Wheel diameter correction method and system based on rail gap impact, terminal and medium

Abstract

The invention provides a wheel diameter correction method and system based on rail gap impact, a terminal and a medium, and relates to the technical field of railway vehicle operation safety monitoring, and the method comprises the steps: obtaining sample data obtained by carrying out rotating speed tracking sampling on a non-rotating-speed wheel; calculating a first-order theoretical shaft solidification characteristic spectrum number according to the sample data and the bearing parameters; according to the sample data and the first-order theoretical shaft solidification characteristic spectrum number, bearing type or tread type fault spectral line high-order search is carried out, and an actual fault spectral line is obtained; whether the number of the actual fault spectral lines reaches a preset threshold number is judged, and if yes, the highest-order fault high-order spectral number and the corresponding fault high-order number are determined from the actual fault spectral lines; and the wheel diameter of the rotating speed wheel is obtained, and the wheel diameter of the non-rotating speed wheel is calculated according to the wheel diameter of the rotating speed wheel, the first-order theoretical shaft solidification characteristic spectrum number, the fault high-order spectrum number and the fault high-order number. According to the invention, automatic correction of each wheel diameter of the wheel can be realized.

Description

Technical Field

[0001] The present application relates to the technical field of rail vehicle operation safety monitoring, and in particular to a wheel diameter correction method, system, terminal and medium based on rail gap impact. Background Art

[0002] In the field of rail transit, in order to timely detect the faults of rotating parts such as running gear bearings, gears, treads, etc. and prevent major accidents, many locomotives and vehicles are equipped with running gear online fault monitoring equipment. The monitoring equipment is based on the fault frequency to achieve qualitative diagnosis of bearing, gear, and tread faults. If the wheel is worn, the corresponding fault frequency of the rotating part will also change, which can easily lead to the inability to effectively and timely detect various faults. In the actual operation of the locomotive / vehicle, due to the different materials, wear and tear of each wheel, and the different degree of tread failure, each wheel will be regularly turned and repaired according to the actual state. Due to different turning and repair cycles and different turning and repair depths, the wheel diameters will be inconsistent. At the same time, in order to ensure the comfort of locomotive / vehicle operation, the relevant regulations have certain requirements for the wheel diameter deviation of the same axis, frame and vehicle. However, in the actual operation, the actual deviation of each axis due to turning and repair, wear and tear, etc. is much greater than the specified value.

[0003] In order to solve this problem, a wheel diameter correction method for calculating the deviation of each wheel diameter relative to the speed wheel based on the meshing spectrum is proposed in the invention patent (application number 201710942410.1). However, this method solves the deviation wheel diameter of each axle relative to the speed wheel and cannot obtain the accurate wheel diameter. For example, for an 8-car formation of subway vehicles, 4 of which are power cars and 4 are trailer cars, only the power car has a gearbox (meshing spectrum). Therefore, due to the limitation of the principle of the invention, only the wheel diameter corresponding to the power car can be corrected.

[0004] Therefore, how to solve the automatic correction of each wheel diameter is a technical problem that needs to be solved urgently by those skilled in the art. Summary of the invention

[0005] To solve the above technical problems, the present application provides a wheel diameter correction method based on rail gap impact, which can realize automatic correction of each wheel diameter. The present application also provides a wheel diameter correction system, terminal and medium based on rail gap impact, which have the same technical effects.

[0006] The first objective of the present application is to provide a wheel diameter correction method based on rail gap impact.

[0007] The above-mentioned application objective 1 of the present application is achieved through the following technical solutions: A wheel diameter correction method based on rail gap impact, comprising: Acquire sample data obtained by performing speed tracking sampling on the non-speed wheel, wherein the length of the sample data exceeds the standard track gauge; Calculating the first-order theoretical shaft solidification characteristic spectrum according to the sample data and bearing parameters; According to the sample data and the first-order theoretical shaft solidification characteristic spectrum, a high-order search for fault spectrum lines of bearings or treads is performed to obtain actual fault spectrum lines; Determine whether the number of actual fault spectrum lines reaches a preset threshold number, if so, then: Determine the highest-order fault high-order spectral number and the corresponding fault high-order number from the actual fault spectrum line; The diameter of the speed wheel is obtained, and the diameter of the non-speed wheel is calculated according to the diameter of the speed wheel, the first-order theoretical axis solidification characteristic spectrum, the fault high-order spectrum and the fault high-order number.

[0008] Preferably, in the wheel diameter correction method based on rail gap impact, the calculation formula of the wheel diameter of the non-speed wheel is as follows: D=D1*n*y / x In the formula, D represents the wheel diameter of the non-speed wheel, D1 represents the wheel diameter of the speed wheel, y represents the first-order theoretical axis solidification characteristic spectrum, x represents the fault high-order spectrum, and n represents the fault high-order number.

[0009] Preferably, in the wheel diameter correction method based on rail gap impact, the high-order search of bearing or tread fault spectrum lines is performed according to the sample data and the first-order theoretical shaft solidification characteristic spectrum to obtain the actual fault spectrum line, including: Performing fast Fourier transform on the sample data to obtain frequency domain data; According to the frequency domain data and the first-order theoretical shaft solidification characteristic spectrum, a high-order search for bearing or tread fault spectrum lines is performed to obtain all spectrum lines with maximum values ​​within a preset range from the theoretical fault spectrum line, and the spectrum line with an amplitude greater than the preset amplitude among the spectrum lines with the maximum values ​​is taken as the actual fault spectrum line.

[0010] Preferably, in the wheel diameter correction method based on rail gap impact, the step of obtaining the wheel diameter of the speed wheel includes: According to the sample data, finding the impact cluster and calculating the width of the impact cluster; Determine whether the width of the impact cluster meets the preset requirements. If so, then: The diameter of the speed wheel is calculated according to the width of the impact cluster.

[0011] Preferably, in the wheel diameter correction method based on rail gap impact, assuming that the width of the impact cluster is L, the step of judging whether the width of the impact cluster meets a preset requirement includes: Determine whether L satisfies [S / (π*a)]*N≤L≤[S / (π*b)]*N. If so, it is considered that the width of the impact cluster meets the preset requirement. If not, it is considered that the width of the impact cluster does not meet the preset requirement, wherein S represents the standard track gauge, N represents the number of sample points collected per revolution of the speed tracking, π represents pi, a represents the new wheel diameter, and b represents the minimum usable wheel diameter.

[0012] Preferably, in the wheel diameter correction method based on rail gap impact, the calculation formula of the speed wheel diameter is as follows: D1=S / L*N / π Wherein, D1 represents the diameter of the speed wheel.

[0013] Preferably, in the wheel diameter correction method based on rail gap impact, searching for impact clusters according to the sample data and calculating the width of the impact clusters includes: Searching for the maximum value of the sample data and calculating the mean of the maximum value; From the maximum values ​​of the sample data, select the maximum values ​​whose amplitudes are greater than K*the maximum value mean, and obtain the position sequence numbers of the impacts corresponding to these maximum values, wherein K is a preset parameter with a value greater than 1; According to the order of the position sequence numbers from small to large, the absolute values ​​of the differences between the position sequence numbers of two adjacent shocks are calculated in sequence as the widths of the two adjacent shocks, and it is determined whether the widths of the two adjacent shocks are less than a preset threshold. If so, it is considered that the two adjacent shocks belong to the same shock cluster; if not, it is considered that the two adjacent shocks belong to different shock clusters, so as to determine the shock cluster in the sample data; From the impact clusters of the sample data, any two impact clusters are selected, and the absolute value of the difference between the smallest position sequence numbers in the two impact clusters is calculated as the width of the impact cluster.

[0014] The second object of the present application is to provide a wheel diameter correction system based on rail gap impact.

[0015] The second application objective of the present application is achieved through the following technical solutions: A wheel diameter correction system based on rail gap impact, comprising: An acquisition unit, used for acquiring sample data obtained by performing speed tracking sampling on a non-speed wheel, wherein the length of the sample data exceeds the standard track gauge; A first calculation unit is used to calculate a first-order theoretical shaft solidification characteristic spectrum according to the sample data and bearing parameters; A search unit, used for performing a high-order search for fault spectra of bearings or treads according to the sample data and the first-order theoretical shaft solidification characteristic spectrum to obtain actual fault spectra; A judging unit, used for judging whether the number of the actual fault spectrum lines reaches a preset threshold number; a determination unit, configured to determine the highest-order fault high-order clef and the corresponding fault high-order number from the actual fault spectral lines when the determination unit determines that the number of the actual fault spectral lines reaches a preset threshold number; The second calculation unit is used to obtain the wheel diameter of the speed wheel, and calculate the wheel diameter of the non-speed wheel according to the wheel diameter of the speed wheel, the first-order theoretical axis solidification characteristic spectrum, the fault high-order spectrum and the fault high-order number.

[0016] The third object of the present application is to provide a wheel diameter correction terminal based on rail gap impact.

[0017] The third application objective of this application is achieved through the following technical solutions: A wheel diameter correction terminal based on rail gap impact, comprising: a storage medium and a processor; The storage medium stores computer-executable instructions; The processor executes the computer-executable instructions stored in the storage medium to implement any of the above-mentioned wheel diameter correction methods based on rail gap impact.

[0018] The fourth object of this application is to provide a computer-readable storage medium.

[0019] The fourth application objective of this application is achieved through the following technical solutions: A computer-readable storage medium stores computer-executable instructions, which are used to implement any of the above-mentioned wheel diameter correction methods based on rail gap impact when executed by a processor.

[0020] The above technical scheme obtains sample data by sampling the speed tracking of the non-speed wheel; calculates the first-order theoretical shaft solidification characteristic spectrum according to the sample data and bearing parameters; performs a high-order search for bearing or tread fault spectrum lines according to the sample data and the first-order theoretical shaft solidification characteristic spectrum to obtain actual fault spectrum lines; determines whether the number of actual fault spectrum lines reaches a preset threshold number, and if so: determines the highest-order fault high-order spectrum and the corresponding fault high-order number from the actual fault spectrum lines; obtains the speed wheel diameter, and calculates the non-speed wheel diameter according to the speed wheel diameter, the first-order theoretical shaft solidification characteristic spectrum, the fault high-order spectrum and the fault high-order number.

[0021] In summary, compared with the prior art, the above-mentioned technical scheme can realize automatic correction of the wheel diameters of various wheels by using the impact information of the rail welds collected by the existing running gear monitoring equipment without adding or changing the existing hardware settings, and is not limited to the wheel diameter corresponding to the power car. The correction of the wheel diameter value can effectively ensure the accuracy of the locomotive mileage, kilometer mark calculation, and running gear bearing, gear, and tread fault diagnosis. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0023] Figure 1 It is a schematic flow chart of a wheel diameter correction method based on rail gap impact in an embodiment of the present application; Figure 2 Schematic diagram of waveform of single sample data of tread impact in the embodiment of the present application, wherein (a) is a time domain waveform diagram of sample data, and (b) is a frequency domain waveform diagram of sample data; Figure 3 This is a schematic diagram of the rail weld impact cluster sample data in an embodiment of the present application; Figure 4 This is a structural schematic diagram of a wheel diameter correction system based on rail gap impact in an embodiment of the present application; Figure 5 It is a structural schematic diagram of a wheel diameter correction terminal based on rail gap impact in an embodiment of the present application. DETAILED DESCRIPTION

[0024] In order to enable those skilled in the art to better understand the technical solutions in this application, the technical solutions in the embodiments of this application will be clearly and completely described below. Obviously, the described embodiments are only part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0025] In the embodiments provided in the present application, it should be understood that the disclosed methods and systems can be implemented in other ways. The system embodiments described below are merely schematic. For example, the division of modules is only a logical function division. There may be other division methods in actual implementation, such as: multiple modules or components can be combined, or can be integrated into another system, or some features can be ignored, or not executed. In addition, the coupling, direct coupling, or communication connection between the components shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or modules, which can be electrical, mechanical or other forms.

[0026] It should be understood that the use of "system", "device", "unit" and / or "module" in this application is only a method for distinguishing different components, elements, parts, parts or assemblies at different levels. However, if other words can achieve the same purpose, the word can be replaced by other expressions.

[0027] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, "multiple" and "several" mean two or more, unless otherwise clearly and specifically defined.

[0028] If a flow chart is used in the present application, the flow chart is used to illustrate the operations performed by the system according to the embodiment of the present application. It should be understood that the preceding or following operations are not necessarily performed accurately in order. On the contrary, each step can be processed in reverse order or simultaneously. At the same time, other operations can also be added to these processes, or a certain step or several steps of operations can be removed from these processes.

[0029] It should also be noted that, in this article, terms such as "comprises", "includes" or any other variations thereof are intended to cover non-exclusive inclusion, so that an article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such articles or devices. In the absence of more restrictions, the elements defined by the sentence "comprises a ..." do not exclude the existence of other identical elements in the article or device including the above elements.

[0030] The embodiments of the present application are written in a progressive manner.

[0031] like Figure 1 As shown, an embodiment of the present application provides a wheel diameter correction method based on rail gap impact, comprising: S101. Obtaining sample data obtained by performing speed tracking sampling on a non-speed wheel, wherein the length of the sample data exceeds the standard track gauge; In S101, specifically, the speed wheel refers to the wheel axle installed with a speed sensor. Generally, a vehicle or a car section has only one wheel axle installed with a speed sensor; the non-speed wheel refers to the wheel axle without a speed wheel installed; the speed tracking sampling can be implemented according to the existing technology (such as: the scheme of the invention patent with application number 201010169783.8), that is, the collection equipment collects a fixed number of points at equal angles per circle according to the speed of the speed wheel; the rail gap refers to the fact that on ordinary lines, rails are usually laid with standard lengths (the standard lengths of rails in China are 12.5m and 25m) of rails, and these rails are connected. In order to ensure that the rails can expand and contract freely when the temperature changes, a certain gap will be reserved at the rail joints during construction.

[0032] Among them, the sample data collected by speed tracking requires that the length must exceed the standard track gauge. Taking the standard track gauge of 25m as an example, the wheel diameter of most subways is about 840mm, and the minimum number of circles should be n≥25 / (π*0.84), where π is the ratio of pi, that is, more than 9.5 circles. When there are obvious track gaps on the track, in order to ensure that each sample has obvious track gap impact information, the number of sampling circles is preferably more than 2 times the standard track gauge, then the number of collection circles n≥50 / (π*0.84), that is, n≥19 circles or more. Of course, different standard track gauges and different wheel diameter values ​​require different numbers of circles, and this application is not limited to this.

[0033] S102. Calculate the first-order theoretical shaft curing characteristic spectrum according to the sample data and bearing parameters; In S102, since the speed tracking sampling uses the speed pulse signal of the speed wheel, that is, the linear speed of the non-speed wheel is the same as that of the speed wheel, at the same linear speed, the angular velocity of each wheel will be inconsistent due to the deviation of the wheel diameter (that is, the angular velocity of the small wheel diameter is larger), so the angular phase of the trigger sampling is not equal, resulting in more rotations corresponding to the small wheel diameter and fewer rotations corresponding to the large wheel diameter under the same number of sampling points (such as the standard rotation frequency is 20.48 spectrum, then the rotation frequency spectrum of the small wheel diameter will be greater than 20.48 spectrum). If the speed of wheel rotation changes, the corresponding fault frequency will be different from the theoretical frequency. Based on this principle, the calculation of the wheel diameter of the non-speed wheel can be realized.

[0034] Specifically, the existing spectrum solidification analysis method can be used to calculate the first-order theoretical shaft solidification characteristic spectrum according to the sample data and bearing parameters. For example, the fault characteristic frequency is calculated according to the bearing parameters; then the first-order theoretical shaft solidification characteristic spectrum is calculated according to the fault characteristic frequency and sample data. Among them, the fault characteristic frequency is The rotation speed tracking solidifies the characteristic spectral number for: ; In the formula, is the speed frequency, is the sample data length, is the sampling frequency multiplication factor. With sampling frequency The relationship is: with speed frequency of Double the pulse, replacing the astronomical clock cycle sampling frequency ,Right now So there is Then, the characteristic frequencies of various faults can be calculated. Corresponding characteristic clef , that is, the characteristic frequencies of various faults The corresponding first-order theoretical axis solidification characteristic spectrum.

[0035] Among them, the fault characteristic frequency It can be the characteristic frequency of the cage hitting the outer ring failure , characteristic frequency of cage hitting inner ring failure , outer loop fault characteristic frequency , inner loop fault characteristic frequency , roller single (end) fault characteristic frequency and roller double (periodic) fault characteristic frequency The specific calculation formula is as follows: ; ; ; ; ; ; In the formula, D0 represents the bearing median diameter, d represents the roller diameter, A represents the roller contact angle, and Z represents the number of rolling elements. Indicates the speed frequency.

[0036] S103. According to the sample data and the first-order theoretical shaft solidification characteristic spectrum, a high-order search for the fault spectrum of the bearing or tread is performed to obtain the actual fault spectrum; In S103, specifically, in order to further confirm whether there is tread or bearing fault impact information in the sample data, the existing fault high-order spectrum line search method can be used to perform a high-order search for bearing or tread fault spectrum lines based on the sample data and the first-order theoretical shaft solidification characteristic spectrum to obtain the actual fault spectrum line.

[0037] In some embodiments, one implementation of this step specifically includes: S1031. Perform fast Fourier transform on the sample data to obtain frequency domain data; S1032. Perform a high-order search for bearing or tread fault spectra based on the frequency domain data and the first-order theoretical shaft solidification characteristic spectrum to obtain all spectrum lines with maximum values ​​within a preset range from the theoretical fault spectrum line, and take the spectrum line with an amplitude greater than the preset amplitude among the maximum spectrum lines as the actual fault spectrum line.

[0038] Specifically, according to the frequency domain data and the first-order theoretical shaft solidification characteristic spectrum, the actual fault spectrum and its high-order spectrum of the bearing type (including the outer ring, the inner ring, the single roller, and the double roller) are searched in sequence, or the actual fault spectrum and its high-order spectrum of the tread type are searched in sequence to obtain the actual fault spectrum line of the bearing type, or the actual fault spectrum line of the tread type. The search method is specifically to search for the spectrum line with the maximum value within a preset range from the theoretical fault spectrum line. When the amplitude of the spectrum line of the maximum value is greater than the preset amplitude, the spectrum line of the maximum value is considered to be the actual fault spectrum line of the tread type or the bearing type. Among them, the theoretical fault spectrum line includes the first-order fault spectrum line and its high-order spectrum line of the bearing type or the tread type. The preset range and preset amplitude can be set based on actual needs, and this application does not limit this.

[0039] S104. Determine whether the number of actual fault spectrum lines reaches a preset threshold number. If so, execute S105; In S104, specifically, when the number of actual fault spectra (including 1st order and its higher order) searched for bearing or tread reaches a preset threshold number, it is considered that there is bearing or tread impact information in the sample data, wherein the preset threshold number can be set based on actual needs, and this application does not limit this. Figure 2 As shown, the first-order theoretical axial solidification characteristic spectrum of the tread class is 20.48, and the actual fault spectrum of the tread class searched is [19, 38, 173, 192, 577].

[0040] S105. Determine the highest-order fault high-order clef and the corresponding fault high-order number from the actual fault spectrum; In S105, specifically, when it is determined that the number of actual fault characteristic spectral lines reaches a preset threshold number, the highest-order fault high-order spectral sign and the fault high-order number corresponding to the highest-order fault high-order spectral sign can be determined from the actual fault characteristic spectral lines. Figure 2 As shown, the sample data is a single sample data of tread impact. In the frequency domain waveform, the highest order of tread fault is 30, and the highest order fault high-order spectral number is 577.

[0041] S106. Obtain the diameter of the speed wheel, and calculate the diameter of the non-speed wheel according to the diameter of the speed wheel, the first-order theoretical shaft solidification characteristic spectrum, the fault high-order spectrum and the fault high-order number.

[0042] In S106, specifically, the existing speed wheel diameter calculation method can be used to obtain the speed wheel diameter. When the highest-order fault high-order clef is x, its corresponding fault high-order number is n, the speed wheel diameter is D1, and the calculation formula of the real wheel diameter D of the non-speed wheel is as follows: D=D1*n*y / x, so as to realize the automatic correction of each wheel diameter. Figure 2 As shown, assuming that the speed wheel diameter is 784mm, the sample data is a single sample data of tread impact, the first-order theoretical shaft solidification characteristic spectrum of the tread type is 20.48, the highest order of tread fault in the frequency domain waveform is 30th order, the highest order fault high-order spectrum is 577, and the non-speed wheel diameter D=784*30*20.48 / 577=834.8mm.

[0043] In the above-mentioned embodiment, sample data is obtained by sampling the speed tracking of the non-speed wheel; the first-order theoretical shaft solidification characteristic spectrum is calculated according to the sample data and the bearing parameters; a high-order search for fault spectra of the bearing type or the tread type is performed according to the sample data and the first-order theoretical shaft solidification characteristic spectrum to obtain the actual fault spectrum; it is determined whether the number of actual fault spectrum lines reaches a preset threshold number, and if so: the highest-order fault high-order spectrum and the corresponding fault high-order number are determined from the actual fault spectrum lines; the speed wheel diameter is obtained, and the non-speed wheel diameter is calculated according to the speed wheel diameter, the first-order theoretical shaft solidification characteristic spectrum, the fault high-order spectrum and the fault high-order number.

[0044] In summary, compared with the prior art, the above-mentioned embodiment can realize automatic correction of the wheel diameters of the wheels by using the impact information of the rail welds collected by the existing running gear monitoring equipment without adding or changing the existing hardware settings, and is not limited to the wheel diameter corresponding to the power car. The correction of the wheel diameter value can effectively ensure the accuracy of the locomotive mileage, kilometer mark calculation, and running gear bearing, gear, and tread fault diagnosis.

[0045] In other embodiments of the present application, one implementation of the step of obtaining the diameter of the speed wheel specifically includes: S201. Find the impact cluster according to the sample data and obtain the width of the impact cluster; In S201, specifically, the rail crack impact information is found according to the sample data. This type of data is mostly expressed as large impact clusters. First, the large impact clusters in the sample data are found, and then the width points of the impact clusters are calculated to obtain the width of the impact clusters. One implementation of this step specifically includes: S2011. Search for the maximum value of the sample data and calculate the mean of the maximum value; In S2011, specifically, let the sample data be data, search for the maximum value in data, and calculate the mean of the maximum values, which is recorded as mean.

[0046] S2012. Select the maximum values ​​whose amplitude is greater than the mean of K*maximum values ​​from the maximum values ​​of the sample data, and obtain the position sequence numbers of the impacts corresponding to these maximum values; In S2012, specifically, find out the maximum values ​​greater than K*mean among the maximum values, and obtain the position sequence number local of the impact corresponding to this part of the maximum values, where K is a preset parameter with a value greater than 1, and K in this embodiment can be 5; S2013. Calculate the absolute value of the difference between the position sequence numbers of two adjacent shocks in order from small to large, as the width of the two adjacent shocks, and determine whether the width of the two adjacent shocks is less than a preset threshold. If so, it is considered that the two adjacent shocks belong to the same shock cluster, otherwise, it is considered that the two adjacent shocks belong to different shock clusters, so as to determine the shock cluster in the sample data; In S2013, specifically, in the order of position serial number loacl from small to large, the absolute value of the difference between the position serial numbers of two adjacent impacts is calculated in turn as the width of the two adjacent impacts. When the width of the two adjacent impacts is less than the preset threshold Threshold, the two adjacent impacts are considered to belong to the same impact cluster. When the width of the two adjacent impacts is greater than or equal to the preset threshold Threshold, the two adjacent impacts are considered to belong to different impact clusters. In this way, the impact cluster in the sample data is determined, wherein the prediction threshold can be set based on actual needs, and the number of impact clusters is not less than 2.

[0047] S2014. Select any two impact clusters from the impact clusters of the sample data, and calculate the absolute value of the difference between the smallest position sequence numbers in the two impact clusters as the width of the impact cluster.

[0048] In S2014, specifically, Figure 3Taking the impact cluster sample data shown as an example, the preset threshold Threshold = 15, the position sequence number loacl is: [1598, 1601, 1608, 1611, 1622, 3628, 3641, 3632], then the number of impact clusters is 2, respectively: [1598, 1601, 1608, 1611, 1622] and [3628, 3641, 3632]. Take the two smallest position sequence numbers in these two impact clusters, respectively [1598, 3628], then the width of the impact cluster |1598-3628| = 2030. It should be noted that when the number of impact clusters of the sample data is greater than 2, the width of the impact cluster calculated at this time can also be multiple.

[0049] S202. Determine whether the width of the impact cluster meets the preset requirements. If so, execute S203; In S202, specifically, let the width of the impact cluster be L, and determine whether L satisfies [S / (π*a)]*N≤L≤[S / (π*b)]*N. If so, it is considered that the width of the impact cluster meets the preset requirements. If not, it is considered that the width of the impact cluster does not meet the preset requirements, wherein S represents the standard track gauge, N represents the number of sample points collected per revolution of the speed tracking, such as 200 points are collected for each revolution of the wheel, then N=200, i.e., one point is collected for every 0.9° revolution of the wheel, π represents pi, a represents the diameter of the new wheel, and b represents the minimum usable wheel diameter.

[0050] Assume that the diameter a of the new wheel is 840 mm and the minimum usable wheel diameter b is 760 mm. When the width L of the impact cluster satisfies [S / (π*0.84)]*N≤L≤[S / (π*0.76)]*N, it is considered that the impact cluster meets the requirements, and then the next step is executed; if it is determined that the width of the impact cluster does not meet the preset requirements, the process can be terminated.

[0051] S203. Calculate the diameter of the speed wheel according to the width of the impact cluster.

[0052] In S203, specifically, after confirming the impact cluster, the speed wheel diameter is calculated, because the speed wheel speed is used for data collection during speed tracking sampling, and the length of the rail is fixed. Within the fixed length, the number of wheel rotations is inversely proportional to the wheel diameter, that is, the calculation formula of the speed wheel diameter is: D1=S / L*N / π, where D1 represents the speed wheel diameter. Figure 3Taking the impact cluster sample data shown as an example, the distance between the two rail weld impact clusters is 2030 points (the number of points collected in one circle is 200), N=200, S=25000mm, and the calculated speed wheel diameter D1=25000 / 2030*200 / π=784mm. It should be noted that when there are multiple widths L of the impact cluster that meet the preset conditions, the speed wheel diameter can be calculated according to the multiple Ls respectively, and then compared with the historical calculated value of the speed wheel diameter to determine the final speed wheel diameter; for example, the speed wheel diameter calculated within a period of time is taken as the final speed wheel diameter.

[0053] In this embodiment, the diameter of the speed wheel is accurately calculated according to the width of the impact cluster, so as to perform subsequent calculation of the diameter of the non-speed wheel, thereby realizing automatic correction of the diameters of the wheels.

[0054] like Figure 4 As shown, in another embodiment of the present application, a wheel diameter correction system based on rail gap impact is also provided, comprising: An acquisition unit 10 is used to acquire sample data obtained by performing speed tracking sampling on a non-speed wheel, wherein the length of the sample data exceeds the standard track gauge; The first calculation unit 11 is used to calculate the first-order theoretical shaft solidification characteristic spectrum according to the sample data and the bearing parameters; A search unit 12 is used to perform a high-order search for fault spectra of bearings or treads based on sample data and a first-order theoretical shaft solidification characteristic spectrum to obtain an actual fault spectrum; A judging unit 13 is used to judge whether the number of actual fault spectrum lines reaches a preset threshold number; The determination unit 14 is used to determine the highest-order fault high-order spectral number and the corresponding fault high-order number from the actual fault spectral line when the determination unit 13 determines that the number of actual fault spectral lines reaches a preset threshold number; The second calculation unit 15 is used to obtain the diameter of the speed wheel, and calculate the diameter of the non-speed wheel according to the diameter of the speed wheel, the first-order theoretical shaft solidification characteristic spectrum, the fault high-order spectrum and the fault high-order number.

[0055] In other embodiments of the present application, the calculation formula of the non-speed wheel diameter is as follows: D=D1*n*y / x Where D represents the diameter of the non-speed wheel, D1 represents the diameter of the speed wheel, y represents the first-order theoretical axis solidification characteristic spectrum, x represents the fault high-order spectrum, and n represents the fault high-order number.

[0056] In other embodiments of the present application, when the search unit 12 performs a high-order search for fault spectra of bearings or treads based on sample data and the first-order theoretical shaft solidification characteristic spectrum to obtain actual fault spectra, it is specifically used to: Perform fast Fourier transform on the sample data to obtain frequency domain data; According to the frequency domain data and the first-order theoretical shaft solidification characteristic spectrum, a high-order search for bearing or tread fault spectrum lines is performed to obtain all spectrum lines with maximum values ​​within a preset range from the theoretical fault spectrum line, and the spectrum lines with amplitudes greater than the preset amplitude among the maximum spectrum lines are taken as actual fault spectrum lines.

[0057] In other embodiments of the present application, the second calculation unit 15, when executing the acquisition of the wheel diameter of the speed wheel, is specifically used to: According to the sample data, find the impact cluster and calculate the width of the impact cluster; Determine whether the width of the impact cluster meets the preset requirements. If so, then: The diameter of the speed wheel is calculated based on the width of the impact cluster.

[0058] In other embodiments of the present application, assuming that the width of the impact cluster is L, the second calculation unit 15, when determining whether the width of the impact cluster meets the preset requirement, is specifically used to: Determine whether L satisfies [S / (π*a)]*N≤L≤[S / (π*b)]*N. If so, it is considered that the width of the impact cluster meets the preset requirements. If not, it is considered that the width of the impact cluster does not meet the preset requirements, where S represents the standard track gauge, N represents the number of sample points collected per circle of speed tracking, π represents pi, a represents the new wheel diameter, and b represents the minimum usable wheel diameter.

[0059] In other embodiments of the present application, the calculation formula of the wheel diameter of the speed wheel is as follows: D1=S / L*N / π Where D1 represents the diameter of the speed wheel.

[0060] In other embodiments of the present application, the second calculation unit 15, when searching for the impact cluster according to the sample data and calculating the width of the impact cluster, is specifically used to: Search for the maximum value of the sample data and calculate the mean of the maximum value; From the maximum values ​​of the sample data, select the maximum values ​​whose amplitudes are greater than K*the average of the maximum values, and obtain the position sequence numbers of the impacts corresponding to these maximum values, where K is a preset parameter with a value greater than 1; According to the order of position serial numbers from small to large, the absolute value of the difference between the position serial numbers of two adjacent shocks is calculated in sequence as the width of the two adjacent shocks, and it is determined whether the width of the two adjacent shocks is less than a preset threshold. If so, it is considered that the two adjacent shocks belong to the same shock cluster, otherwise, it is considered that the two adjacent shocks belong to different shock clusters, so as to determine the shock cluster in the sample data; From the impact clusters of the sample data, select any two impact clusters, and calculate the absolute value of the difference between the smallest position sequence numbers in the two impact clusters as the width of the impact cluster.

[0061] like Figure 5 As shown, in another embodiment of the present application, a wheel diameter correction terminal based on rail gap impact is also provided, comprising: a storage medium 20 and a processor 21; The storage medium 20 stores computer-executable instructions; The processor 21 executes the computer-executable instructions stored in the storage medium 20 to implement any of the above-mentioned wheel diameter correction methods based on rail gap impact.

[0062] Among them, the processor 21 may include one or more processing cores. The processor 21 executes various functions and processes data of the present application by running or executing instructions, programs, code sets or instruction sets stored in the storage medium 20, calling data stored in the storage medium 20. The processor 21 can be at least one of a special application integrated circuit, a digital signal processor, a digital signal processing device, a programmable logic device, a field programmable gate array, a central processing unit, a controller, a microcontroller and a microprocessor. It can be understood that for different devices, the electronic device used to implement the functions of the above-mentioned processor 21 can also be other.

[0063] The storage medium 20 may be used to store instructions, programs, codes, code sets or instruction sets. The storage medium 20 may include a program storage area and a data storage area, wherein the program storage area may store instructions for implementing an operating system, instructions for at least one function, and instructions for implementing any of the above-mentioned wheel diameter correction methods based on rail gap impact, etc.; the data storage area may store data involved in any of the above-mentioned wheel diameter correction methods based on rail gap impact, etc.

[0064] In another embodiment of the present application, a computer-readable storage medium is provided, in which computer-executable instructions are stored. When the computer-executable instructions are executed by a processor, they are used to implement any of the above-mentioned wheel diameter correction methods based on rail gap impact.

[0065] The computer-readable storage medium may be any medium that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory, a random access memory, or a CD.

[0066] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A wheel diameter correction method based on rail gap impact, characterized in that: include: Acquire sample data obtained by performing speed tracking sampling on the non-speed wheel, wherein the length of the sample data exceeds the standard track gauge; Calculating the first-order theoretical shaft solidification characteristic spectrum according to the sample data and bearing parameters; According to the sample data and the first-order theoretical shaft solidification characteristic spectrum, a high-order search for fault spectrum lines of bearings or treads is performed to obtain actual fault spectrum lines; Determine whether the number of actual fault spectrum lines reaches a preset threshold number, if so, then: Determine the highest-order fault high-order spectral number and the corresponding fault high-order number from the actual fault spectrum line; The diameter of the speed wheel is obtained, and the diameter of the non-speed wheel is calculated according to the diameter of the speed wheel, the first-order theoretical axis solidification characteristic spectrum, the fault high-order spectrum and the fault high-order number.

2. The method according to claim 1, characterized in that The calculation formula of the non-speed wheel diameter is as follows: D=D1*n*y / x In the formula, D represents the wheel diameter of the non-speed wheel, D1 represents the wheel diameter of the speed wheel, y represents the first-order theoretical axis solidification characteristic spectrum, x represents the fault high-order spectrum, and n represents the fault high-order number.

3. The method according to claim 1, characterized in that The method of performing a high-order search for fault spectra of bearings or treads based on the sample data and the first-order theoretical shaft solidification characteristic spectrum to obtain actual fault spectra includes: Performing fast Fourier transform on the sample data to obtain frequency domain data; According to the frequency domain data and the first-order theoretical shaft solidification characteristic spectrum, a high-order search for bearing or tread fault spectrum lines is performed to obtain all spectrum lines with maximum values ​​within a preset range from the theoretical fault spectrum line, and the spectrum line with an amplitude greater than the preset amplitude among the spectrum lines with the maximum values ​​is taken as the actual fault spectrum line.

4. The method according to claim 1, characterized in that The step of obtaining the diameter of the speed wheel comprises: According to the sample data, finding the impact cluster and calculating the width of the impact cluster; Determine whether the width of the impact cluster meets the preset requirements. If so, then: The diameter of the speed wheel is calculated according to the width of the impact cluster.

5. The method as claimed in claim 4, characterized in that Assuming that the width of the impact cluster is L, the step of determining whether the width of the impact cluster meets a preset requirement includes: Determine whether L satisfies [S / (π*a)]*N≤L≤[S / (π*b)]*N. If so, it is considered that the width of the impact cluster meets the preset requirement. If not, it is considered that the width of the impact cluster does not meet the preset requirement, wherein S represents the standard track gauge, N represents the number of sample points collected per revolution of the speed tracking, π represents pi, a represents the new wheel diameter, and b represents the minimum usable wheel diameter.

6. The method according to claim 5, characterized in that The calculation formula of the wheel diameter of the speed wheel is as follows: D1=S / L*N / π Wherein, D1 represents the diameter of the speed wheel.

7. The method as claimed in claim 4, characterized in that The step of searching for an impact cluster according to the sample data and calculating the impact cluster width includes: Searching for the maximum value of the sample data and calculating the mean of the maximum values; From the maximum values ​​of the sample data, select the maximum values ​​whose amplitudes are greater than K*the maximum value mean, and obtain the position sequence numbers of the impacts corresponding to these maximum values, wherein K is a preset parameter with a value greater than 1; According to the order of the position sequence numbers from small to large, the absolute values ​​of the differences between the position sequence numbers of two adjacent shocks are calculated in sequence as the widths of the two adjacent shocks, and it is determined whether the widths of the two adjacent shocks are less than a preset threshold. If so, it is considered that the two adjacent shocks belong to the same shock cluster; if not, it is considered that the two adjacent shocks belong to different shock clusters, so as to determine the shock cluster in the sample data; From the impact clusters of the sample data, any two impact clusters are selected, and the absolute value of the difference between the smallest position sequence numbers in the two impact clusters is calculated as the width of the impact cluster.

8. A wheel diameter correction system based on rail gap impact, characterized in that: include: An acquisition unit, used for acquiring sample data obtained by performing speed tracking sampling on a non-speed wheel, wherein the length of the sample data exceeds the standard track gauge; A first calculation unit is used to calculate a first-order theoretical shaft solidification characteristic spectrum according to the sample data and bearing parameters; A search unit, used for performing a high-order search for fault spectra of bearings or treads according to the sample data and the first-order theoretical shaft solidification characteristic spectrum to obtain actual fault spectra; A judging unit, used for judging whether the number of the actual fault spectrum lines reaches a preset threshold number; a determination unit, configured to determine the highest-order fault high-order clef and the corresponding fault high-order number from the actual fault spectral lines when the determination unit determines that the number of the actual fault spectral lines reaches a preset threshold number; The second calculation unit is used to obtain the wheel diameter of the speed wheel, and calculate the wheel diameter of the non-speed wheel according to the wheel diameter of the speed wheel, the first-order theoretical axis solidification characteristic spectrum, the fault high-order spectrum and the fault high-order number.

9. A wheel diameter correction terminal based on rail gap impact, characterized in that: include: Storage media and processors; The storage medium stores computer-executable instructions; The processor executes the computer-executable instructions stored in the storage medium to implement the method according to any one of claims 1 to 7.

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

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