the vehicle door.

[0042] The present invention provides a rail transit vehicle door full-process locking device with intelligent monitoring. By setting a buffer structure in the clutch area 54, the device prevents the roller 552 from getting stuck with the gear ring 53 under the action of the irregular spring 551 and inertia during the deceleration of the motor 10, thereby improving the smoothness of the rail vehicle door operation.

[0043] Preferably, the pawl 51 has a plurality of pawl portions 511 arranged in a ring along the axial direction of the pawl 51, and the inner ring 52 has a plurality of clutch portions 521 arranged in a ring along the axial direction of the inner ring 52. When the pawl 51 and the inner ring 52 form a plug-in engagement, each clutch portion 521 is located between two adjacent pawl portions 511, and each pawl portion 511 is located between two adjacent clutch portions 521. Each clutch portion 521 and the corresponding pawl portion 511 form a clutch area 54, and the irregular spring 551 and the roller 552 are connected to the clutch portion 521, and the buffer structure is connected to the pawl portion 511.

[0044] It is worth mentioning that the number of pawls 511 on the pawl 51 is the same as the number of clutches 521 on the inner ring 52, and there is at least one. In the initial state, adjacent pawls 511 and clutches 521 within the clutch area 54 do not contact each other, and the buffer structure on the corresponding pawl 511 contacts the roller 552 on the clutch 521. At this time, a "free stroke" is formed between the corresponding pawl 511 and the clutch 521. When the motor 10 rotates, the buffer structure and the roller 552... 52 compresses the irregular spring 551, reducing the "free travel" between the corresponding claw 511 and the clutch 521, ultimately causing the claw 51 and the inner ring 52 to rotate synchronously. When the motor 10 decelerates, the roller 552 rotates in the opposite direction of the claw 51 or the inner ring 52 under the action of the irregular spring 551 and inertia. Due to the presence of the buffer structure, the tendency of the roller 552 to rotate in the opposite direction is blocked, preventing the roller 552 from abutting against the gear ring 53 due to the reverse rotation, thus ensuring the smoothness of the vehicle door opening or closing.

[0045] More preferably, the buffer structure is snapped onto the claw portion 511, and the clutch portion 521 is provided with a groove 522, with the opening direction of the groove 522 facing the clutch area 54. The two ends of the irregular spring 551 are respectively connected to the bottom of the groove 522 and the roller 552. When the motor 10 accelerates, the roller 552 moves in the direction close to the bottom of the groove 522; when the motor 10 decelerates, the roller 552 moves in the direction away from the bottom of the groove 522, and the buffer structure blocks the tendency of the roller 552 to move in the direction away from the bottom of the groove 522.

[0046] Preferably, the claw portion 511 is provided with a cavity 512, and the buffer structure includes a spring piece 553 located in the cavity 512 and a buffer block 554 snapped into the cavity opening of the cavity 512. The spring piece 553 is sandwiched between the bottom of the cavity 512 and the buffer block 554. When the motor 10 accelerates, the spring piece 553 undergoes elastic deformation due to the compression of the irregular spring 551, the roller 552 and the buffer block 554. When the motor 10 decelerates, the elastic force generated by the elastically deformed spring piece 553 blocks the tendency of the roller 552 to move away from the bottom of the groove 522.

[0047] It is worth mentioning that the spring 553 is C-shaped, with the open end of the spring 553 facing the bottom of the cavity 512. The closed end of the spring 553 abuts against the buffer block 554. The buffer block 554 is I-shaped and is engaged at the opening of the cavity 512. One side of the buffer block 554 is inside the cavity 512, and the other side of the buffer block 554 is outside the opening of the cavity 512 and in contact with the roller 552.

[0048] More preferably, the two sides of the opening end of the groove 522 have different lengths, and the longer side of the two sides of the opening end of the groove 522 is obliquely arranged. When the roller 552 is away from the bottom of the groove 522, the roller 552 abuts against the toothed ring 53; when the roller 552 is close to the bottom of the groove 522, the roller 552 separates from the toothed ring 53.

[0049] Preferably, a stop block 56 is nested at the end of the pawl 51 away from the pawl portion 511, and a damping disc 57 is nested at the end of the inner ring 52 away from the clutch portion 521. A first bearing 513 and a first retaining ring 514 are nested on one side of the stop block 56 on the pawl 51, and a second bearing 523 and a second retaining ring 524 are nested on one side of the damping disc 57 on the inner ring 52. When the gear ring 53 is sleeved on the pawl 51 and the inner ring 52, the first retaining ring 514 and the second retaining ring 524 respectively form a snap-fit ​​engagement with the gear ring 53, thereby limiting the axial degree of freedom of the first bearing 513 and the second bearing 523.

[0050] It is worth mentioning that when the gear ring 53, the pawl 51, and the inner ring 52 are nested together, the axes of the gear ring 53, the pawl 51, and the inner ring 52 coincide. The pawl 51 and the stop block 56 are limited by a polygon, and the inner ring 52 and the damping disc 57 are limited by a polygon, so that the pawl 51 and the stop block 56 rotate synchronously, and the inner ring 52 and the damping disc 57 rotate synchronously.

[0051] Preferably, a torsion spring 58 is also nested on the pawl 51, with one end of the torsion spring 58 connected to the stop block 56 and the other end of the torsion spring 58 connected to the inner ring 52. When the motor 10 accelerates, the torsion spring 58 is in a torsional state; when the motor 10 decelerates, the torsion spring 58 is forced to hold the pawl 51 tightly, and the reaction force is applied to the inner ring 52, preventing the roller 552 from rotating in a direction away from the bottom of the groove 522.

[0052] Preferably, a vibration monitoring sensor 60 is installed on the connecting sleeve 40 to monitor the wear of the roller 552 in real time, so as to prevent the roller 552 from jamming due to wear.

[0053] This invention also provides an intelligent monitoring method for a door lock device in rail transit vehicles, comprising the following steps:

[0054] S1: Information collection and establishment of a comparison database;

[0055] S2: Dynamic monitoring to determine whether the current roller 552 needs to be replaced.

[0056] More preferably, step S1 includes:

[0057] S11: Collect vibration parameter samples of roller 552 under various wear conditions;

[0058] S12: Preprocess the vibration parameter samples to remove interference signals and abnormal data, and perform smoothing and fitting processing.

[0059] S13: Extract features, including the mean, variance, root mean square value, peak value, peak factor, kurtosis coefficient, and impulse factor of the data;

[0060] S14: After feature confirmation, feature vectors are generated and a comparison database is formed.

[0061] It is worth mentioning that the mean can represent the central tendency of a random process; the variance describes the degree of dispersion of the random process around the mean; the root mean square value reflects the fluctuation of the time-domain signal relative to zero and represents the average energy of the signal; the peak value is the maximum instantaneous amplitude of the signal and reflects the strength of the signal; the peak factor is an indicator of whether the waveform has an impulse; the kurtosis coefficient represents the probability of a large-amplitude pulse caused by a fault; and the impulse factor is more sensitive to impulse pulse type defects.

[0062] More preferably, step S2 includes:

[0063] S21: Collect parameter samples of the current roller 552, perform preprocessing, extract features, and form a feature vector;

[0064] S22: Compare with the comparison database to obtain the real-time wear status of roller 552;

[0065] S23: When it is detected that the wear of roller 552 is about to reach the maximum wear threshold, stop the operation of the rail transit vehicle door full-time locking device and replace the corresponding roller 552.

[0066] It should be noted that in this invention, the use of terms such as "first," "second," and "a" is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified. The terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two elements or the interaction between two elements, unless otherwise explicitly specified. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0067] Furthermore, the technical solutions of the various embodiments of the present invention can be combined with each other, but only if they are feasible for those skilled in the art. If the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed by the present invention.

[0068] The specific embodiments described herein are merely illustrative of the spirit of the invention. Those skilled in the art to which this invention pertains may make various modifications or additions to the described specific embodiments or use similar methods to substitute them, without departing from the spirit of the invention or exceeding the scope defined by the appended claims.

Claims

1. A door locking device for rail transit vehicles, characterized in that, It includes a motor, a lead screw connected to a bearing housing, a connecting sleeve located between the motor and the bearing housing and connected to the motor, and a clutch mechanism nested within the connecting sleeve and connected to the lead screw and the motor output end. The clutch mechanism includes a pawl connected to the motor output end via a keyway, an inner ring connected to the lead screw via a keyway, and a gear ring fitted over the pawl and the inner ring. The pawl and the inner ring form an interlocking engagement. Multiple clutch areas are formed at the interlocking positions of the pawl and the inner ring, arranged in a ring along the axis of the pawl or the inner ring. Each clutch area is equipped with a clutch assembly, which includes a roller connected to the inner ring via a shaped spring and a buffer structure connected to the pawl. The roller is in contact with the buffer structure. When the motor accelerates, the roller rotates synchronously in the same direction as the pawl and the inner ring. When the motor decelerates, the buffer structure prevents the roller from rotating in the opposite direction, avoiding contact with the gear ring and causing jamming. The shift pawl has multiple claw parts arranged in a ring along the axis of the shift pawl, and the inner ring has multiple clutch parts arranged in a ring along the axis of the inner ring. When the shift pawl and the inner ring form a plug-in engagement, each clutch part is located between two adjacent claw parts, and each claw part is located between two adjacent clutch parts. Each clutch part and the corresponding claw part form a clutch area, and the irregular spring and roller are connected to the clutch part, and the buffer structure is connected to the claw part. The buffer structure is snapped onto the claw, and the clutch part is provided with a groove, with the opening of the groove facing the clutch area. The two ends of the irregular spring are connected to the bottom of the groove and the roller, respectively. When the motor accelerates, the roller moves in the direction close to the bottom of the groove; when the motor decelerates, the roller moves in the direction away from the bottom of the groove, and the buffer structure prevents the roller from moving away from the bottom of the groove. The claw has a recessed cavity, and the buffer structure includes a spring piece located in the recessed cavity and a buffer block snapped into the cavity opening. The spring piece is held between the bottom of the recessed cavity and the buffer block. When the motor accelerates, the spring piece undergoes elastic deformation due to the compression of the irregular spring, roller and buffer block. When the motor decelerates, the elastic force generated by the elastically deformed spring piece prevents the roller from moving away from the bottom of the recess.

2. The rail transit vehicle door locking device according to claim 1, characterized in that, A stop block is nested at the end of the pawl away from the pawl, and a damping disc is nested at the end of the inner ring away from the clutch. A first bearing and a first retaining ring are nested on one side of the stop block on the pawl, and a second bearing and a second retaining ring are nested on one side of the damping disc on the inner ring. When the gear ring is sleeved on the pawl and the inner ring, the first and second retaining rings respectively form a snap-fit ​​engagement with the gear ring, thereby limiting the axial degrees of freedom of the first and second bearings.

3. The rail transit vehicle door locking device according to claim 2, characterized in that, The pawl is also nested with a torsion spring, one end of which is connected to the stop block and the other end of which is connected to the inner ring. When the motor accelerates, the torsion spring is in a torsional state; when the motor decelerates, the torsion spring is forced to hold the pawl tightly, and the reaction force is applied to the inner ring, preventing the roller from rotating away from the bottom of the groove.

4. The rail transit vehicle door locking device according to claim 1, characterized in that, A vibration monitoring sensor is installed on the connecting sleeve to monitor the wear of the rollers in real time, so as to prevent the rollers from getting stuck due to wear.

5. An intelligent monitoring method applied to the end-lock device for doors of rail transit vehicles as described in any one of claims 1 to 4, comprising the steps of: S1: Information collection and establishment of a comparison database; S2: Dynamic monitoring to determine whether the current roller needs to be replaced.

6. The intelligent monitoring method for the end-to-end locking device of rail transit vehicle doors according to claim 5, characterized in that, Step S1 includes: S11: Collect vibration parameter samples of the rollers under various wear conditions; S12: Preprocess the vibration parameter samples to remove interference signals and abnormal data, and perform smoothing and fitting processing. S13: Extract features, including the mean, variance, root mean square value, peak value, peak factor, kurtosis coefficient, and impulse factor of the data; S14: After feature confirmation, feature vectors are generated and a comparison database is formed.

7. The intelligent monitoring method for the end-lock device of rail transit vehicle doors according to claim 5, characterized in that, Step S2 includes: S21: Collect parameter samples of the current roller, preprocess them, extract features, and form a feature vector; S22: Compare with the comparison database to obtain the real-time wear status of the rollers; S23: When it is detected that the roller wear is about to reach the maximum wear threshold, stop the operation of the rail transit vehicle door full-time locking device and replace the corresponding roller.

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