A wheel diameter correction method and system based on rail joint impact, a terminal and a medium

Abstract

The application provides a wheel diameter correction method and system based on rail joint impact, a terminal and a medium, and relates to the technical field of rail vehicle operation safety monitoring. The method comprises the following steps: obtaining sample data obtained by performing speed tracking sampling on a non-speed wheel; calculating a first-order theoretical shaft solidification characteristic spectrum number according to the sample data and bearing parameters; performing high-order search on bearing or tread class fault spectrum lines according to the sample data and the first-order theoretical shaft solidification characteristic spectrum number to obtain actual fault spectrum lines; judging whether the number of the actual fault spectrum lines reaches a preset threshold number, and if yes, determining a highest-order fault high-order spectrum number and a corresponding fault high-order number from the actual fault spectrum lines; obtaining a wheel diameter of the speed wheel, and calculating a wheel diameter of the non-speed wheel according to the wheel diameter of the speed wheel, the first-order theoretical shaft solidification characteristic spectrum number, the fault high-order spectrum number and the fault high-order number. The application can realize automatic correction of wheel diameters of vehicle wheels.

Description

TECHNICAL FIELD

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

[0002] In the field of rail transit, in order to timely find the faults of rotating parts such as bearings, gears and treads of the running gear, and prevent major accidents, many locomotives and vehicles are equipped with online fault monitoring equipment of the running gear. The monitoring equipment is based on fault frequency to realize qualitative diagnosis of the faults of bearings, gears and treads. If the wheels are worn, the fault frequency of the rotating parts will also change, thereby it is easy to cause that various faults cannot be effectively and timely found. In the actual operation of the locomotive / vehicle, due to different wheel materials, different wear and different fault degrees of the treads, the wheels are regularly reconditioned according to the actual state of the wheels. Due to different reconditioning periods and different reconditioning depths, the wheel diameters of the wheels are inconsistent. At the same time, in order to ensure the comfort of the operation of the locomotive / vehicle, the relevant regulations have certain requirements for the wheel diameter deviation of the wheels on the same shaft, the same frame and the same vehicle. However, in the actual operation process, the actual deviation of the wheels is far greater than the specified value due to reconditioning, wear and other reasons.

[0003] In order to solve the problem, the invention patent (application number 201710942410.1) proposes a wheel diameter correction method for calculating the wheel diameter deviation of each wheel relative to the rotating speed wheel based on the meshing spectrum. However, the method solves the deviation wheel diameter of each shaft relative to the rotating speed wheel, and cannot obtain the accurate wheel diameter. For example, for the 8-formation of the metro vehicle, 4 sections of the power car and 4 sections of the trailer, only the power car has the gear box (meshing spectrum). Therefore, due to the limitation of the principle of the invention, only the wheel diameter of the power car can be corrected.

[0004] Therefore, how to solve the automatic correction of the wheel diameters of the wheels is a technical problem to be solved by the person skilled in the art at present. SUMMARY

[0005] In order to solve the above technical problem, the present application provides a wheel diameter correction method based on rail joint impact, which can realize the automatic correction of the wheel diameters of the wheels. The present application also provides a wheel diameter correction system, terminal and medium based on rail joint impact, which have the same technical effect.

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

[0007] The above application object of the present application is achieved by the following technical scheme:

[0008] A wheel diameter correction method based on rail joint impact, comprising:

[0009] obtaining sample data obtained by performing speed tracking sampling on the non-rotating wheel, wherein a length of the sample data exceeds a standard gauge;

[0010] calculating a first-order theoretical shaft solidification characteristic spectrum number according to the sample data and bearing parameters;

[0011] performing bearing type or tread type fault spectrum line high-order search according to the sample data and the first-order theoretical shaft solidification characteristic spectrum number to obtain an actual fault spectrum line;

[0012] determining whether a number of the actual fault spectrum lines reaches a preset threshold number, and if so,

[0013] determining a highest-order fault high-order spectrum number and a corresponding fault high-order number from the actual fault spectrum lines;

[0014] obtaining a rotating wheel diameter, and calculating the non-rotating wheel diameter according to the rotating wheel diameter, the first-order theoretical shaft solidification characteristic spectrum number, the fault high-order spectrum number and the fault high-order number.

[0015] Preferably, in the wheel diameter correction method based on rail joint impact, a calculation formula of the non-rotating wheel diameter is as follows:

[0016] D = D1 * n * y / x

[0017] wherein D represents the non-rotating wheel diameter, D1 represents the rotating wheel diameter, y represents the first-order theoretical shaft solidification characteristic spectrum number, x represents the fault high-order spectrum number, and n represents the fault high-order number.

[0018] Preferably, in the wheel diameter correction method based on rail joint impact, the performing bearing type or tread type fault spectrum line high-order search according to the sample data and the first-order theoretical shaft solidification characteristic spectrum number to obtain an actual fault spectrum line comprises:

[0019] performing fast Fourier transform on the sample data to obtain frequency domain data;

[0020] performing bearing type or tread type fault spectrum line high-order search according to the frequency domain data and the first-order theoretical shaft solidification characteristic spectrum number to obtain all spectrum lines with a maximum value within a preset range from a theoretical fault spectrum line, and taking spectrum lines with an amplitude greater than a preset amplitude in the maximum value spectrum lines as the actual fault spectrum lines.

[0021] Preferably, in the wheel diameter correction method based on rail joint impact, the obtaining of the rotating wheel diameter comprises:

[0022] finding an impact cluster according to the sample data and calculating a width of the impact cluster;

[0023] judging whether the width of the impact cluster meets preset requirements, if yes, then:

[0024] calculating the wheel diameter of the tachometer wheel according to the width of the impact cluster.

[0025] Preferably, in the wheel diameter correction method based on rail joint impact, the width of the impact cluster is L, and the judging whether the width of the impact cluster meets preset requirements comprises:

[0026] judging whether L meets [S / (π*a)]*N≤L≤[S / (π*b)]*N, if yes, then considering that the width of the impact cluster meets preset requirements, if not, then considering that the width of the impact cluster does not meet preset requirements, wherein S represents standard gauge, N represents the number of sample points collected by the tachometer wheel per circle, π represents the ratio of a circle, a represents the diameter of a new wheel, and b represents the minimum wheel diameter.

[0027] Preferably, in the wheel diameter correction method based on rail joint impact, the calculation formula of the wheel diameter of the tachometer wheel is as follows:

[0028] D1=S / L*N / π

[0029] In the formula, D1 represents the wheel diameter of the tachometer wheel.

[0030] Preferably, in the wheel diameter correction method based on rail joint impact, the searching for an impact cluster and calculating the width of the impact cluster according to the sample data comprises:

[0031] searching for the maximum value of the sample data and calculating the average value of the maximum value;

[0032] selecting the maximum value with an amplitude greater than K*the average value of the maximum value from the maximum value of the sample data, and obtaining the position serial number of the impact corresponding to the maximum value, wherein K is a preset parameter with a value greater than 1;

[0033] in the order from small to large of the position serial number, calculating the absolute value of the difference between the position serial numbers of two adjacent impacts as the width of the two adjacent impacts, and judging whether the width of the two adjacent impacts is less than a preset threshold, if yes, considering that the two adjacent impacts belong to the same impact cluster, if not, considering that the two adjacent impacts belong to different impact clusters, so as to determine the impact cluster in the sample data;

[0034] selecting any two impact clusters from the impact cluster of the sample data, and calculating the absolute value of the difference between the minimum position serial numbers of the two impact clusters as the width of the impact cluster.

[0035] The second object of the application is to provide a wheel diameter correction system based on rail joint impact.

[0036] The second application purpose of the present application is achieved by the following technical scheme.

[0037] A wheel diameter correction system based on rail joint impact, comprising:

[0038] An acquisition unit is configured to acquire sample data obtained by performing speed tracking sampling on a non-speed wheel, wherein the length of the sample data exceeds a standard gauge;

[0039] A first calculation unit is configured to calculate a first-order theoretical shaft solidification characteristic spectrum number based on the sample data and bearing parameters;

[0040] A searching unit is configured to perform high-order searching of bearing class or tread class fault spectrum lines based on the sample data and the first-order theoretical shaft solidification characteristic spectrum number to obtain actual fault spectrum lines;

[0041] A judging unit is configured to judge whether the number of the actual fault spectrum lines reaches a preset threshold number;

[0042] A determining unit is configured to determine a highest-order fault high-order spectrum number and a corresponding fault high-order number from the actual fault spectrum lines when the judging unit judges that the number of the actual fault spectrum lines reaches the preset threshold number;

[0043] A second calculation unit is configured to acquire a speed wheel diameter and calculate the non-speed wheel diameter based on the speed wheel diameter, the first-order theoretical shaft solidification characteristic spectrum number, the fault high-order spectrum number and the fault high-order number.

[0044] The third application purpose of the present application is to provide a wheel diameter correction terminal based on rail joint impact.

[0045] The third application purpose of the present application is achieved by the following technical scheme.

[0046] A wheel diameter correction terminal based on rail joint impact, comprising a storage medium and a processor;

[0047] The storage medium stores computer execution instructions;

[0048] The processor executes the computer execution instructions stored in the storage medium to implement the wheel diameter correction method based on rail joint impact as described in any of the above.

[0049] The fourth application purpose of the present application is to provide a computer readable storage medium.

[0050] The fourth application purpose of the present application is achieved by the following technical scheme.

[0051] A computer readable storage medium, the computer readable storage medium stores computer execution instructions, the computer execution instructions are executed by a processor to implement the wheel diameter correction method based on rail joint impact as any of the above.

[0052] The technical solution is characterized in that sample data obtained by speed tracking sampling of the non-rotating wheel is acquired; a first-order theoretical shaft solidification characteristic spectrum number is calculated according to the sample data and bearing parameters; a bearing type or tread type fault spectrum line high-order search is performed according to the sample data and the first-order theoretical shaft solidification characteristic spectrum number to obtain an actual fault spectrum line; whether the number of the actual fault spectrum line reaches a preset threshold number is judged, and if yes, a highest-order fault high-order spectrum number and a corresponding fault high-order number are determined from the actual fault spectrum line; a wheel diameter of the rotating wheel is acquired, and the wheel diameter of the non-rotating wheel is calculated according to the wheel diameter of the rotating wheel, the first-order theoretical shaft solidification characteristic spectrum number, the fault high-order spectrum number and the fault high-order number.

[0053] As can be seen from the above, the technical solution is not required to increase or change the existing hardware settings, and the wheel diameters of the wheels can be automatically corrected by using the impact information of the rail weld collected by the existing running part monitoring equipment, which is not limited to the wheel diameter of the power car, and the correction of the wheel diameter value can effectively ensure the accuracy of the locomotive running mileage, kilometer marker calculation, running part bearing, gear and tread fault diagnosis. BRIEF DESCRIPTION OF DRAWINGS

[0054] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed in the embodiments or the prior art description will be briefly introduced as follows. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0055] Figure 1 A flowchart of a wheel diameter correction method based on rail joint impact in an embodiment of the present application;

[0056] Figure 2 A waveform diagram of tread impact single sample data in an embodiment of the present application, wherein Fig. (a) is a time domain waveform diagram of sample data, and Fig. (b) is a frequency domain waveform diagram of sample data;

[0057] Figure 3 A schematic diagram of steel rail weld impact cluster sample data in an embodiment of the present application;

[0058] Figure 4 A structure diagram of a wheel diameter correction system based on rail joint impact in an embodiment of the present application;

[0059] Figure 5It is a structure schematic view of a wheel diameter correction terminal based on rail joint impact in an embodiment of the present application. DETAILED DESCRIPTION

[0060] In order for those skilled in the art to better understand the technical solutions in the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below. Obviously, the described embodiments are only some of the embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work fall within the scope of protection of the present application.

[0061] In the embodiments provided in the present application, it should be understood that the disclosed method and system can be implemented in other ways. The system embodiments described below are only schematic. For example, the division of the modules is only a logical function division, and there can be another division manner in actual implementation. For example, a plurality of modules or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the various components shown or discussed can be indirect coupling or communication connection through some interfaces, devices or modules, and can be electrical, mechanical or other forms.

[0062] It should be understood that if "system", "device", "unit" and / or "module" are used in the present application, it is only a method for distinguishing different components, elements, parts, portions or assemblies at different levels. However, if other words can achieve the same purpose, the words can be replaced by other expressions.

[0063] In addition, the terms "first", "second" are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined as "first", "second" can explicitly or implicitly include one or more of the features. In the description of the present application, the meaning of "multiple", "several" is two or more, unless otherwise explicitly and specifically limited.

[0064] If flowcharts are used in the present application, the flowcharts are used to illustrate the operations performed by the system according to the embodiments of the present application. It should be understood that the preceding or subsequent operations are not necessarily performed in sequence. On the contrary, each step can be processed in reverse order or simultaneously. Meanwhile, other operations can be added to these processes, or a step or several steps can be removed from these processes.

[0065] It is also to be noted that, in the present document, such as the terms "comprise", "include" or any other variant thereof, are intended to cover non-exclusive inclusions, such that an item or an apparatus that comprises a list of elements is not limited to those elements but can include other elements not expressly listed or even further elements inherent to such item or apparatus. An element defined by the phrase "comprising a... " does not exclude the presence of additional identical elements in the item or apparatus comprising the element.

[0066] Embodiments of the present application are written in a progressive manner.

[0067] As Figure 1 shown, the embodiment of the present application provides a wheel diameter correction method based on rail joint impact, comprising:

[0068] S101. Obtain sample data obtained by speed tracking sampling on non-rotational speed wheels, wherein the length of the sample data exceeds the standard track gauge;

[0069] In S101, specifically, the rotational speed wheel refers to a wheel shaft installed with a rotational speed sensor, generally only one wheel shaft of a vehicle or a car is installed with a rotational speed sensor; the non-rotational speed wheel refers to a wheel shaft without a rotational speed wheel; the rotational speed tracking sampling can be implemented according to the prior art (for example, the scheme of the invention patent with the application number 201010169783.8), that is, the sampling device collects a fixed number of points at equal angles according to the speed of the rotational speed wheel; the rail joint refers to that on the ordinary line, the rails are generally laid by standard lengths (the standard lengths of the rails in China are 12.5m and 25m long), and the rails are connected together, in order to ensure that the rails can freely expand and contract when the temperature changes, a certain gap is reserved at the joint of the rails during construction.

[0070] Wherein, the length of the sample data collected by the rotational speed tracking sampling must exceed the standard track gauge, taking the standard track gauge of 25m as an example, the wheel diameter of most current subways is about 840mm, and the minimum number of turns should be n≥25 / (π*0.84), wherein π is the circular constant, that is, more than 9.5 turns. When the rail has obvious rail joints, in order to ensure that each sample has obvious rail joint impact information, the number of sampling turns is preferably more than 2 times the standard track gauge, that is, n≥50 / (π*0.84), that is, n≥19 turns. Of course, the number of turns required by different standard track gauges and different wheel diameters is different, and the present application is not limited thereto.

[0071] S102. Calculate the 1st order theoretical axle solidification characteristic spectrum number according to the sample data and bearing parameters;

[0072] In S102, since the rotational speed pulse signal of the rotational speed wheel is used for rotational speed tracking sampling, i.e., the linear speed of the rotational speed wheel and the linear speed of the non-rotational speed wheel are the same, at the same linear speed, the angular speeds of the wheels are inconsistent due to the deviation of the wheel diameters (i.e., the angular speed of the small wheel diameter is larger), and thus the angular phases triggered for sampling are not equal, resulting in that at the same number of sampling points, the number of rotations of the small wheel diameter is more, and the number of rotations of the large wheel diameter is less (for example, if the standard rotational frequency is 20.48, then the rotational frequency spectrum number of the small wheel diameter will be greater than 20.48), the speed of the wheel rotation changes, and thus the corresponding fault frequency has a certain difference from the theoretical frequency. Based on this principle, the calculation of the non-rotational speed wheel diameter can be realized.

[0073] Specifically, the existing spectrum number solidification analysis method can be used to calculate the 1st order theoretical shaft solidification characteristic spectrum number according to the sample data and bearing parameters. For example, the fault characteristic frequency is calculated according to the bearing parameters; and then the 1st order theoretical shaft solidification characteristic spectrum number is calculated according to the fault characteristic frequency and the sample data. The fault characteristic frequency is the rotational speed tracking solidification characteristic spectrum number is:

[0074] ;

[0075] In the formula, is the rotational speed frequency, is the sample data length, is the sampling frequency coefficient. The sampling frequency coefficient is related to the sampling frequency , that is, the sampling frequency coefficient is equal to the number of pulses of the rotational speed frequency times, which replaces the astronomical clock cycle sampling frequency , that is, . Therefore, . Further, the characteristic spectrum number corresponding to each type of fault characteristic frequency can be specifically calculated, that is, the 1st order theoretical shaft solidification characteristic spectrum number corresponding to each type of fault characteristic frequency .

[0076] The fault characteristic frequency may be one of the cage-outer ring fault characteristic frequency , the cage-inner ring fault characteristic frequency , the outer ring fault characteristic frequency , the inner ring fault characteristic frequency , the single-end roller fault characteristic frequency , and the double-week roller fault characteristic frequency . The specific calculation formula is as follows:

[0077] ;

[0078] ;

[0079] ;

[0080] ;

[0081] ;

[0082] ;

[0083] wherein D0 represents the bearing diameter, d represents the roller diameter, A represents the roller contact angle, Z represents the number of rolling elements, represents the rotational frequency.

[0084] S103. According to the sample data and the 1st-order theoretical shaft solidification characteristic spectrum number, a bearing type or tread type fault spectrum line high-order search is performed to obtain an actual fault spectrum line;

[0085] In S103, specifically, in order to further confirm whether there is tread or bearing fault impact information in the sample data, a bearing type or tread type fault spectrum line high-order search can be performed according to the sample data and the 1st-order theoretical shaft solidification characteristic spectrum number by using an existing fault high-order spectrum line search method to obtain an actual fault spectrum line.

[0086] In some embodiments, one implementation of the present step specifically includes:

[0087] S1031. Fast Fourier transform is performed on the sample data to obtain frequency domain data;

[0088] S1032. According to the frequency domain data and the 1st-order theoretical shaft solidification characteristic spectrum number, a bearing type or tread type fault spectrum line high-order search is performed to obtain all the maximum spectrum lines within a preset range from the theoretical fault spectrum line, and the spectrum line with an amplitude greater than a preset amplitude in the maximum spectrum line is taken as an actual fault spectrum line.

[0089] Specifically, according to the frequency domain data and the 1st order theoretical shaft solidification characteristic spectrum number, the actual fault spectrum numbers of the bearing type (including the outer ring, the inner ring, the single roller and the double roller) and the high order spectrum numbers thereof are searched in sequence, or the actual fault spectrum numbers of the tread type and the high order spectrum numbers thereof 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 mode is specifically that, a spectrum line with a maximum value within a preset range from a theoretical fault spectrum line is searched, and when the amplitude of the spectrum line with the maximum value is greater than a preset amplitude, the spectrum line with the maximum value is considered as the actual fault spectrum line of the tread type or the bearing type. The theoretical fault spectrum line includes the 1st order fault spectrum line and the high order spectrum line of the bearing type or the tread type, and the preset range and the preset amplitude can be set based on actual requirements, which are not limited in the present application.

[0090] S104. determining whether the number of actual fault spectrum lines reaches a preset threshold number, if yes, performing S105;

[0091] In S104, specifically, when the number of actual fault spectrum lines (including the 1st order and the high order) searched by the bearing type or the tread type reaches a preset threshold number, it is considered that the bearing or the tread impact information exists in the sample data, wherein the preset threshold number can be set based on actual requirements, which is not limited in the present application. As shown in FIG. 6, the 1st order theoretical shaft solidification characteristic spectrum number of the tread type is 20.48, and the actual fault spectrum lines searched by the tread type are [19, 38, 173, 192, 577]. Figure 2

[0092] S105. determining the highest order fault high order spectrum number and the corresponding fault high order number from the actual fault spectrum lines;

[0093] In S105, specifically, when it is determined that the number of actual fault characteristic spectrum lines reaches the preset threshold number, the highest order fault high order spectrum number and the fault high order number corresponding to the highest order fault high order spectrum number can be determined from the actual fault characteristic spectrum lines. As shown in FIG. 7, the sample data is the tread impact single sample data, the highest order of the tread fault is 30th order, and the highest order fault high order spectrum number is 577. Figure 2

[0094] S106. obtaining the wheel diameter of the speed wheel, and calculating the non-speed wheel diameter according to the wheel diameter of the speed wheel, the 1st order theoretical shaft solidification characteristic spectrum number, the fault high order spectrum number and the fault high order number.

[0095] In S106, specifically, the wheel diameter of the speed wheel can be obtained by using the existing wheel diameter calculation method of the speed wheel, and when the highest order fault high order spectrum number is x, the corresponding fault high order number is n, and the wheel diameter of the speed wheel is D1, 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 the wheel diameters of the wheels. As shown in FIG. 8, the wheel diameter of the speed wheel is 0.8 m, the highest order fault high order spectrum number is 577, the corresponding fault high order number is 30, and the wheel diameter of the non-speed wheel is 0.8 m*30*1 / 577=0.042 m. Figure 2 ​​As shown, the diameter of the rotating wheel is 784 mm, the sample data is the single sample data of tread impact, the 1st order theoretical shaft solidification characteristic spectrum number is 20.48, the highest order of the tread fault in the frequency domain waveform is 30, the highest order fault high-order spectrum number is 577, and the non-rotating wheel diameter D = 784*30*20.48 / 577 = 834.8 mm.

[0096] In the above embodiment, the sample data obtained by speed tracking sampling of the non-rotating wheel is acquired; the 1st order theoretical shaft solidification characteristic spectrum number is calculated according to the sample data and the bearing parameter; the actual fault spectrum line is obtained by searching the fault spectrum line of the bearing type or the tread type according to the sample data and the 1st order theoretical shaft solidification characteristic spectrum number; whether the number of the actual fault spectrum line reaches a preset threshold number is judged, and if yes, the highest order fault high-order spectrum number and the corresponding fault high-order number are determined from the actual fault spectrum line; the diameter of the rotating wheel is acquired, and the diameter of the non-rotating wheel is calculated according to the diameter of the rotating wheel, the 1st order theoretical shaft solidification characteristic spectrum number, the fault high-order spectrum number and the fault high-order number.

[0097] As can be seen from the above, the above embodiment, without the need to increase or change the existing hardware settings, can realize automatic correction of the wheel diameters of the running gear by means of the impact information of the rail weld collected by the existing running gear monitoring equipment, and is not limited to the correction of the wheel diameters corresponding to the power car. The correction of the wheel diameter value can effectively ensure the accuracy of the locomotive running kilometer, kilometer marker calculation, running gear bearing, gear and tread fault diagnosis.

[0098] In other embodiments of the present application, one implementation of the step of acquiring the diameter of the rotating wheel specifically includes:

[0099] S201. According to the sample data, find the impact cluster and obtain the width of the impact cluster;

[0100] In S201, specifically, the rail joint impact information is found according to the sample data, which is mostly represented by a large impact cluster. The width of the impact cluster is obtained by calculating the width points of each two impact clusters after finding the large impact cluster in the sample data. One implementation of this step specifically includes:

[0101] S2011. Search for the maximum value of the sample data and calculate the mean value of the maximum value;

[0102] In S2011, specifically, the sample data is data, the maximum value in data is searched, and the mean value of the maximum value is calculated, denoted as mean.

[0103] S2012. From the maximum value of the sample data, select the maximum value with an amplitude greater than K*mean value of the maximum value, and acquire the position sequence number corresponding to the impact of this part of the maximum value;

[0104] In S2012, specifically, the maximum values ​​that are greater than K*mean are found, and the location sequence number local of the impact corresponding to these maximum values ​​is obtained, where K is a preset parameter with a value greater than 1, and in this embodiment K can be 5;

[0105] S2013. Calculate the absolute value of the difference between the position sequence numbers of two adjacent impacts in ascending order of position sequence number. Use this value as the width of the two adjacent impacts. Determine whether the width of the two adjacent impacts is less than a preset threshold. If it is, consider the two adjacent impacts to belong to the same impact cluster. If not, consider the two adjacent impacts to belong to different impact clusters. This is used to determine the impact clusters in the sample data.

[0106] In S2013, specifically, the absolute value of the difference between the position sequence numbers of two adjacent impacts is calculated sequentially in ascending order of position sequence number loacl, and this value is used 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. This is used to determine the impact clusters in the sample data. The prediction threshold can be set based on actual needs, and the number of impact clusters is not less than two.

[0107] S2014. 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 of the two impact clusters, which is taken as the width of the impact cluster.

[0108] In S2014, specifically, with Figure 3 Taking the impact cluster sample data as an example, with a preset threshold Threshold = 15 and position sequence numbers loacl: [1598, 1601, 1608, 1611, 1622, 3628, 3641, 3632], there are 2 impact clusters: [1598, 1601, 1608, 1611, 1622] and [3628, 3641, 3632]. Taking the two smallest position sequence numbers from these two impact clusters, which are [1598, 3628], the width of the impact cluster is |1598-3628| = 2030. It should be noted that when the number of impact clusters in the sample data is greater than 2, the calculated width of the impact cluster can also be multiple.

[0109] S202. Determine whether the width of the impact cluster meets the preset requirements. If so, proceed to S203.

[0110] In S202, specifically, let the width of the impact cluster be L. Determine whether L satisfies [S / (π*a)]*N≤L≤[S / (π*b)]*N. If yes, the width of the impact cluster is considered to meet the preset requirements; otherwise, the width of the impact cluster is considered not to meet the preset requirements. Here, S represents the standard track gauge, N represents the number of sample points collected per revolution of the rotational speed tracking. For example, if 200 points are collected per revolution of the wheel, then N=200, that is, one point is collected per 0.9° of wheel rotation. π represents pi, a represents the diameter of the new wheel, and b represents the minimum usable wheel diameter.

[0111] If the diameter of the new wheel is 840mm and the minimum usable wheel diameter is 760mm, then when the width L of the impact cluster satisfies [S / (π*0.84)]*N≤L≤[S / (π*0.76)]*N, the impact cluster is considered to meet the requirements, and 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 end.

[0112] S203. Calculate the diameter of the rotating wheel based on the width of the impact cluster.

[0113] In S203, specifically, after confirming the impact cluster, the wheel diameter of the rotating wheel is calculated. Because the rotational speed of the rotating wheel is used for data acquisition during speed tracking sampling, and the length of the rail is fixed, within this fixed length, the number of wheel rotations is inversely proportional to the wheel diameter. Therefore, the formula for calculating the wheel diameter is: D1 = S / L * N / π, where D1 represents the wheel diameter. Figure 3 Taking the impact cluster sample data shown as an example, the distance between two rail weld impact clusters is 2030 points (200 points are collected in one lap), N=200, S=25000mm, then the calculated rotation wheel diameter D1=25000 / 2030*200 / π=784mm. It should be noted that when there are multiple widths L of the impact clusters that meet the preset conditions, the rotation wheel diameter can be calculated separately for each L, and then compared with the historical calculated value of the rotation wheel diameter to determine the final rotation wheel diameter; for example, the mode of the rotation wheel diameter calculated over a period of time can be taken as the final rotation wheel diameter.

[0114] In this embodiment, the diameter of the rotating wheel is accurately calculated based on the width of the impact cluster, so as to calculate the diameter of the non-rotating wheel in the subsequent calculation, thereby enabling automatic correction of the diameter of each wheel.

[0115] like Figure 4 As shown, in another embodiment of this application, a wheel diameter correction system based on rail gap impact is also provided, comprising:

[0116] The acquisition unit 10 is used to acquire sample data obtained by tracking the rotational speed of non-rotating wheels, wherein the length of the sample data exceeds the standard track gauge.

[0117] The first calculation unit 11 is configured to calculate a first-order theoretical shaft solidification characteristic spectrum number according to the sample data and the bearing parameter;

[0118] The searching unit 12 is configured to perform high-order searching of a bearing type or a tread type fault spectrum line according to the sample data and the first-order theoretical shaft solidification characteristic spectrum number, to obtain an actual fault spectrum line.

[0119] The judging unit 13 is configured to judge whether the number of the actual fault spectrum line reaches a preset threshold number.

[0120] The determining unit 14 is configured to determine a highest-order fault high-order spectrum number and a corresponding fault high-order number from the actual fault spectrum line when the judging unit 13 judges that the number of the actual fault spectrum line reaches the preset threshold number.

[0121] The second calculation unit 15 is configured to obtain a rotating speed wheel diameter, and calculate a non-rotating speed wheel diameter according to the rotating speed wheel diameter, the first-order theoretical shaft solidification characteristic spectrum number, the fault high-order spectrum number and the fault high-order number.

[0122] In other embodiments of the present application, the calculation formula of the non-rotating speed wheel diameter is as follows:

[0123] D = D1 * n * y / x

[0124] In the formula, D represents the non-rotating speed wheel diameter, D1 represents the rotating speed wheel diameter, y represents the first-order theoretical shaft solidification characteristic spectrum number, x represents the fault high-order spectrum number, and n represents the fault high-order number.

[0125] In other embodiments of the present application, when the searching unit 12 performs high-order searching of a bearing type or a tread type fault spectrum line according to the sample data and the first-order theoretical shaft solidification characteristic spectrum number to obtain an actual fault spectrum line, the searching unit 12 is specifically configured to:

[0126] perform fast Fourier transform on the sample data to obtain frequency domain data;

[0127] perform high-order searching of a bearing type or a tread type fault spectrum line according to the frequency domain data and the first-order theoretical shaft solidification characteristic spectrum number to obtain all spectrum lines with a maximum value within a preset range from the theoretical fault spectrum line, and take spectrum lines with an amplitude greater than a preset amplitude in the maximum value spectrum lines as the actual fault spectrum line.

[0128] In other embodiments of the present application, when the second calculation unit 15 performs obtaining a rotating speed wheel diameter, the second calculation unit 15 is specifically configured to:

[0129] find an impact cluster according to the sample data and calculate a width of the impact cluster;

[0130] judge whether the width of the impact cluster meets a preset requirement, and if yes, then:

[0131] According to the width of the impact cluster, the wheel diameter of the tachometer wheel is calculated.

[0132] In other embodiments of the present application, the width of the impact cluster is L, and the second calculation unit 15, when performing the judgment on whether the width of the impact cluster meets the preset requirement, is specifically used for:

[0133] judging whether L meets [S / (π*a)]*N≤L≤[S / (π*b)]*N, if yes, considering that the width of the impact cluster meets the preset requirement, if no, considering that the width of the impact cluster does not meet the preset requirement, wherein S represents the standard gauge, N represents the number of sample points collected by the tachometer wheel per revolution, π represents the circular constant, a represents the diameter of the new wheel, and b represents the minimum wheel diameter in use.

[0134] In other embodiments of the present application, the calculation formula of the wheel diameter of the tachometer wheel is as follows:

[0135] D1=S / L*N / π

[0136] In the formula, D1 represents the wheel diameter of the tachometer wheel.

[0137] In other embodiments of the present application, the second calculation unit 15, when performing the searching of the impact cluster and the calculation of the width of the impact cluster according to the sample data, is specifically used for:

[0138] searching the maximum value of the sample data and calculating the average value of the maximum value;

[0139] selecting the maximum value with an amplitude greater than K*the average value of the maximum value from the maximum value of the sample data, and obtaining the position serial number of the impact corresponding to the maximum value, wherein K is a preset parameter with a value greater than 1;

[0140] According to the order from small to large of the position serial number, the absolute value of the difference between the position serial numbers of two adjacent impacts is calculated as the width of the two adjacent impacts, and it is judged whether the width of the two adjacent impacts is less than a preset threshold, if yes, considering that the two adjacent impacts belong to the same impact cluster, if no, considering that the two adjacent impacts belong to different impact clusters, so as to determine the impact cluster in the sample data;

[0141] Selecting any two impact clusters from the impact cluster of the sample data, and calculating the absolute value of the difference between the smallest position serial numbers of the two impact clusters as the width of the impact cluster.

[0142] As shown in FIG. Figure 5 In another embodiment of the present application, a wheel diameter correction terminal based on rail joint impact is also provided, which comprises a storage medium 20 and a processor 21.

[0143] The storage medium 20 stores computer execution instructions;

[0144] The processor 21 executes computer-executed instructions stored in the storage medium 20 to implement the wheel radius correction method based on rail joint impact according to any one of the above.

[0145] The processor 21 can include one or more processing cores. The processor 21 executes instructions, programs, code sets or instruction sets stored in the storage medium 20, calls data stored in the storage medium 20, and performs various functions and processes data of the present application by running or executing the instructions, programs, code sets or instruction sets. The processor 21 can be at least one of an application-specific 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 devices used to implement the functions of the processor 21 described above can also be other.

[0146] The storage medium 20 can be used to store instructions, programs, codes, code sets or instruction sets. The storage medium 20 can include a storage program area and a storage data area, wherein the storage program area can store instructions for implementing an operating system, instructions for at least one function, and instructions for implementing any one of the above-mentioned wheel radius correction methods based on rail joint impact, etc.; the storage data area can store data involved in any one of the above-mentioned wheel radius correction methods based on rail joint impact, etc.

[0147] In another embodiment of the present application, a computer-readable storage medium is also provided, and the computer-readable storage medium stores computer-executed instructions, which are executed by a processor to implement the wheel radius correction method based on rail joint impact according to any one of the above.

[0148] The computer-readable storage medium can be a U disk, a mobile hard disk, a read-only memory, a random access memory or an optical disc, and various media that can store program codes.

[0149] The above description of the disclosed embodiments enables a person skilled in the art to implement or use the present application. Various modifications to the embodiments will be apparent to those skilled in the art, and the general principles defined herein can 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 tracking the rotational speed of non-rotating wheels, wherein the length of the sample data exceeds the standard track gauge; Based on the sample data and bearing parameters, the first-order theoretical shaft curing characteristic spectrum was calculated; Based on the sample data and the first-order theoretical shaft curing characteristic spectrum, a high-order search of the fault spectrum of bearings or treads is performed to obtain the actual fault spectrum. Determine whether the number of actual fault spectral lines reaches a preset threshold. If so, then: From the actual fault spectrum, determine the highest-order fault higher-order spectral symbol and the corresponding fault higher-order number; Obtain the diameter of the rotating wheel, and calculate the diameter of the non-rotating wheel based on the diameter of the rotating wheel, the first-order theoretical shaft solidification characteristic spectrum, the higher-order fault spectrum, and the higher-order fault number; The formula for calculating the diameter of the non-rotating wheel is as follows: In the formula, D represents the diameter of the non-rotating wheel, D1 represents the diameter of the rotating wheel, y represents the first-order theoretical shaft solidification characteristic spectrum, x represents the higher-order fault spectrum, and n represents the higher-order fault number; Rotating wheels refer to wheels equipped with rotation speed sensors, while non-rotating wheels refer to wheels that are not equipped with rotation speed sensors.

2. The method as described in claim 1, characterized in that, The step of performing a high-order search for fault spectra of bearings or treads based on the sample data and the first-order theoretical shaft curing characteristic spectrum to obtain the actual fault spectrum includes: Perform a Fast Fourier Transform on the sample data to obtain frequency domain data; Based on the frequency domain data and the first-order theoretical shaft solidification characteristic spectrum, a high-order search is performed on the fault spectrum lines of bearings or treads to obtain all the spectral lines with maxima that are within a preset range from the theoretical fault spectrum lines. The spectral lines with amplitudes greater than the preset amplitude among the spectral lines with maxima are taken as the actual fault spectrum lines.

3. The method as described in claim 1, characterized in that, The process of obtaining the diameter of the rotating wheel includes: Based on the sample data, the impact clusters are located and their widths are calculated. Determine whether the width of the impact cluster meets the preset requirement; if so, then: The diameter of the rotating wheel is calculated based on the width of the impact cluster.

4. The method as described in claim 3, characterized in that, Let the width of the impact cluster be L. The step of determining whether the width of the impact cluster meets a preset requirement includes: Determine if L satisfies If yes, then the width of the impact cluster is considered to meet the preset requirements; otherwise, the width of the impact cluster is considered not to meet the preset requirements. Wherein, S represents the standard track gauge, N represents the number of sample points collected per revolution of speed tracking, π represents pi, a represents the diameter of the new wheel, and b represents the minimum wheel diameter.

5. The method as described in claim 4, characterized in that, The formula for calculating the diameter of the rotating wheel is as follows: In the formula, D1 represents the diameter of the rotating wheel.

6. The method as described in claim 3, characterized in that, The step of finding impact clusters and calculating the width of impact clusters based on the sample data includes: Search for the maximum value of the sample data and calculate the mean of the maximum values; From the maximum values ​​of the sample data, select those with amplitudes greater than [missing value]. The maximum value of the mean of the maximum values ​​is obtained, and the position sequence number of the impact corresponding to this part of the maximum value is obtained, where K is a preset parameter with a value greater than 1; According to the position sequence number in ascending order, the absolute value of the difference between the position sequence numbers of two adjacent impacts is calculated as the width of the two adjacent impacts. It is then determined whether the width of the two adjacent impacts is less than a preset threshold. If it is, the two adjacent impacts are considered to belong to the same impact cluster. If not, the two adjacent impacts are considered to belong to different impact clusters. This is used to determine the impact clusters in the sample data. From the impact clusters in 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, which is taken as the width of the impact cluster.

7. A wheel diameter correction system based on rail gap impact, characterized in that, include: The acquisition unit is used to acquire sample data obtained by tracking the rotational speed of a non-rotating wheel, wherein the length of the sample data exceeds the standard track gauge; The first calculation unit is used to calculate the first-order theoretical shaft curing characteristic spectrum based on the sample data and bearing parameters. The search unit is used to perform a high-order search for fault spectra of bearings or treads based on the sample data and the first-order theoretical shaft curing feature spectrum to obtain the actual fault spectra. The judgment unit is used to determine whether the number of actual fault spectral lines has reached a preset threshold number; The determining unit is used to determine the highest-order fault higher-order spectral number and the corresponding fault higher-order number from the actual fault spectral lines when the judging unit determines that the number of actual fault spectral lines reaches a preset threshold number. The second calculation unit is used to obtain the diameter of the rotating wheel and calculate the diameter of the non-rotating wheel based on the diameter of the rotating wheel, the first-order theoretical shaft solidification characteristic spectrum, the higher-order fault spectrum and the higher-order fault number. The formula for calculating the diameter of the non-rotating wheel is as follows: In the formula, D represents the diameter of the non-rotating wheel, D1 represents the diameter of the rotating wheel, y represents the first-order theoretical shaft solidification characteristic spectrum, x represents the higher-order fault spectrum, and n represents the higher-order fault number; Rotating wheels refer to wheels equipped with rotation speed sensors, while non-rotating wheels refer to wheels that are not equipped with rotation speed sensors.

8. A wheel diameter correction terminal based on rail gap impact, characterized in that, include: Storage media and processor; The storage medium stores computer-executed instructions. The processor executes computer execution instructions stored in the storage medium to implement the method as described in any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1 to 6.

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