Rail transit vehicle wheel diameter calculation method and system, terminal and medium

Abstract

The invention provides a rail transit vehicle wheel diameter calculation method and system, a terminal and a medium, and relates to the technical field of rail vehicle operation safety monitoring, and the method comprises the steps: obtaining sample data obtained through rotating speed tracking sampling; 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 axis solidification characteristic spectrum number, fault spectral line searching is carried out to obtain an actual fault spectral line meeting a preset condition; according to a first-order fault spectral line searched in the actual fault spectral line, determining a first fault spectral number; according to the first fault spectrum number, carrying out spectrum refinement analysis to obtain a second fault spectrum number; 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 and the second fault spectrum number. According to the method, automatic correction of each wheel diameter of the wheel can be realized, and meanwhile, the accuracy of non-rotating-speed wheel diameter calculation is improved.

Description

TECHNICAL FIELD

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

[0002] In the field of rail transit, in order to timely find the faults of rotating parts such as running gear bearings, gears and treads, and prevent major accidents, many locomotives and vehicles are equipped with running gear online fault monitoring equipment. The monitoring equipment is based on fault frequency to realize qualitative diagnosis of bearing, gear and tread faults. If the wheel is worn out, the fault frequency of the rotating part will also change, which may cause the failure to effectively and timely find various faults. In the actual operation of locomotives / vehicles, due to different wheel materials, different wear and different tread fault degrees, the wheels are regularly repaired according to the actual state of each wheel. Due to different repair periods and different repair depths, the wheel diameters of each wheel may be inconsistent. At the same time, in order to ensure the comfort of the locomotive / vehicle operation, the relevant regulations have certain requirements for the wheel diameter deviation of the same shaft, same frame and same vehicle. However, in the actual operation process, the actual deviation of each shaft may be much larger than the specified value due to repair, wear and other reasons.

[0003] In the prior art, the wheel diameter correction method based on meshing spectrum can only correct the wheel diameters of the corresponding power car, and cannot cover the trailer or gearless vehicle. The wheel diameter correction method based on rail joint impact relies on characteristic frequency and frequency spectrum analysis to correct the wheel diameters of non-rotating wheels. However, if the total sampling time (point number) is not equal to an integer multiple of the characteristic period Tt=1 / Ft corresponding to the characteristic frequency Ft, due to the frequency resolution problem and the discreteness of the frequency spectrum number, there may be no spectrum line at the characteristic frequency (spectrum number), and the energy appears on the adjacent spectrum line that meets the integer multiple resolution, i.e. the frequency spectrum leakage phenomenon occurs, which affects the accuracy of the real characteristic frequency measurement and the authenticity of the energy, and further affects the accuracy of the non-rotating wheel diameter calculation.

[0004] Therefore, how to automatically correct the wheel diameters of each wheel and improve the accuracy of non-rotating wheel diameter calculation is a technical problem to be solved by those skilled in the art. SUMMARY

[0005] To solve the above technical problems, the present application provides a rail transit vehicle wheel diameter calculation method, which can automatically correct the wheel diameters of each wheel and improve the accuracy of non-rotating wheel diameter calculation. The present application also provides a rail transit vehicle wheel diameter calculation system, terminal and medium, which have the same technical effect.

[0006] The first object of the present application is to provide a method for calculating wheel diameter of rail transit vehicle.

[0007] The first object of the present application is achieved by the following technical solution: The method for calculating wheel diameter of rail transit vehicle comprises the following steps: Obtaining sample data obtained by speed tracking sampling; According to the sample data and bearing parameters, a first-order theoretical shaft solidification characteristic spectrum number is calculated; According to the sample data and the first-order theoretical shaft solidification characteristic spectrum number, fault spectrum line search is performed to obtain an actual fault spectrum line meeting a preset condition; According to the first-order fault spectrum line searched in the actual fault spectrum line, a first fault spectrum number is determined; According to the first fault spectrum number, frequency spectrum refinement analysis is performed to obtain a second fault spectrum number; Obtaining a non-speed wheel diameter according to the speed wheel diameter, the first-order theoretical shaft solidification characteristic spectrum number and the second fault spectrum number.

[0008] Preferably, in the method for calculating wheel diameter of rail transit vehicle, the calculation formula of the non-speed wheel diameter is as follows:

[0009] In the formula, D represents the non-speed wheel diameter, D0 represents the speed wheel diameter, y represents the first-order theoretical shaft solidification characteristic spectrum number, and x represents the second fault spectrum number.

[0010] Preferably, in the method for calculating wheel diameter of rail transit vehicle, the frequency spectrum refinement analysis according to the first fault spectrum number to obtain a second fault spectrum number comprises: According to the first fault spectrum number, a frequency spectrum signal within a set range from the first fault spectrum number is determined; Using a preset frequency spectrum refinement algorithm, the frequency spectrum signal is subjected to frequency spectrum refinement analysis to obtain a second fault spectrum number.

[0011] Preferably, in the method for calculating wheel diameter of rail transit vehicle, the preset frequency spectrum refinement algorithm is a Zoom-FFT algorithm or a linear frequency modulation Z transform algorithm.

[0012] Preferably, in the method for calculating wheel diameter of rail transit vehicle, the obtaining of the speed wheel diameter comprises: Obtaining a speed pulse signal of a speed wheel, and obtaining an angular velocity according to the speed pulse signal; Obtaining a network speed or satellite data of the vehicle, and obtaining a linear velocity according to the network speed or the satellite data. According to the angular velocity and the linear velocity, the wheel diameter of the tachometer wheel is calculated.

[0013] Preferably, in the wheel diameter calculation method of the rail transit vehicle, the wheel diameter of the tachometer wheel is obtained by: acquiring the number of pulses output by the pulse sensor equipped on the tachometer wheel within a preset time period; acquiring satellite data of the vehicle within the preset time period, and obtaining the vehicle travel distance according to the satellite data; calculating the wheel diameter of the tachometer wheel according to the vehicle travel distance and the number of pulses.

[0014] Preferably, in the wheel diameter calculation method of the rail transit vehicle, the fault spectrum line 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 that meets a preset condition, including: performing bearing or tread fault spectrum line search according to the sample data and the first-order theoretical shaft solidification characteristic spectrum number to obtain an actual fault spectrum line; judging whether the number of the actual fault spectrum lines reaches a preset threshold number, and if so: determining that the actual fault spectrum line meets the preset condition.

[0015] The second object of the present application is to provide a wheel diameter calculation system of a rail transit vehicle.

[0016] The above-mentioned second object of the present application is achieved by the following technical solution: A wheel diameter calculation system of a rail transit vehicle, comprising: an acquisition unit configured to acquire sample data obtained by tachometer tracking sampling; a first calculation unit configured to calculate a first-order theoretical shaft solidification characteristic spectrum number according to the sample data and bearing parameters; a search unit configured to perform fault spectrum line search according to the sample data and the first-order theoretical shaft solidification characteristic spectrum number to obtain an actual fault spectrum line that meets a preset condition; a determination unit configured to determine a first fault spectrum number according to a first-order fault spectrum line searched from the actual fault spectrum line; an analysis unit configured to perform frequency spectrum refinement analysis according to the first fault spectrum number to obtain a second fault spectrum number; a second calculation unit configured to acquire a wheel diameter of a tachometer wheel, and calculate a non-tachometer wheel diameter according to the wheel diameter of the tachometer wheel, the first-order theoretical shaft solidification characteristic spectrum number, and the second fault spectrum number.

[0017] The third object of the present application is to provide a terminal for calculating wheel diameters of a rail transit vehicle.

[0018] The third object of the present application is achieved by the following technical solution. The terminal for calculating wheel diameters of a rail transit vehicle comprises a storage medium and a processor. The storage medium stores computer execution instructions. The processor executes the computer execution instructions stored in the storage medium to implement the method for calculating wheel diameters of a rail transit vehicle as described above.

[0019] The fourth object of the present application is to provide a computer readable storage medium.

[0020] The fourth object of the present application is achieved by the following technical solution. The computer readable storage medium stores computer execution instructions, and the computer execution instructions are executed by a processor to implement the method for calculating wheel diameters of a rail transit vehicle as described above.

[0021] The above technical solution first obtains sample data obtained by speed tracking sampling; calculates a first-order theoretical shaft solidification characteristic spectrum number according to the sample data and bearing parameters; performs fault spectrum line searching according to the sample data and the first-order theoretical shaft solidification characteristic spectrum number to obtain an actual fault spectrum line meeting a preset condition; determines a first fault spectrum number according to the first-order fault spectrum line searched in the actual fault spectrum line, thereby preliminarily determining the fault spectrum number; then performs frequency spectrum refinement analysis according to the first fault spectrum number to obtain a second fault spectrum number; obtains a speed wheel diameter, and calculates a non-speed wheel diameter according to the speed wheel diameter, the first-order theoretical shaft solidification characteristic spectrum number and the second fault spectrum number, thereby effectively solving the problem of inaccurate spectrum line searching caused by insufficient frequency resolution and improving the accuracy of non-speed wheel diameter calculation.

[0022] As can be seen from the above, the above technical solution, compared with the prior art, can realize automatic correction of wheel diameters without the need to increase or change existing hardware settings, and is not limited to the correction of wheel diameters corresponding to a power vehicle. At the same time, through frequency spectrum refinement analysis, the influence of inaccurate spectrum line searching caused by insufficient frequency resolution on wheel diameter value calculation accuracy is reduced, and the accuracy of non-speed wheel diameter calculation is improved. The above wheel diameter value calculation can effectively ensure the accuracy of locomotive running kilometers, kilometer marker calculation, bogie bearing, gear and tread fault diagnosis. BRIEF DESCRIPTION OF DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings described below only illustrate some of the embodiments of the present application, and all other drawings obtained by those of ordinary skill in the art without creative effort based on these drawings are within the scope of the present application.

[0024] Figure 1a A time-domain waveform diagram of a simulation signal; Figure 1b A frequency-domain waveform diagram of a simulation signal; Figure 2 A flowchart of a calculation method of a wheel diameter of a rail transit vehicle; Figure 3a A time-domain waveform diagram of sample data; Figure 3b A frequency-domain waveform diagram of sample data; Figure 4a A frequency-domain waveform diagram of a spectrum signal; Figure 4b A frequency-domain waveform diagram after refinement processing; Figure 5 A structural diagram of a calculation system of a wheel diameter of a rail transit vehicle; Figure 6 A structural diagram of a calculation terminal of a wheel diameter of a rail transit vehicle. DETAILED DESCRIPTION

[0025] In order to make the technical personnel in the art better understand the technical solutions in the present application, the technical solutions in the embodiments of the present application will be described clearly and completely below. Obviously, the described embodiments are only some of the embodiments of the present application, not all. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of the present application.

[0026] 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 only schematic. For example, the division of the modules is only a logical function division, and actual implementation can have another division manner. For example, multiple 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.

[0027] It should be understood that the terms "system", "apparatus", "unit" and / or "module" are used herein merely to differentiate different components, elements, parts, sections or assemblies at different levels. If other words can achieve the same purpose, the words can be replaced by other expressions.

[0028] Furthermore, the terms "first", "second", "third", "fourth", "fifth", "sixth", "seventh" and "eight" are used herein merely to describe different categories and do not indicate or imply a relative importance or a specific order of the technical features they are used to describe. Therefore, features defined with "first", "second", "third", "fourth", "fifth", "sixth", "seventh" and "eight" can include one or more of the features, explicitly or implicitly. In the description of the present application, the meaning of "a plurality of" or "several" is two or more, unless explicitly specified otherwise.

[0029] 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. Instead, each step can be processed in reverse order or simultaneously. Meanwhile, other operations can be added to these processes, or one or more steps can be removed from these processes.

[0030] It should also be noted that in the present document, terms such as "comprise", "comprising", or any other variant thereof are intended to cover non-exclusive inclusions, so that the items or devices comprising a series of elements not only include those elements, but also include other elements not explicitly listed, or include elements inherent to such items or devices. Without more limitations, the element defined by the statement "comprising a" does not exclude the presence of another identical element in the item or device comprising the above element.

[0031] Nominal diameter of wheel: Because the wheel tread has a slope, the diameters at different places are not the same. According to the regulations, the diameter measured at 70mm (for vehicles) or 73mm (for locomotives) from the inner side of the wheel rim is the nominal diameter, and this circle is called the rolling circle. The size of the nominal diameter of the wheel affects the performance of the rolling stock. The standard wheel diameter of Chinese passenger cars is 915mm, the standard wheel diameter of freight cars is 840mm, the standard wheel diameter of diesel locomotives is 1050mm, and the standard wheel diameter of electric locomotives is 1250mm.

[0032] Speed wheel actually refers to a wheel equipped with a speed sensor. This kind of wheel can measure the wheel speed through the speed sensor installed at the end of the wheel shaft. The speed sensor is usually installed on the axle box body at the end of the wheel shaft and works with the speed gear disc of the wheel shaft to obtain the speed, which belongs to the prior art. Non-speed wheel refers to a wheel without a speed sensor.

[0033] Taking a simulation signal as an example, signal 1 is a sine wave, the fault frequency of which is 10.5 Hz, and the amplitude is 1; signal 2 is a sine wave, the fault frequency of which is 20 Hz, and the amplitude is 2. The time domain and frequency domain waveforms of the superposition of the two signals are shown in Figure 1a and Figure 1b As shown, the sample length is 4096, the sampling frequency is 4096, the sampling time T = 1 s, the frequency resolution is calculated by the formula Δf = 1 / T = 1 Hz, the fault frequency 10.5 is not an integer multiple of the frequency resolution, and there will be a spectrum leakage phenomenon. The original data will show 10 Hz and 11 Hz after the fast Fourier transform (FFT transform), which will affect the accuracy of the measurement of the true characteristic frequency and the authenticity of the energy, and further affect the accuracy of the non-rotating wheel diameter calculation. If the fault frequency is 20, the fault frequency is an integer multiple of the frequency resolution at this time, which shows 20 Hz at this time.

[0034] Embodiments of the present application are written in a progressive manner.

[0035] As shown in Figure 2 , the present application provides a method for calculating the wheel diameter of a rail transit vehicle, comprising: S101. Obtain sample data obtained by rotating speed tracking sampling; In S101, specifically, the rotating 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 every revolution according to the speed of the rotating speed wheel to obtain sample data. For example, a vibration and impact composite sensor installed in the bearing seat bearing area and a rotating speed sensor at the wheel shaft end are used for rotating speed tracking sampling, and then the impact data or / and vibration acceleration data measured by the vibration and impact composite sensor are synchronously collected as sample data, which is not limited to this.

[0036] S102. Calculate a first-order theoretical shaft solidification characteristic spectrum number according to the sample data and bearing parameters; In S102, since the rotating speed tracking sampling uses the rotating speed pulse signal of the rotating speed wheel, the linear speed of the non-rotating speed wheel and the linear speed of the rotating speed wheel are the same. Under 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), so the angular phases of the triggered sampling are not equal, resulting in that the number of revolutions corresponding to the small wheel diameter is more and the number of revolutions corresponding to the large wheel diameter is less under the same number of sampling points (for example, the standard rotating frequency spectrum number is 20.48, and the rotating frequency spectrum number of the small wheel diameter will be greater than 20.48), the speed of the wheel rotation changes, and the corresponding fault frequency will have a certain difference from the theoretical frequency. Based on this principle, the calculation of the non-rotating speed wheel diameter can be realized.

[0037] Specifically, the first-order theoretical shaft solidification characteristic spectrum number can be calculated according to the sample data and the bearing parameters by using the existing spectrum number solidification analysis method. For example, the fault characteristic frequency is calculated according to the bearing parameters, and then the first-order theoretical shaft solidification characteristic spectrum number is calculated according to the fault characteristic frequency and the sample data. Wherein, the fault characteristic frequency is the rotational speed tracking solidification characteristic spectrum number is: ; 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 rotational speed frequency is replaced by times of the pulse, and the astronomical clock cycle sampling frequency , that is . Therefore, . Further, the characteristic spectrum number corresponding to each type of fault characteristic frequency , that is, the first-order theoretical shaft solidification characteristic spectrum number corresponding to each type of fault characteristic frequency can be calculated.

[0038] Wherein, 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: ; ; ; ; ; ; In the formula, 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 speed frequency.

[0039] S103. According to the sample data and the first-order theoretical shaft solidification characteristic spectrum number, the fault spectrum line search is performed to obtain the actual fault spectrum line meeting the preset condition; In S103, specifically, in order to further confirm whether there is tread or bearing fault impact information in the sample data, the existing fault line search method can be used to search the bearing type or tread type fault line according to the sample data and the 1st order theoretical shaft solidification characteristic spectrum number, and actual fault spectrum lines satisfying the preset condition are obtained. In some embodiments, one implementation of the present step specifically includes: S1031. Search the bearing type or tread type fault line according to the sample data and the 1st order theoretical shaft solidification characteristic spectrum number, and obtain actual fault spectrum lines; In S1031, specifically, the fast Fourier transform is performed on the sample data to obtain frequency domain data; the bearing type or tread type fault line is searched according to the frequency domain data and the 1st order theoretical shaft solidification characteristic spectrum number, and all the spectrum lines with a maximum value within a preset range from the theoretical fault spectrum line are obtained, and the spectrum line with an amplitude greater than a preset amplitude in the maximum value is taken as an actual fault spectrum line. For example, the 1st order fault spectrum number and high order spectrum number of the bearing type (including outer ring, inner ring, single roller, double roller) or the 1st order fault spectrum number and high order spectrum number of the tread type are sequentially searched according to the frequency domain data and the 1st order theoretical shaft solidification characteristic spectrum number, and the actual fault spectrum line of the bearing type or the actual fault spectrum line of the tread type is obtained. The search method is specifically that the spectrum line with a maximum value within a preset range from the theoretical fault spectrum line is searched, and when the amplitude of the maximum value spectrum line is greater than the preset amplitude, it is considered that the maximum value spectrum line is 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 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 needs, which are not limited in the present application.

[0040] S1032. Determine whether the number of actual fault spectrum lines reaches a preset threshold number, and if so, determine that the actual fault spectrum line satisfies the preset condition.

[0041] In S1032, specifically, when the number of actual fault spectrum lines (including 1st order and high order) searched by the bearing type or tread type reaches the preset threshold number, it is considered that the sample data contains bearing or tread impact information, and it is considered that the actual fault spectrum line obtained in the current search satisfies the preset condition, so that the actual fault spectrum line satisfying the preset condition is obtained. The preset threshold number can be set based on actual needs, which is not limited in the present application.

[0042] S104. Determine the first fault spectrum number according to the 1st order fault spectrum line searched in the actual fault spectrum line; In S104, when it is confirmed that there is bearing or tread fault impact information, that is, the number of actual fault spectrum lines reaches the preset threshold number, the first fault spectrum number is determined according to the first-order fault spectrum line searched by it. Specifically, from the actual fault spectrum types reaching the preset threshold number, the first-order searched as the target fault spectrum line is selected, and the first fault spectrum number can be obtained according to the target fault spectrum line. For example, the speed wheel diameter value of a certain vehicle site is 784 mm, and the corresponding other shaft has tread polygonal impact information. The time domain waveform of its sample data is as shown in Figure 3a The frequency domain waveform is as shown in Figure 3b As can be seen from the figure, the 19th spectrum in the frequency domain is close to the first-order fault spectrum number of the tread, so the first fault spectrum number can be determined as 19.

[0043] S105. According to the first fault spectrum number, perform frequency spectrum refinement analysis to obtain a second fault spectrum number; In S105, specifically, frequency spectrum refinement analysis is a signal processing technique aimed at improving the frequency resolution of a specific frequency band in spectrum analysis, so as to more accurately identify and analyze the signal components in the frequency band. Its core idea is to locally "magnify" the target frequency band, rather than globally improve the resolution, in order to save computing resources and focus on key frequency information. Based on the first fault spectrum number, the existing frequency spectrum refinement analysis algorithm can be used to perform frequency spectrum refinement analysis to obtain the second fault spectrum number, thereby effectively solving the problem of inaccurate spectrum line search caused by insufficient frequency resolution.

[0044] In some embodiments, one implementation of the present step specifically includes: S1051. According to the first fault spectrum number, determine the frequency spectrum signal within a set range from the first fault spectrum number; In S1051, specifically, after obtaining the first fault spectrum number, the frequency spectrum signal within a set range from the first fault spectrum number is determined, and a reasonable frequency spectrum interval is set to facilitate subsequent frequency spectrum refinement analysis. The set range can be set based on actual application requirements, for example, taking the frequency domain waveform of Figure 3b as an example, assuming that the preset range is set to 4 and the first fault spectrum number is 19, the frequency spectrum signal with the fault spectrum number in the range [15, 23] is determined, and the frequency domain waveform is as shown in Figure 4a

[0045] S1052. Utilize a preset frequency spectrum refinement algorithm to perform frequency spectrum refinement analysis on the frequency spectrum signal to obtain a second fault spectrum number.

[0046] ​In S1052, specifically, the preset spectrum refinement algorithm can adopt a Zoom-FFT algorithm or a Chirp Z-Transform (CZT) algorithm, spectrum refinement analysis is performed on the spectrum signal by using the preset spectrum refinement algorithm, and the second fault spectrum number can be determined according to the refinement result, so as to effectively solve the problem of inaccurate spectrum line search caused by insufficient frequency resolution. For example, taking the spectrum signal as an example, the CZT algorithm is used to perform spectrum refinement analysis on the spectrum signal, and the frequency domain waveform is as shown in Figure 4a Figure 4b According to the refinement result, the second fault spectrum number with the highest amplitude is 19.26.

[0047] S106. Obtain the wheel diameter of the speed wheel, and calculate the non-speed wheel diameter according to the wheel diameter of the speed wheel, the first-order theoretical shaft solidification characteristic spectrum number, and the second fault spectrum number.

[0048] In S106, specifically, the existing speed wheel diameter calculation method can be used to obtain the wheel diameter of the speed wheel, the first-order theoretical shaft solidification characteristic spectrum number is y, the second fault spectrum number is x, the wheel diameter of the speed wheel is D0, and the calculation formula of the real wheel diameter D of the non-speed wheel is as follows: Thus, the automatic correction of the wheel diameters of the vehicle is realized. For example, the wheel diameter D0 of the speed wheel of a certain vehicle on site is 784 mm, the first-order theoretical shaft solidification characteristic spectrum number y of the tread is 20.48, according to the above calculation, the second fault spectrum number x is 19.26, and then the non-speed wheel diameter D = 784 x 20.48 / 19.26 = 834 mm, which is consistent with the actual measurement conclusion.

[0049] The above embodiment first obtains sample data obtained by speed tracking sampling; calculates a first-order theoretical shaft solidification characteristic spectrum number according to the sample data and bearing parameters; performs fault spectrum line search according to the sample data and the first-order theoretical shaft solidification characteristic spectrum number to obtain an actual fault spectrum line that meets a preset condition; determines a first fault spectrum number according to the first-order fault spectrum line searched in the actual fault spectrum line, so as to preliminarily determine the fault spectrum number; then performs spectrum refinement analysis according to the first fault spectrum number to obtain a second fault spectrum number; obtains the wheel diameter of the speed wheel, and calculates the non-speed wheel diameter according to the wheel diameter of the speed wheel, the first-order theoretical shaft solidification characteristic spectrum number, and the second fault spectrum number, so as to effectively solve the problem of inaccurate spectrum line search caused by insufficient frequency resolution, and improve the accuracy of non-speed wheel diameter calculation.

[0050] ​In summary, the above embodiments can realize automatic correction of wheel diameters without increasing or changing existing hardware settings, and are not limited to the correction of wheel diameters of powered vehicles. At the same time, through spectral refinement analysis, the influence of inaccurate spectral line search caused by insufficient frequency resolution on the accuracy of wheel diameter calculation is reduced, and the accuracy of non-rotational speed wheel diameter calculation is improved. The above wheel diameter calculation can effectively ensure the accuracy of locomotive running kilometers, kilometer marker calculation, walking part bearing, gear, and tread fault diagnosis.

[0051] In other embodiments of the present application, one of the implementation manners of the step of obtaining the rotational speed wheel diameter specifically includes: S201. Obtain a rotational speed pulse signal of the rotational speed wheel, and obtain an angular velocity based on the rotational speed pulse signal. In S201, specifically, based on the rotational speed pulse signal of the rotational speed wheel, the angular velocity of the current measurement point position can be calculated. Assuming that the rotational speed pulse teeth are M, the angle between every two pulse teeth is 2π / M degrees, and based on the rotational speed pulse signal of the rotational speed wheel, the time between every two rotational speed pulse teeth is T, the calculation formula of the current angular velocity is: wherein, represents the angular velocity, and the unit is r / min.

[0052] S202. Obtain a network rotational speed or satellite data of the vehicle, and obtain a linear velocity based on the network rotational speed or the satellite data. In S202, specifically, the network rotational speed of the vehicle can be obtained from the vehicle system. The network rotational speed refers to that the actual running speed data of the vehicle is uploaded to the monitoring device through the network. Based on the network rotational speed, the actual running speed of the vehicle can be obtained as the linear velocity. Satellite data (such as GPS data or Beidou data) of the vehicle can also be obtained from the vehicle system. The relative speed between the satellite signal receiver on the vehicle and the satellite is calculated by using the Doppler effect of the satellite signal, and the three-dimensional speed is calculated through multiple satellite data, so that the accurate running speed of the vehicle can be obtained as the linear velocity.

[0053] S203. Calculate the rotational speed wheel diameter based on the angular velocity and the linear velocity.

[0054] In S203, specifically, the corresponding relationship between the linear velocity and the angular velocity is: , and thus the rotational speed wheel diameter can be calculated wherein, represents the linear velocity.

[0055] ​In order to further reduce the error of the wheel diameter calculation of the tachometer wheel, in another embodiment, another implementation of the step of obtaining the wheel diameter of the tachometer wheel specifically comprises: S301. Obtain the number of pulses output by the pulse sensor equipped on the tachometer wheel within a preset time period; In S301, specifically, the tachometer wheel of the vehicle is equipped with a pulse sensor, which can output a pulse signal based on the rotation of the tachometer wheel. For a vehicle in operation, the number of pulses output by the pulse sensor within a preset time period can be obtained from the start time to the end time. The preset time period can be set based on actual needs.

[0056] S302. Obtain satellite data of the vehicle within the preset time period, and obtain the vehicle travel distance according to the satellite data; In S302, specifically, the satellite data (such as GPS data or Beidou data) of the vehicle can be obtained from the vehicle system. The vehicle travel distance can be calculated by the satellite positioning of the vehicle at the start time of the preset time period and the satellite positioning of the vehicle at the end time of the preset time period.

[0057] S303. Calculate the wheel diameter of the tachometer wheel according to the vehicle travel distance and the number of pulses.

[0058] In S303, specifically, let the number of pulses be P. The number of revolutions k of the tachometer wheel can be calculated by dividing P by the number of pulse teeth. Then the wheel diameter of the tachometer wheel can be calculated. Wherein, L represents the vehicle travel distance.

[0059] In this embodiment, as the vehicle travel distance L increases, the error will gradually decrease, thereby improving the accuracy of the wheel diameter calculation of the tachometer wheel.

[0060] As shown in Figure 5 Another embodiment of the present application further provides a wheel diameter calculation system for a rail transit vehicle, comprising: An acquisition unit 10 is configured to acquire sample data obtained by tachometer tracking sampling; A first calculation unit 11 is configured to calculate a first-order theoretical shaft solidification characteristic spectrum number according to the sample data and bearing parameters; A search unit 12 is configured to search for an actual fault spectrum line that meets a preset condition according to the sample data and the first-order theoretical shaft solidification characteristic spectrum number; A determination unit 13 is configured to determine a first fault spectrum number according to the first-order fault spectrum line searched in the actual fault spectrum line; An analysis unit 14 is configured to perform spectrum refinement analysis according to the first fault spectrum number to obtain a second fault spectrum number; The second calculation unit 15 is configured to obtain the wheel diameter of the tachometer wheel, and calculate the wheel diameter of the non-tachometer wheel according to the wheel diameter of the tachometer wheel, the first-order theoretical axle solidification characteristic spectrum number and the second fault spectrum number.

[0061] In other embodiments of the present application, the calculation system of the wheel diameter of the rail transit vehicle wheel, the calculation formula of the wheel diameter of the non-tachometer wheel is as follows:

[0062] In the formula, D represents the wheel diameter of the non-tachometer wheel, D0 represents the wheel diameter of the tachometer wheel, y represents the first-order theoretical axle solidification characteristic spectrum number, and x represents the second fault spectrum number.

[0063] In other embodiments of the present application, the calculation system of the wheel diameter of the rail transit vehicle wheel, when the analysis unit 14 performs the spectrum refinement analysis according to the first fault spectrum number to obtain the second fault spectrum number, the analysis unit 14 is specifically configured to: determine a spectrum signal within a set range of the first fault spectrum number according to the first fault spectrum number; perform spectrum refinement analysis on the spectrum signal by using a preset spectrum refinement algorithm to obtain the second fault spectrum number.

[0064] In other embodiments of the present application, the calculation system of the wheel diameter of the rail transit vehicle wheel, the preset spectrum refinement algorithm is a Zoom-FFT algorithm or a linear frequency modulation Z transform algorithm.

[0065] In other embodiments of the present application, the calculation system of the wheel diameter of the rail transit vehicle wheel, when the second calculation unit 15 performs the obtaining of the wheel diameter of the tachometer wheel, the second calculation unit 15 is specifically configured to: obtain a rotational speed pulse signal of the tachometer wheel, and obtain an angular velocity according to the rotational speed pulse signal; obtain a network rotational speed or satellite data of the vehicle, and obtain a linear velocity according to the network rotational speed or the satellite data; obtain the wheel diameter of the tachometer wheel according to the angular velocity and the linear velocity.

[0066] In other embodiments of the present application, the calculation system of the wheel diameter of the rail transit vehicle wheel, when the second calculation unit 15 performs the obtaining of the wheel diameter of the tachometer wheel, the second calculation unit 15 is specifically configured to: obtain a pulse number output by a pulse sensor equipped on the tachometer wheel within a preset time period; obtain satellite data of the vehicle within the preset time period, and obtain a vehicle travel distance according to the satellite data; obtain the wheel diameter of the tachometer wheel according to the vehicle travel distance and the pulse number.

[0067] In other embodiments of the present application, in the rail transit vehicle wheel diameter calculation system, when the searching unit 12 performs the fault spectrum line search according to the sample data and the 1st order theoretical axle solidification characteristic spectrum number to obtain the actual fault spectrum line satisfying the preset condition, the searching unit 12 is specifically configured to: search the bearing type or tread type fault spectrum line according to the sample data and the 1st order theoretical axle solidification characteristic spectrum number to obtain the actual fault spectrum line; determine whether the number of the actual fault spectrum lines reaches a preset threshold number, and if so: determine that the actual fault spectrum line is the actual fault spectrum line satisfying the preset condition.

[0068] As shown in Figure 6 another embodiment of the present application, a rail transit vehicle wheel diameter calculation terminal is also provided, which comprises a storage medium 20 and a processor 21. The storage medium 20 stores computer execution instructions. The processor 21 executes the computer execution instructions stored in the storage medium 20 to implement the rail transit vehicle wheel diameter calculation method according to any one of the above.

[0069] The processor 21 can 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, and calling data stored in the storage medium 20. 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.

[0070] 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 the rail transit vehicle wheel diameter calculation method according to any one of the above, etc.; the storage data area can store data involved in the rail transit vehicle wheel diameter calculation method according to any one of the above, etc.

[0071] In another embodiment of the present application, a computer readable storage medium is also provided, and the computer readable storage medium stores computer execution instructions. When the processor executes the computer execution instructions, the computer execution instructions are used to implement the rail transit vehicle wheel diameter calculation method according to any one of the above.

[0072] The computer readable storage medium can be a U disk, a mobile hard disk, a read-only memory, a random access memory, an optical disk, or other medium capable of storing program codes.

[0073] The above description of disclosed embodiments enables one of ordinary skill in the art to make or use the application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein can be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for calculating the wheel diameter of a rail transit vehicle, characterized in that, include: Acquire sample data obtained from speed tracking sampling; 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 axis solidification characteristic spectrum, a fault spectrum search is performed to obtain the actual fault spectrum that meets the preset conditions. The first fault spectral number is determined based on the first-order fault spectral line searched in the actual fault spectral line. Based on the first fault spectrum number, a refined spectrum analysis is performed to obtain the second fault spectrum number; The diameter of the rotating wheel is obtained, and the diameter of the non-rotating wheel is calculated based on the diameter of the rotating wheel, the solidification characteristic spectrum of the first-order theoretical shaft, and the second fault spectrum.

2. The method as described in claim 1, characterized in that, 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, D0 represents the diameter of the rotating wheel, y represents the first-order theoretical shaft solidification characteristic spectrum, and x represents the second fault spectrum.

3. The method as described in claim 1, characterized in that, The step of performing spectral refinement analysis based on the first fault spectrum number to obtain the second fault spectrum number includes: Based on the first fault spectrum number, determine the spectrum signal that is within a set range of the first fault spectrum number; Using a preset spectrum refinement algorithm, the spectrum signal is subjected to spectrum refinement analysis to obtain the second fault spectrum number.

4. The method as described in claim 3, characterized in that, The preset spectrum refinement algorithm is either the Zoom-FFT algorithm or the linear frequency modulated Z-transform algorithm.

5. The method as described in claim 1, characterized in that, The process of obtaining the diameter of the rotating wheel includes: The rotational speed pulse signal of the rotating wheel is acquired, and the angular velocity is obtained based on the rotational speed pulse signal; Obtain the vehicle's network rotation speed or satellite data, and calculate the linear velocity based on the network rotation speed or satellite data; The diameter of the rotating wheel is calculated based on the angular velocity and the linear velocity.

6. The method as described in claim 1, characterized in that, The process of obtaining the diameter of the rotating wheel includes: The number of pulses output by the pulse sensor equipped with the rotating wheel within a preset time period is obtained; Acquire satellite data of the vehicle within the preset time period, and obtain the vehicle's travel distance based on the satellite data; The diameter of the rotating wheel is calculated based on the vehicle's travel distance and the number of pulses.

7. The method as described in claim 1, characterized in that, The step of searching for fault spectral lines based on the sample data and the first-order theoretical axis solidification characteristic spectrum to obtain actual fault spectral lines that meet preset conditions includes: Based on the sample data and the first-order theoretical shaft curing characteristic spectrum, a fault spectrum search is performed for bearing-type or tread-type faults to obtain the actual fault spectrum. Determine whether the number of actual fault spectral lines reaches a preset threshold. If so, then: The actual fault spectrum line is determined to be an actual fault spectrum line that meets the preset conditions.

8. A system for calculating the wheel diameter of a rail transit vehicle, characterized in that, include: The acquisition unit is used to acquire sample data obtained from speed tracking sampling; 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 fault spectral line search based on the sample data and the first-order theoretical axis solidification characteristic spectrum to obtain the actual fault spectral line that meets the preset conditions. The determining unit is used to determine the first fault spectral number based on the first-order fault spectral line searched in the actual fault spectral line; The analysis unit is used to perform spectral refinement analysis based on the first fault spectrum number to obtain the second fault spectrum 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 solidification characteristic spectrum of the first-order theoretical shaft, and the second fault spectrum.

9. A terminal for calculating the wheel diameter of a rail transit vehicle, 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 7.

10. 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 7.

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