Short-distance accurate wheel diameter calibration method

Abstract

The invention discloses a short-distance accurate wheel diameter calibration method, which belongs to the technical field of rail transit, and comprises the following steps of: counting the pulse number of a speedometer when a train runs by adopting a double pulse counting method, and analyzing the pulse numbers of the train at different time and different running positions in a calibration area; the first running distance and the second running distance of the train are obtained based on the analysis result, standard error calculation is carried out on the first running distance and the second running distance to obtain a standard error, the train wheel diameter range is obtained according to the standard error, a double-pulse counting method is adopted, two pulse counters are used for counting for multiple times, and the train wheel diameter range is obtained. According to the method, two ordered pair sets are generated, then errors are eliminated by comparing the difference of the two ordered pair sets, higher calibration precision can be obtained within a short wheel diameter calibration distance, meanwhile, the actual beacon sidelobe width is used for counteracting part of errors of the theoretical beacon sidelobe width, and the calibration precision is further improved.

Description

Technical Field

[0001] The present invention relates to the field of rail transportation technology, and in particular to a short-distance precise wheel diameter calibration method. Background Art

[0002] CBTC / UTO systems currently use wheel speed to complete speed and displacement calculations, so it is necessary to obtain the wheel diameter / circumference value. Generally, the wheel diameter / circumference value is obtained by having the train continuously pass through two wheel diameter calibration beacons / balises with known spacing. In order to ensure the safety of the calculated wheel diameter value (i.e., satisfying the minimum wheel diameter value < actual wheel diameter < maximum wheel diameter value), the train needs to consider the width of the beacon / balise side lobe when reading the beacon, that is, the train may read the beacon / balise at any point within the beacon / balise side lobe width range. Due to safety considerations, more errors are considered. In order to obtain a wheel diameter value with higher accuracy, it is necessary to increase the wheel diameter calibration distance to reduce the impact of each error on the final measurement result. According to the current algorithm, to achieve standard measurement accuracy, a distance of at least 60m is required, and this distance may not be met under certain conditions. In addition, a longer distance will extend the wheel diameter calibration time, increase unexpected factors, and reduce the success rate of wheel diameter calibration.

[0003] Chinese patent, publication number: CN109443277A, publication date: March 8, 2019, discloses a short-distance precise wheel diameter calibration method with dual calibration, reference Figure 3 , including a beacon reading step and a wheel diameter maximum value and wheel diameter minimum value calculation step, wherein in the beacon reading step, the speedometer continuously counts pulses within the wheel diameter calibration distance, and in the beacon reading step, the pulse counts at the rising edge and falling edge of the beacon reading signal are recorded respectively. The present invention utilizes the characteristics of the rising edge and the falling edge when reading the beacon, counts multiple times, and uses the actual beacon sidelobe width to offset a part of the error of the theoretical beacon sidelobe width. Therefore, a higher calibration accuracy can be obtained within a shorter calibration distance. However, although this method improves the calibration accuracy in a shorter calibration interval compared to the prior art, its error is still more than 1% at a calibration interval of 20 meters, so a wheel diameter calibration method with higher accuracy is also needed. Summary of the invention

[0004] The present invention aims at the problem that the calibration accuracy of the existing wheel diameter calibration technology is low when the wheel diameter calibration distance is small, and provides a short-distance precise wheel diameter calibration method. The double pulse counting method is used to count the pulse number of the speedometer when the train is running, and the pulse number of the train at different times and different running positions in the calibration area is analyzed. The first running distance and the second running distance of the train are obtained based on the analysis result, and the standard error of the first running distance and the second running distance is calculated to obtain the standard error, and the train wheel diameter range is obtained according to the standard error. The double pulse counting method is used, two pulse counters are used to perform multiple counting to generate two ordered pair sets, and then the error is eliminated by comparing the difference between the two ordered pair sets. Higher calibration accuracy can be obtained within a shorter wheel diameter calibration distance. At the same time, the actual beacon sidelobe width is also used to offset a part of the error of the theoretical beacon sidelobe width, thereby further improving the calibration accuracy.

[0005] In a first aspect, a technical solution provided in an embodiment of the present invention is: a short-distance precise wheel diameter calibration method, comprising the following steps: S1, detecting the calibration distance between the first beacon and the second beacon in the target calibration area; synchronously, based on the principle of double pulse counting, collecting the pulse number of the speedometer in real time during the running of the train and saving it to obtain a comprehensive pulse count set; S2, the original wheel diameter calculation rule obtains the first original wheel diameter in response to the calibration distance and the first wheel diameter pulse number in the integrated pulse count set; the original wheel diameter calculation rule obtains the second original wheel diameter in response to the calibration distance and the second wheel diameter pulse number in the integrated pulse count set; S3, the running distance calculation rule obtains the first running distance in response to the first original wheel diameter and the first running pulse number in the comprehensive pulse counting set; the running distance calculation rule obtains the second running distance in response to the second original wheel diameter and the second running pulse number in the comprehensive pulse counting set; S4. Standard error calculation rule: In response to the first running distance and the second running distance, a standard error is obtained, and based on the standard error, a train wheel diameter range is obtained and the wheel diameter is calibrated.

[0006] In this scheme, the double pulse counting method is used to count the pulse number of the speedometer when the train is running, and the pulse number of the train at different times and different running positions in the calibration area is analyzed. Two pulse counters are used for multiple counting to generate two ordered pair sets, and then the error is eliminated by comparing the difference between the two ordered pair sets. This can achieve higher calibration accuracy within a shorter wheel diameter calibration distance.

[0007] Preferably, in S1, based on the principle of double pulse counting, the pulse number of the speedometer during the running of the train is collected in real time and saved to obtain a comprehensive pulse counting set, including the following steps: The first pulse counter and the second pulse counter are respectively used to collect the pulse counts of the speedometer during the running of the train to obtain a first pulse count set and a second pulse count set; The first pulse count set and the second pulse count set are saved to obtain a comprehensive pulse count set.

[0008] In this scheme, in order to obtain a higher precision wheel diameter value in the wheel diameter calibration calculation, it is necessary to increase the wheel diameter calibration distance, but a longer wheel diameter calibration distance will prolong the calibration time, increase unexpected factors, and reduce the success rate of the wheel diameter calibration. In order to obtain a higher precision wheel diameter value at a shorter calibration distance, two pulse counters are used to collect the pulse counts of the falling edge of the speedometer during the running of the train, to generate a first pulse count set and a second pulse count set, and the wheel diameter is calculated using the first pulse count set and the second pulse count set respectively, and the error caused by the beacon sidelobe width is eliminated by comparing the difference between the two pulse count sets, thereby further improving the wheel diameter calibration accuracy within a shorter wheel diameter calibration distance, thereby obtaining a higher precision wheel diameter value.

[0009] Preferably, the first running pulse number is the first starting point pulse number of the speedometer of the first pulse counter in the first pulse counting set when the train starts running and the first current pulse number of the speedometer when the train is currently running; The second running pulse number is the second starting point pulse number of the speedometer of the second pulse counter in the second pulse counting set when the train starts running and the second current pulse number of the speedometer when the train is currently running.

[0010] In this scheme, in order to ensure that the counting deviation of the two pulse counters themselves is within a reasonable range, the two pulse counters need to be calibrated. By counting pulses at the same time and at the same place, the number of pulses at the start of counting is taken as the starting pulse number, and the number of pulses at the current running time of the train is taken as the current pulse number. By comparing the current pulse number and the starting pulse number of the two pulse counters respectively, it is determined whether there is a counting error between the two. If the error is too high, the pulse counters are calibrated so that the two pulse counters start working at the same time and eliminate the counting error, which reduces the error caused by the equipment for the subsequent wheel diameter calibration, thereby improving the wheel diameter calibration accuracy.

[0011] Preferably, the first wheel diameter pulse number includes a first calibration pulse number and a second calibration pulse number, wherein the first calibration pulse number is a pulse count at the falling edge of the speedometer collected by a first pulse counter when the train leaves the first beacon reading range; The second calibration pulse number is the pulse count at the rising edge of the speedometer collected by the first pulse counter when the train captures the second beacon for the first time; The second wheel diameter pulse number includes a third calibration pulse number and a fourth calibration pulse number, wherein the third calibration pulse number is a pulse count at the falling edge of the speedometer collected by the second pulse counter when the train leaves the first beacon reading range; The fourth calibration pulse number is the pulse count at the rising edge of the speedometer collected by the second pulse counter when the train captures the second beacon for the first time.

[0012] In this scheme, the width of the beacon sidelobe is taken into consideration, that is, the train may read the beacon at any point within the beacon sidelobe width. The beacon sidelobe width will reduce the accuracy of the wheel diameter calibration. The wheel diameter is calculated by calculating the pulse count at the rising edge of the speedometer collected by the pulse counter when the train first captures the second beacon and the pulse count at the falling edge of the speedometer collected by the first pulse counter when the train leaves the reading range of the first beacon. When calculating the wheel diameter, the pulse count value of one beacon reading width can be reduced, thereby reducing one beacon reading width error and improving the wheel diameter calibration accuracy.

[0013] Preferably, in S2, the original wheel diameter calculation rule obtains the first original wheel diameter in response to the calibration distance and the first wheel diameter pulse number in the comprehensive pulse counting set, and the formula is expressed as follows: Where D prawA is the first original wheel diameter, L dc is the calibration distance, C A21 is the second calibration pulse number, C A12 is the first calibration pulse number.

[0014] In this scheme, the original wheel diameter is calculated using the number of pulses collected by the first pulse counter to obtain the first original wheel diameter, which not only reduces the pulse count value of a beacon reading width, thereby reducing a beacon reading width error and improving the wheel diameter calibration accuracy, but can also be compared with the second original wheel diameter calculated using the number of pulses collected by the second pulse counter, thereby eliminating calculation errors and further improving the wheel diameter calculation accuracy.

[0015] Preferably, in S2, the original wheel diameter calculation rule obtains the second original wheel diameter in response to the calibration distance and the second wheel diameter pulse number in the comprehensive pulse counting set, and the formula is expressed as follows: Where D prawB is the second original wheel diameter, L dc is the calibration distance, C B21 is the fourth calibration pulse number, C B12 is the third calibration pulse number.

[0016] In this scheme, the original wheel diameter is calculated using the number of pulses collected by the second pulse counter to obtain the second original wheel diameter, which not only reduces the pulse count value of a beacon reading width, thereby reducing a beacon reading width error and improving the wheel diameter calibration accuracy, but can also be compared with the first original wheel diameter calculated using the number of pulses collected by the first pulse counter, thereby eliminating calculation errors and further improving the wheel diameter calculation accuracy.

[0017] Preferably, in S3, the running distance calculation rule obtains the first running distance in response to the first original wheel diameter and the first running pulse number in the comprehensive pulse counting set, and the formula is expressed as follows: S opgA =D prawA *|C nowA -C refA | Where S opgA is the first travel distance, C nowA is the first current pulse number, C refA is the first starting point pulse number.

[0018] In this scheme, since the first original wheel diameter is obtained, and the first original wheel diameter is the distance traveled by one pulse train, since the time of one pulse is short, the distance traveled by the train is also short, and it is difficult to see the difference between the two compared with the second original wheel diameter. In order to facilitate the subsequent calculation of the standard error, it is necessary to amplify the difference between the two. Therefore, taking the first original wheel diameter as the reference, multiplying it by the difference between the first current pulse number and the first starting point pulse number, the first travel distance of the train from the starting point to the current moment is obtained, and the calculated error in the first original wheel diameter is amplified, so as to facilitate the subsequent comparison with the second pulse count set collected by the second pulse counter to eliminate the error, thereby improving the wheel diameter calibration accuracy.

[0019] Preferably, in S3, the running distance calculation rule obtains the second running distance in response to the second original wheel diameter and the second running pulse number in the pulse counting set, and the formula is expressed as follows: S opgB =D prawB *|C nowB -C refB | Where S opgB is the second travel distance, C nowB is the second current pulse number, C refB is the second starting point pulse number.

[0020] In this scheme, since the second original wheel diameter is obtained, and the second original wheel diameter is the distance traveled by one pulse train, since the time of one pulse is short, the distance traveled by the train is also short, and it is difficult to see the difference between the two compared with the first original wheel diameter. In order to facilitate the subsequent calculation of the standard error, it is necessary to amplify the difference between the two. Therefore, the second original wheel diameter is used as a reference and multiplied by the difference between the second current pulse number and the second starting point pulse number to obtain the second travel distance of the train from the starting point to the current moment. The calculated error in the second original wheel diameter is amplified to facilitate the subsequent comparison with the first pulse count set collected by the first pulse counter to eliminate the error, thereby improving the wheel diameter calibration accuracy.

[0021] Preferably, in S4, the standard error calculation rule obtains the standard error in response to the first running distance and the second running distance, and obtains the train wheel diameter range based on the standard error, and the formula is expressed as follows: D pmax =D praw *(1+δD) D pmin =D praw *(1-δD) Where D praw is the original wheel diameter of the train, D pmax is the maximum wheel diameter in the maximum wheel diameter scenario during train wheel diameter calibration, D pmin It is the minimum wheel diameter in the minimum wheel diameter scenario during train wheel diameter calibration.

[0022] In this scheme, the collection error of the first pulse counter and the second pulse counter is amplified, and the standard error is calculated for the first running distance and the second running distance obtained after the amplification to obtain the standard error, wherein the standard error is used to reflect the collection error and the calculation error between the two pulse counters. The smaller the standard error, the higher the accuracy of the wheel diameter calculation, that is, the higher the accuracy of the wheel diameter calibration. If the standard error is too large, the lower the accuracy of the wheel diameter calculation. If it exceeds the set threshold, this algorithm will not be used for wheel diameter calibration. The pulse counter will be checked and then the wheel diameter will be recalibrated. The wheel diameter range obtained by the standard error has higher calibration accuracy within a shorter calibration distance than the existing algorithm.

[0023] Preferably, if the standard error is smaller than a set error threshold, the wheel diameter calibration is successful; if the standard error is larger than the set error threshold, the wheel diameter calibration fails.

[0024] In this scheme, the standard error is used as the judgment parameter. If the standard error is too large, the error of the surface calculation result is too large, and the wheel diameter calibration fails. It is necessary to check the calculation process and the pulse counter to determine whether there is a fault and calculation error, and re-calibrate the wheel diameter to reduce the probability of abnormalities in the wheel diameter calibration and improve the accuracy of the wheel diameter calibration.

[0025] The beneficial effects of the present invention are as follows: (1) The present invention uses a double pulse counting method to count the pulse number of the speedometer when the train is running, and analyzes the pulse number of the train at different times and different running positions in the calibration area, uses two pulse counters to count multiple times, generates two ordered pair sets, and then eliminates errors by comparing the differences between the two ordered pair sets, so that higher calibration accuracy can be obtained within a shorter wheel diameter calibration distance; (2) The present invention optimizes the wheel diameter calibration algorithm based on the existing wheel diameter calibration equipment, thereby improving the accuracy of wheel diameter calibration at a shorter calibration distance without changing the wheel diameter calibration equipment. The application is very convenient and the implementation cost is low.

[0026] The above invention content is only an overview of the technical solution of the present invention. In order to more clearly understand the technical means of the present invention, it can be implemented according to the contents of the specification. In order to make the above and other purposes, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Other features, objects and advantages of the present invention will become more apparent by reading the detailed description of non-limiting embodiments made with reference to the following drawings. The drawings are only for the purpose of illustrating preferred embodiments and are not to be considered as limiting the present invention. Also, the same reference symbols are used throughout the drawings to represent the same parts.

[0028] Figure 1 This is a flow chart of a short-distance precise wheel diameter calibration method of the present invention; Figure 2 A schematic diagram showing the calculation of the maximum and minimum values ​​of the wheel diameter of the present invention; Figure 3 It is a schematic diagram of the prior art calculation of the maximum and minimum values ​​of the wheel diameter of the present invention. DETAILED DESCRIPTION

[0029] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific implementation method described herein is only an optimal embodiment of the present invention, which is only used to explain the present invention and does not limit the scope of protection of the present invention. All other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0030] Before discussing the exemplary embodiments in more detail, it should be mentioned that some exemplary embodiments are described as processes or methods depicted as flow charts. Although the flow charts describe the operations (or steps) as sequential processes, many of the operations (or steps) therein can be implemented in parallel, concurrently, or simultaneously. In addition, the order of the operations can be rearranged. The process can be terminated when its operation is completed, but can also have additional steps not included in the drawings; the process can correspond to a method, function, procedure, subroutine, subprogram, etc.

[0031] Example: Figure 1 As shown, in order to solve the problem of low calibration accuracy in the existing wheel diameter calibration technology when the wheel diameter calibration distance is small, this embodiment provides a short-distance precise wheel diameter calibration method, including the following steps: S1: Detect the calibration distance between the first beacon and the second beacon in the target calibration area; synchronously, based on the principle of double pulse counting, collect the pulse number of the speedometer during the train running in real time and save it to obtain a comprehensive pulse count set.

[0032] In this embodiment, based on the principle of double pulse counting, the pulse number of the speedometer during the running of the train is collected in real time and saved to obtain a comprehensive pulse count set, including the following steps: The first pulse counter and the second pulse counter are respectively used to collect the pulse counts of the speedometer during the running of the train to obtain a first pulse count set and a second pulse count set; The first pulse count set and the second pulse count set are saved to obtain a comprehensive pulse count set.

[0033] In this embodiment, in order to obtain a wheel diameter value with higher accuracy in the wheel diameter calibration calculation, it is necessary to increase the wheel diameter calibration distance. However, a longer wheel diameter calibration distance will prolong the calibration time, increase unexpected factors, and reduce the success rate of the wheel diameter calibration. In order to obtain a wheel diameter value with higher accuracy at a shorter calibration distance, two pulse counters are used to collect the pulse counts of the falling edge of the speedometer during the running of the train, to generate a first pulse count set and a second pulse count set. The wheel diameter is calculated using the first pulse count set and the second pulse count set, respectively. The error caused by the beacon sidelobe width is eliminated by comparing the difference between the two pulse count sets, thereby further improving the wheel diameter calibration accuracy within a shorter wheel diameter calibration distance, thereby obtaining a wheel diameter value with higher accuracy.

[0034] S2: the original wheel diameter calculation rule obtains the first original wheel diameter in response to the calibration distance and the first wheel diameter pulse number in the integrated pulse count set; the original wheel diameter calculation rule obtains the second original wheel diameter in response to the calibration distance and the second wheel diameter pulse number in the integrated pulse count set.

[0035] In this embodiment, the first wheel diameter pulse number includes a first calibration pulse number and a second calibration pulse number, wherein the first calibration pulse number is a pulse count at the falling edge of the speedometer collected by the first pulse counter when the train leaves the first beacon reading range; The second calibration pulse number is the pulse count at the rising edge of the speedometer collected by the first pulse counter when the train captures the second beacon for the first time; The second wheel diameter pulse number includes a third calibration pulse number and a fourth calibration pulse number, wherein the third calibration pulse number is a pulse count at the falling edge of the speedometer collected by the second pulse counter when the train leaves the first beacon reading range; The fourth calibration pulse number is the pulse count at the rising edge of the speedometer collected by the second pulse counter when the train captures the second beacon for the first time.

[0036] This embodiment takes into account the width of the beacon sidelobe, that is, the train may read the beacon at any point within the beacon sidelobe width. The beacon sidelobe width will reduce the accuracy of the wheel diameter calibration. The wheel diameter is calculated by calculating the pulse count at the rising edge of the speedometer collected by the pulse counter when the train captures the second beacon for the first time and the pulse count at the falling edge of the speedometer collected by the first pulse counter when the train leaves the reading range of the first beacon. When calculating the wheel diameter, the pulse count value of one beacon reading width can be reduced, thereby reducing one beacon reading width error and improving the wheel diameter calibration accuracy.

[0037] In this embodiment, the original wheel diameter calculation rule obtains the first original wheel diameter in response to the calibration distance and the first wheel diameter pulse number in the comprehensive pulse count set, and the formula is as follows: Where D prawA is the first original wheel diameter, L dc is the calibration distance, C A21 is the second calibration pulse number, C A12 is the first calibration pulse number.

[0038] This embodiment uses the number of pulses collected by the first pulse counter to calculate the original wheel diameter to obtain the first original wheel diameter, which not only reduces the pulse count value of a beacon reading width, thereby reducing a beacon reading width error and improving the wheel diameter calibration accuracy, but can also be compared with the second original wheel diameter calculated using the number of pulses collected by the second pulse counter, thereby eliminating calculation errors and further improving the wheel diameter calculation accuracy.

[0039] In this embodiment, the original wheel diameter calculation rule obtains the second original wheel diameter in response to the calibration distance and the second wheel diameter pulse number in the comprehensive pulse counting set, and the formula is expressed as follows: Where D prawB is the second original wheel diameter, L dc is the calibration distance, C B21 is the fourth calibration pulse number, C B12 is the third calibration pulse number.

[0040] This embodiment uses the number of pulses collected by the second pulse counter to calculate the original wheel diameter to obtain the second original wheel diameter, which not only reduces the pulse count value of a beacon reading width, thereby reducing a beacon reading width error and improving the wheel diameter calibration accuracy, but can also be compared with the first original wheel diameter calculated using the number of pulses collected by the first pulse counter, thereby eliminating calculation errors and further improving the wheel diameter calculation accuracy.

[0041] S3: The running distance calculation rule obtains the first running distance in response to the first original wheel diameter and the first running pulse number in the comprehensive pulse counting set; the running distance calculation rule obtains the second running distance in response to the second original wheel diameter and the second running pulse number in the comprehensive pulse counting set.

[0042] In this embodiment, Figure 2 As shown, C 11 and C 21 represents the pulse count value of the speedometer when the train first captures the first beacon and the second beacon, C12 and C22 represent the pulse count values ​​of the speedometer when the train leaves the reading range of the first beacon and the second beacon, and the first running pulse number is the first starting point pulse number of the speedometer of the first pulse counter in the first pulse counting set when the train starts running and the first current pulse number of the speedometer when the train is currently running; The second running pulse number is the second starting point pulse number of the speedometer of the second pulse counter in the second pulse counting set when the train starts running and the second current pulse number of the speedometer when the train is currently running.

[0043] In order to ensure that the counting deviation of the two pulse counters themselves is within a reasonable range, the two pulse counters need to be calibrated by counting pulses at the same time and at the same place. The number of pulses when counting starts is taken as the starting number of pulses, and the number of pulses at the current running time of the train is taken as the current number of pulses. The current number of pulses and the starting number of pulses of the two pulse counters are compared to determine whether there is a counting error between the two. If the error is too high, the pulse counters are calibrated so that the two pulse counters start working at the same time and the counting error is eliminated. The error caused by the equipment is reduced for the subsequent wheel diameter calibration, thereby improving the wheel diameter calibration accuracy.

[0044] In this embodiment, the running distance calculation rule obtains the first running distance in response to the first original wheel diameter and the first running pulse number in the comprehensive pulse counting set, and the formula is expressed as follows: S opgA =D prawA *|C nowA -C refA | Where S opgA is the first travel distance, C nowA is the first current pulse number, C refA is the first starting point pulse number.

[0045] In this embodiment, since the first original wheel diameter is obtained, and the first original wheel diameter is the distance traveled by one pulse train, since the time of one pulse is short, the distance traveled by the train is also short, and it is difficult to see the difference between the two compared with the second original wheel diameter. In order to facilitate the subsequent calculation of the standard error, the difference between the two needs to be amplified. Therefore, the first original wheel diameter is used as a reference and multiplied by the difference between the first current pulse number and the first starting point pulse number to obtain the first travel distance of the train from the starting point to the current moment. The calculated error in the first original wheel diameter is amplified to facilitate the subsequent comparison with the second pulse count set collected by the second pulse counter to eliminate the error, thereby improving the wheel diameter calibration accuracy.

[0046] In this embodiment, the running distance calculation rule obtains the second running distance in response to the second original wheel diameter and the second running pulse number in the comprehensive pulse counting set, and the formula is expressed as follows: S opgB =D prawB *|C nowB -C refB | Where S opgB is the second travel distance, C nowB is the second current pulse number, C refB is the second starting point pulse number.

[0047] In this embodiment, since the second original wheel diameter is obtained, and the second original wheel diameter is the distance traveled by one pulse train, and since the time of one pulse is short, the distance traveled by the train is also short, it is difficult to see the difference between the two compared with the first original wheel diameter. In order to facilitate the subsequent calculation of the standard error, the difference between the two needs to be amplified. Therefore, the second original wheel diameter is used as a reference and multiplied by the difference between the second current pulse number and the second starting point pulse number to obtain the second travel distance of the train from the starting point to the current moment. The calculated error in the second original wheel diameter is amplified to facilitate the subsequent comparison with the first pulse count set collected by the first pulse counter to eliminate the error, thereby improving the wheel diameter calibration accuracy.

[0048] S4: Standard error calculation rule: In response to the first running distance and the second running distance, a standard error is obtained, and based on the standard error, a train wheel diameter range is obtained and the wheel diameter is calibrated.

[0049] In this embodiment, the standard error calculation rule obtains the standard error in response to the first running distance and the second running distance, and obtains the train wheel diameter range based on the standard error. The formula is expressed as follows: D pmax =D praw *(1+δD) D pmin =D praw *(1-δD) Where D praw is the original wheel diameter of the train, D pmax is the maximum wheel diameter in the maximum wheel diameter scenario during train wheel diameter calibration, D pmin It is the minimum wheel diameter in the minimum wheel diameter scenario during train wheel diameter calibration.

[0050] In this embodiment, the collection error of the first pulse counter and the second pulse counter is amplified, and the standard error is calculated for the first running distance and the second running distance obtained after the amplification to obtain the standard error, wherein the standard error is used to reflect the collection error and the calculation error between the two pulse counters. The smaller the standard error, the higher the accuracy of the wheel diameter calculation, that is, the higher the accuracy of the wheel diameter calibration. If the standard error is too large, the lower the accuracy of the wheel diameter calculation. If it exceeds the set threshold, this algorithm is not used for wheel diameter calibration. The pulse counter is checked and then the wheel diameter is recalibrated. Compared with the existing algorithm, the wheel diameter range obtained by the standard error has higher calibration accuracy within a shorter calibration distance.

[0051] Compared with the prior art, the wheel diameter calibration algorithm of the present embodiment has a wheel diameter calibration accuracy within ±0.5% when the calibration interval is 20 meters with an installation error of 2 cm, a maximum side lobe of 35 cm, a general side lobe of 25 cm, and a wheel diameter calibration accuracy of the prior art algorithm of ±1.3%, thereby significantly improving the wheel diameter calibration accuracy.

[0052] In this embodiment, if the standard error is less than the set error threshold, the wheel diameter calibration is successful, and if the standard error is greater than the set error threshold, the wheel diameter calibration fails.

[0053] This embodiment uses the standard error as the judgment parameter. If the standard error is too large, the error of the surface calculation result is too large, and the wheel diameter calibration fails. It is necessary to check the calculation process and the pulse counter to determine whether there is a fault and calculation error, and re-calibrate the wheel diameter to reduce the probability of abnormalities in the wheel diameter calibration and improve the wheel diameter calibration accuracy.

[0054] This embodiment uses a double pulse counting method to count the number of pulses of the speedometer when the train is running, and analyzes the number of pulses of the train at different times and different running positions in the calibration area. Two pulse counters are used to perform multiple counting to generate two ordered pair sets, and then the error is eliminated by comparing the difference between the two ordered pair sets. This can achieve higher calibration accuracy within a shorter wheel diameter calibration distance.

[0055] It can be seen from the above embodiments that at least the following substantial effects are achieved: (1) The present invention uses a double pulse counting method to count the pulse number of the speedometer when the train is running, and analyzes the pulse number of the train at different times and different running positions in the calibration area. Two pulse counters are used to perform multiple counting to generate two ordered pair sets, and then the error is eliminated by comparing the difference between the two ordered pair sets. This can achieve higher calibration accuracy within a shorter wheel diameter calibration distance. (2) The present invention optimizes the wheel diameter calibration algorithm based on the existing wheel diameter calibration equipment, thereby improving the accuracy of wheel diameter calibration at a shorter calibration distance without changing the wheel diameter calibration equipment. The application is very convenient and the implementation cost is low.

[0056] The specific implementation described above is a preferred implementation of a short-distance precise wheel diameter calibration method of the present invention, and is not intended to limit the specific implementation scope of the present invention. The scope of the present invention includes but is not limited to this specific implementation. All equivalent changes made in accordance with the shape and structure of the present invention are within the protection scope of the present invention.

Claims

1. A short-distance precise wheel diameter calibration method, characterized in that: The following steps are involved: S1, detecting the calibration distance between the first beacon and the second beacon in the target calibration area; synchronously, based on the principle of double pulse counting, collecting the pulse number of the speedometer in the running process of the train in real time and saving it to obtain a comprehensive pulse count set; S2, the original wheel diameter calculation rule obtains the first original wheel diameter in response to the calibration distance and the first wheel diameter pulse number in the integrated pulse count set; the original wheel diameter calculation rule obtains the second original wheel diameter in response to the calibration distance and the second wheel diameter pulse number in the integrated pulse count set; S3, the running distance calculation rule obtains the first running distance in response to the first original wheel diameter and the first running pulse number in the comprehensive pulse counting set; the running distance calculation rule obtains the second running distance in response to the second original wheel diameter and the second running pulse number in the comprehensive pulse counting set; S4. Standard error calculation rule: In response to the first running distance and the second running distance, a standard error is obtained, and based on the standard error, a train wheel diameter range is obtained and the wheel diameter is calibrated.

2. A short-distance precise wheel diameter calibration method according to claim 1, characterized in that: In S1, based on the principle of double pulse counting, the pulse number of the speedometer during the running of the train is collected in real time and saved to obtain a comprehensive pulse counting set, including the following steps: The first pulse counter and the second pulse counter are respectively used to collect the pulse counts of the speedometer during the running of the train to obtain a first pulse count set and a second pulse count set; The first pulse count set and the second pulse count set are saved to obtain a comprehensive pulse count set.

3. A short-distance precise wheel diameter calibration method according to claim 1, characterized in that: The first running pulse number is the first starting point pulse number of the speedometer of the first pulse counter in the first pulse counting set when the train starts running and the first current pulse number of the speedometer when the train is currently running; The second running pulse number is the second starting point pulse number of the speedometer of the second pulse counter in the second pulse counting set when the train starts running and the second current pulse number of the speedometer when the train is currently running.

4. A short-distance precise wheel diameter calibration method according to claim 1, characterized in that: The first wheel diameter pulse number includes a first calibration pulse number and a second calibration pulse number, wherein the first calibration pulse number is a pulse count at the falling edge of the speedometer collected by a first pulse counter when the train leaves the first beacon reading range; The second calibration pulse number is the pulse count at the rising edge of the speedometer collected by the first pulse counter when the train captures the second beacon for the first time; The second wheel diameter pulse number includes a third calibration pulse number and a fourth calibration pulse number, wherein the third calibration pulse number is a pulse count at the falling edge of the speedometer collected by the second pulse counter when the train leaves the first beacon reading range; The fourth calibration pulse number is the pulse count at the rising edge of the speedometer collected by the second pulse counter when the train captures the second beacon for the first time.

5. A short-distance precise wheel diameter calibration method according to claim 1, characterized in that: In S2, the original wheel diameter calculation rule obtains the first original wheel diameter in response to the calibration distance and the first wheel diameter pulse number in the comprehensive pulse counting set, and the formula is expressed as follows: Where D prawA is the first original wheel diameter, L dc is the calibration distance, C A21 is the second calibration pulse number, C A12 is the first calibration pulse number.

6. A short-distance precise wheel diameter calibration method according to claim 1, characterized in that: In S2, the original wheel diameter calculation rule obtains the second original wheel diameter in response to the calibration distance and the second wheel diameter pulse number in the integrated pulse counting set, and the formula is expressed as follows: Where D prawB is the second original wheel diameter, L dc is the calibration distance, C B21 is the fourth calibration pulse number, C B12 is the third calibration pulse number.

7. A short-distance precise wheel diameter calibration method according to claim 1, characterized in that: In S3, the running distance calculation rule obtains the first running distance in response to the first original wheel diameter and the first running pulse number in the comprehensive pulse counting set, and the formula is expressed as follows: S opgA =D prawA *|C nowA -C refA | Where S opgA is the first travel distance, C nowA is the first current pulse number, C refA is the first starting point pulse number.

8. A short-distance precise wheel diameter calibration method according to claim 1, 3 or 6, characterized in that: In S3, the running distance calculation rule obtains the second running distance in response to the second original wheel diameter and the second running pulse number in the comprehensive pulse counting set, and the formula is expressed as follows: S opgB =D prawB *|C nowB -C refB | Where S opgB is the second travel distance, C nowB is the second current pulse number, C refB is the second starting point pulse number.

9. A short-distance precise wheel diameter calibration method according to claim 1 or 7, characterized in that: In S4, the standard error calculation rule obtains the standard error in response to the first running distance and the second running distance, and obtains the train wheel diameter range based on the standard error. The formula is expressed as follows: D pmax =D praw *(1+δD) D pmin =D praw *(1-δD) Where D praw is the original wheel diameter of the train, D pmax is the maximum wheel diameter in the maximum wheel diameter scenario during train wheel diameter calibration, D pmin It is the minimum wheel diameter in the minimum wheel diameter scenario during train wheel diameter calibration.

10. A short-distance precise wheel diameter calibration method according to claim 9, characterized in that: If the standard error is less than the set error threshold, the wheel diameter calibration is successful; if the standard error is greater than the set error threshold, the wheel diameter calibration fails.

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