CN106672016B - Using the subway wheel footpath real-time detecting system and method for laser correlative detector - Google Patents
Using the subway wheel footpath real-time detecting system and method for laser correlative detector Download PDFInfo
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- CN106672016B CN106672016B CN201611160014.5A CN201611160014A CN106672016B CN 106672016 B CN106672016 B CN 106672016B CN 201611160014 A CN201611160014 A CN 201611160014A CN 106672016 B CN106672016 B CN 106672016B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L1/00—Devices along the route controlled by interaction with the vehicle or train
- B61L1/18—Railway track circuits
- B61L1/181—Details
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
- B61K9/12—Measuring or surveying wheel-rims
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
The present invention discloses a kind of subway wheel footpath real-time detecting system and method using laser correlative detector, and system is made of ground installation, car-mounted device.Two transponders at a distance of L are chosen on level tangent track, each expanded laser light correlative detector for configuring a tread device in Ce ⊿ L places Wai transponder section；In the case where the laser shielding plate of car-mounted device coordinates, the datum length of L+2 ⊿ L wheel footpaths detection is obtained, has established the basis of wheel footpath accuracy of detection.Time chip is embedded in car-mounted device, and the measurement unit for taking turns shaft speed sensor is accurate to non-integer " circle ", further improves wheel footpath accuracy of detection.Wheel footpath detecting system is only received independently of CBTC and is not sent out CBTC signals, eliminate the interference to CBTC.By the redundancy of expanded laser light correlative detector and transponder, the fault diagnosis of implementation subway wheel footpath detecting system；Wear rate statistics is based oneself upon, implements the fault diagnosis of subway wheel footpath wear rate；Fault diagnosis helps to lift the quality of subway circulation.
Description
Technical field
The invention belongs to the detection technique category of subway wheel footpath；Particularly relate to grind using laser correlative detector, using wheel footpath
The subway wheel footpath real-time detecting system and method for loss rate statistics.
Background technology
On December 3rd, 2014, high moral issue《Third season China main cities traffic analysis report in 2014》, report to
Urban congestion sequence list is gone out：The very best Beijing, the Hangzhou second place at palace examination.On April 5th, 2015, famous navigation Service business TomTom issues are complete
Ball congestion city TOP 30, Hangzhou honor of having the honor are stepped on and fallen in lines.As expanding economy and social progress, vehicle guaranteeding organic quantity are lasting
It is incremented by, road is crowded to capacity.In March, 2013, Hangzhou main city zone vehicle guaranteeding organic quantity break through 1,000,000；Average 3 people one, people
Equal private car owning rate surpasses Beijing, the whole nation first.Considered from the visual angle of traffic relation between supply and demand, Demand-side is supplied in situation is risen
Side must increase supply --- enlarging road；It is limited by the resource constraint of Hangzhou soil natural endowment, the real difficult increasing for coordinating Demand-side of supply side
It is long.38,350,000 m of Hangzhou main city zone path area in 20062, increase to 43,850,000 m within 20112, the extraordinary growth of 2.0%/year；Same period machine
Motor-car speedup is 10 times of road, and " terror " two word was not！Road area per capita is from 15.39m2Reduce to 13.95m2, in other words
Road area per capita declines 9.4%.In face of the awkward situation of traffic semiparalysis, rely on private car for counsel and meet that the travel pattern of trip requirements is walked
The end is arrived.Recall past pains, greatly develop green, efficiently, easily public transport is only and solves the unique of Hangzhou traffic quagmire
Outlet.
Public transport is a kind of High-efficiency Conveyance System, represents the general orientation of Sustainable Development for Urban Traffic System；Cut-off 2012 12
Month, the statistics of Hangzhou routine bus system trip share rate go fromes bad to worse, is depressing：
2000,15.3 kilometers of routine bus system average speed per hour, share rate 22.2% of going on a journey；
2005,14.9 kilometers of routine bus system average speed per hour, share rate 21.4% of going on a journey；
2010,12.5 kilometers of routine bus system average speed per hour, share rate 20.9% of going on a journey；
2011,12.3 kilometers of routine bus system average speed per hour, trip share rate was down to the lowest point 20%.
On 2 22nd, 2013, city's Plan made preferred manner of the public transport as citizens' activities with the time of 10 years or so,
Quantitative target >=50% of public transport share rate in 2021；The quality that the height of bus trip share rate is experienced with citizen's bus trip
Sad correlation.For existing engineering technology and land resource, bus trip share rate routine bus system is improved hard to assume the main responsibilities, non-ly
Iron does not belong to.Subway freight volume is big, take up an area less, quickly, it is convenient, on schedule, energy consumption is low, pollution less, ride comfort and safety.1969,
First subway in China is built up in Beijing；In May, 2013, amounts to 16 cities and builds up subway.In October, 2012,48 kilometers of total length
One phase of Hangzhou Subway Line 1 formally run, the average daily volume of the flow of passengers is up to 23.24 ten thousand people times/day then；Using AC frequency conversion transformation B
Type car, four dynamic two drag, six marshallings, 1240 people of staffing, design F-Zero 80km/h, standard running interval 120s.2013,
Bus trip share rate in Hangzhou welcomes the important breakthrough that counteroffensive increases by 3.20% finally, reverses the declining trend increasingly to decline at one stroke.
2013, Hangzhou Subway transported 8483.1 ten thousand person-times of citizen；2014,14450.4 ten thousand person-times；2015,17629.5 ten thousand people
It is secondary；3 years accumulative nearly 400,000,000 person-times of passengers of transport.On May 1st, 2015, Hangzhou Subway gauze passenger flow have created odd-numbered day transport
125.33 ten thousand person-times of new peak.Obviously, subway plays very important role in public trip share rate.Hangzhou Subway is transported
Since battalion is open to traffic, the operating line of about 82 kilometers of total length is built up, the coming years will also continue to extend；Plan the Asian Games in 2022
Before holding, there will be ten circuits to build up and put into operation, 192 kilometers of covering areas of the whole city 9 of total kilometrage.Promote subway construction, optimally
Face traffic, works along both lines and realizes that 50% bus trip share rate target is very hopeful.The operational mode of subway train has
Not in high ferro：Although the far inferior high ferro of the speed of subway train, the remote small high ferro in interval of subway train, the interval of usual two car
Time≤120s, or even it is compressed to 90s or shorter.
At present, traditional subway Train Detection and Identification (Track-circuit Based Train based on track circuit
Control, TBTC) by based on communication subway train operation control (Communication Based Train Control,
CBTC) substitute, the Train Detection and Identification and subway of high ferro are similar.There is Siemens in the well-known manufacturer of CBTC systems
(Siemens), Canada Pang Badi (Bombardier), French Alstom (Alstom) and Alcatel (Alcatel).
In CBTC systems, the reliable and precision of speed/detection and localization is the basic guarantee of subway train high density security operating mode.Often
Speed/position finding and detection method has：Odometer positioning, track circuit position, transponder positions, slotted waveguide positions,
Inductive line intersected positioning, GPS or Big Dipper positioning, map match positioning；Wheel shaft speed sensor velocity measurement, Doppler radar test the speed
Deng；Wherein wheel shaft speed-position detection method is that application range is most wide in track train industry, the technology of usage history at most.Wheel shaft tests the speed
The advantages of positioning mode is principle simple, technology maturation, easy-to-use reliable；Short slab is the bigger error of detection, and it is empty that error is derived from train
Turn, slide and worn with train wheel footpath.In view of the popularization of multi-sensor fusion technology, and Train Control dispatching technique and rail paving
If the progress of technique, " idle running " and " is slided " accident error that produces increasingly reduces；But constant error caused by wheel footpath abrasion
" the country remains the same ".In addition, real-time and precise detection wheel footpath abrasion is also relate to the safe operation of train and the number of maintenance work amoun.
According to wheel life cycle, the canonical parameter of subway train wheel footpath is：New wheel Ф 840mm, half abrasion wheels Ф
805mm, greatest wear wheel Ф 770mm；Wheel footpath abrasion canonical parameter be：Ten thousand km of 0.159mm/.Real-time and precise detection wheel footpath mill
Damage is subway problem urgently to be resolved hurrily, and more representational relevant knowledge property right Summary on research results is as follows：
Patent of invention " a kind of Automatic train wheel diameter bearing calibration " (ZL2013106544480), proposes to choose flat line
The reference data that the two neighboring transponder in road is corrected as wheel footpath, measures the distance between two transponders；Obtained according to the speed of measure
Range ability in specified time, according to range ability and measurement distance ratio, and wheel footpath initial value, obtains wheel footpath updated value.
Patent of invention " a kind of locomotive wheel diameter automatic calibration system and its method based on satellite positioning "
(ZL200810222045.8), system includes locating module, map-matching module, data recordin module, communication module and main place
Manage device, and map data base；It is proposed to calibrate locomotive wheel diameter using GNSS location informations, reduce wheel wear and cause wheel footpath
Position error caused by change, improves train positioning accuracy.
Patent of invention " calibration method and calibration system of train wheel footpath " (ZL201410038768.8), proposition use arteries and veins
Range unit counter and speedometer counter are rushed respectively to the pulse of pulse ranging device and speedometer step-by-step counting, according to speed
The difference and train of meter counted number of pulses and speedometer counted number of pulses add up travel distance and obtain train wheel footpath.
Above-mentioned to benefit our pursuits, first patent proposes the reference range corrected using two neighboring transponder as wheel footpath, leads to
Third wheel shaft speed sensor, which tests the speed, obtains range ability；By the difference of reference range and range ability, wheel footpath updated value is obtained；But look into
Ask -- the positioning accuracy that 50cm grades of transponder is not good enough, i.e. the precision of reference range is low, therefore the precision of wheel footpath correction is not high.Second
Patent proposes wheel footpath calibration system and method based on satellite positioning, and the positioning signal provided by satellite calibrates wheel footpath；Because of ground
Underground is often built on iron wire road in, can not receive satellite-signal, and the low precision Strong people's wills of 10m grades of satellite positioning, therefore wheel footpath school
Accurate precision is not high and validity of method leaves a question open.3rd patent proposes pulse ranging device counter and speedometer counter
Respectively to the pulse of pulse ranging device and speedometer step-by-step counting, travel distance is added up according to both differences and train and is drawn
The wheel footpath of train；In view of range unit counter and speedometer counter there are respective error, therefore the train wheel footpath drawn
Precision is not high.The not high another factor of three patent precision is that the minimum measurement unit of wheel shaft speed sensor is " circle ",
If design when configure split-second precision chip, wheel shaft speed sensor minimum measurement unit can be accurate to decimal point after
" circle " describes, and lifts wheel footpath accuracy of detection.Three patents still have the single deficiency of function, and real-time and precise detection wheel footpath removes school
Outside positive wheel footpath, as being compared with wear rate statistics, the fault diagnosis and fault prediction of train wheel will be helped, the safety of train is transported
Row and O＆M.The exploration of relevant knowledge property right achievement has reference value, but achievement still suffers from limitation.Therefore, it is necessary to existing
On the basis of achievement, make further innovative design.
The content of the invention
The purpose of the present invention is overcome the deficiencies of the prior art and provide a kind of subway wheel footpath based on laser correlative detector
Real-time detecting system and method.
It is made of using the subway wheel footpath real-time detecting system of laser correlative detector ground installation, car-mounted device, ground
Device includes the first expanded laser light correlative detector, the second expanded laser light correlative detector；Being chosen on straight track circuit should
2, two transponders of device 1 and transponder are answered at a distance of L, the length object of reference as wheel footpath detection；In 2nd area of transponder 1 and transponder
Between both ends at Wai Ce ⊿ L, be respectively configured the first expanded laser light correlative detector, the second expanded laser light correlative detector, two
The distance of laser correlative detector=L+2 ⊿ L, the datum length that distance L+2 ⊿ L are detected as wheel footpath；First expanded laser light pair
The transponder 11 for penetrating detector is located at transponder 2 at the L+2 ⊿ L of 1 extensions of transponder, the second expanded laser light correlative detector
Transponder 21 is located at transponder 1 at the L+2 ⊿ L of 2 extensions of transponder；The Laser emission of first expanded laser light correlative detector
End, laser pick-off end vertical track circuit are installed on track both sides, setting height(from bottom)=H of Laser emission/receiving terminal, height H=
The laser shielding plate setting height(from bottom) of car-mounted device, the Laser emission end of the second expanded laser light correlative detector, laser pick-off end peace
Dress mode is identical with the first expanded laser light correlative detector.
The first expanded laser light correlative detector is using DA208Y-1 types laser correlative detector as core, including laser
Transmitting terminal, laser pick-off end, transponder 1, the wireless communication module of CC2500 types 2.4G, the master control using MSP430F149 chips
Module；The MSP430F149 feet 32,33 of main control module are connected with wireless communication module port 2,1 respectively, main control module
MSP430F149 feet 34,35 are connected with 1 port 2,1 of transponder respectively, and the MSP430F149 feet 12,16 of main control module are respectively with swashing
Light emitting end port 1, laser pick-off end port 2 are connected；1 reception of transponder does not send radiofrequency signal, that is, receives train standard configuration
The message of the adjacent transponder response of radiofrequency signal/reading of requestor transmitting, as opening for the first expanded laser light correlative detector
Dynamic/fault diagnosis signal；The laser beam of Laser emission end transmitting is blocked by car-mounted device laser shielding plate, the generation of laser pick-off end
Subway wheel footpath detects interruption 1 in real time, and what the shutdown signal and subway wheel footpath as the first expanded laser light correlative detector detected opens
Dynamic signal；
The structure of second expanded laser light correlative detector is identical with the first expanded laser light correlative detector, and transponder 2 only connects
Receipts do not send radiofrequency signal, that is, read the radiofrequency signal of message/reception train standard configuration requestor transmitting of adjacent transponder response,
Startup/fault diagnosis signal as the second expanded laser light correlative detector；The laser beam of Laser emission end transmitting is by vehicle-mounted dress
Laser shielding plate blocking is put, laser pick-off end generation subway wheel footpath detects interruption 2 in real time, as the second expanded laser light to penetrating detection
The end signal of shutdown signal and subway the wheel footpath detection of device.
The in-vehicle wireless communication module of the car-mounted device including CC2500 types 2.4G, using TDC_GP21 chips when
Between measurement module, the vehicle-mounted main control module using MSP430F149 chips, laser shielding plate；Vehicle-mounted main control module
MSP430F149 feet 32,33 are connected with in-vehicle wireless communication module port 2,1 respectively, the MSP430F149 feet of vehicle-mounted main control module
27th, 28,31,29,30 are connected with the TDC_GP21 feet 8,9,10,11,12 of time measurement module respectively, vehicle-mounted main control module with
DF16/1.200fadk type wheel shaft tachogenerators are connected；Laser shielding plate is installed on train head, setting height(from bottom) H=laser hair
Penetrate/the setting height(from bottom) of receiving terminal.
The flow of the subway wheel footpath real-time detection method includes real-time testing process and the subway wheel footpath of subway wheel footpath
Fault diagnosis flow scheme, the fault diagnosis flow scheme of subway wheel footpath by subway wheel footpath real-time detecting system fault diagnosis flow scheme,
The fault diagnosis flow scheme composition of iron tyre footpath wear rate；
The real-time testing process of the subway wheel footpath is as follows：
1. the first expanded laser light correlative detector starts：
Transponder 11 receives/responds train requestor radiofrequency signal；Transponder 1 receives 11 response message of transponder；Master control
Module starts the first expanded laser light correlative detector；Launch laser beam in Laser emission end；Laser pick-off end receives laser beam；
2. wheel footpath detection starts：
Laser shielding plate blocking laser beam；The generation detection of laser pick-off end interrupts 1；Main control module is launched through communication module to be examined
Survey enabling signal；Main control module receives detection enabling signal through communication module；The record detection of time measurement module starts the time
tstart；
3. -1 first expanded laser light correlative detector is closed：
Be delayed t after main control module transmitting detection enabling signaldelay；Main control module closes the first expanded laser light to penetrating detection
Device；
3. -2 wheel footpaths detect：
Vehicle-mounted main control module reads the counting pulse of wheel shaft tachogenerator；Time measurement module records all measurements and obtains
Counting pulse time t1、t2、……tN；
4. the second expanded laser light correlative detector starts：
Transponder 2 receives train requestor radiofrequency signal；Main control module starts the second expanded laser light correlative detector；Laser
Transmitting terminal launches laser beam；Laser pick-off end receives laser beam；
5. wheel footpath detection terminates：
Laser shielding plate blocking laser beam；The generation detection of laser pick-off end interrupts 2；Main control module is launched through communication module to be examined
Survey end signal；Main control module receives detection end signal through communication module；The time measurement module record detection end time
tend；
6. the second expanded laser light correlative detector is closed：
Be delayed t after main control module transmitting detection end signaldelay；Main control module closes the second expanded laser light to penetrating detection
Device；
7. wheel footpath calculates：
Calculate non-integer circle number DS when startingdecimal=(t1- tstart)/(t2- t1)；Non-integer circle number at the end of calculating
DEdecimal=(tend- tN)/(tN- tN-1)；Calculate wheel footpath detection number of turns K=N+DSdecimal+DEdecimal；Calculating wheel footpath Φ=
[L+2⊿L]÷K÷π；Store the corresponding train mileage D of wheel footpath Φmileage；
The fault diagnosis flow scheme of the subway wheel footpath real-time detecting system：
If transponder 1 receives requestor radiofrequency signal but does not read adjacent 11 response message of transponder, the event of transponder 11
Barrier；If transponder 1 does not receive requestor radiofrequency signal but requestor reads adjacent 11 message of transponder, 1 failure of transponder；If should
Answer device 1 and receive 11 response message of transponder but non-emissive detection enabling signal, then first laser correlative detector failure；Second expands
The fault diagnosis for opening up laser correlative detector is identical with the first expanded laser light correlative detector；
The fault diagnosis flow scheme of the subway wheel footpath wear rate：
Read wheel footpath wear coefficient DparameterTen thousand km of=0.125mm/；
Read the wheel footpath value Φ that the preceding one-shot measurement of storage obtains1, mileage D1mileageThe wheel footpath value obtained with rear one-shot measurement
Φ2, mileage D2mileage；
Wear rate fault diagnosis：
Ji Suan ⊿ Φ=[Φ2- Φ1]/[D2mileage- D1mileage]；Ruo ⊿ Φ >=2Dparameter, then wheel footpath abrasion event
Barrier.
The present invention has an advantageous effect in that compared with background technology：
Based on laser high brightness, high directivity characteristic, two expanded laser light correlative detectors are configured；In car-mounted device laser
Under shutter coordinates, the accurate datum length of wheel footpath detection is obtained, improves wheel footpath accuracy of detection.Time chip is embedded in vehicle-mounted dress
Put, taking turns the measurement unit of shaft speed sensor can use non-integer " circle " to represent, further increase wheel footpath accuracy of detection.Wheel footpath is examined
The independent parallel work of examining system, only receives and does not send out CBTC signals, eliminate the interference to CBTC；Wheel footpath detecting system is in subway standard configuration
Transponder support under, determine the working time window of laser correlative detector, reduce the interference to laser correlative detector.Borrow
The redundancy of subway standard configuration transponder and laser correlative detector is helped, implements the fault diagnosis of subway wheel footpath detecting system；It is vertical
Sufficient wear rate statistics, implements the fault diagnosis of subway wheel footpath wear rate；Fault diagnosis helps to lift the product of subway circulation
Matter.
Brief description of the drawings
Fig. 1 is the structure diagram of subway wheel footpath real-time detecting system；
Fig. 2 (a) is the functional block diagram of the first expanded laser light correlative detector；
Fig. 2 (b) is the circuit diagram of the first expanded laser light correlative detector；
Fig. 3 (a) is the functional block diagram of car-mounted device；
Fig. 3 (b) is the circuit diagram of car-mounted device；
Fig. 4 (a) is the flow chart of subway wheel footpath detection method；
Fig. 4 (b) is the Troubleshooting Flowchart of subway wheel footpath；
Fig. 4 (c) is the overhaul flow chart of subway wheel footpath；
Fig. 4 (d) is the Troubleshooting Flowchart of subway wheel footpath detecting system；
Fig. 4 (e) is the Troubleshooting Flowchart of subway wheel footpath wear rate.
Embodiment
As shown in Figure 1, subway wheel footpath detecting system is made of ground installation 300, car-mounted device 400, ground installation 300 wraps
Include the first expanded laser light correlative detector 100, the second expanded laser light correlative detector 200；Being chosen on straight track circuit should
2, two transponders of device 1 and transponder are answered at a distance of L, the length object of reference as wheel footpath detection；In 2nd area of transponder 1 and transponder
Between both ends at Wai Ce ⊿ L, the first expanded laser light correlative detector 100, the second expanded laser light correlative detector is respectively configured
200, distance=L+2 ⊿ L of two laser correlative detectors, the datum length that distance L+2 ⊿ L are detected as wheel footpath；First expands
The transponder 11 of exhibition laser correlative detector 100 is located at transponder 2 at the L+2 ⊿ L of 1 extensions of transponder, the second expanded laser light
Correlative detector 200 is similar；The Laser emission end of first expanded laser light correlative detector 100, laser pick-off end vertical rails diatom
Road is installed on track both sides, setting height(from bottom)=H of Laser emission/receiving terminal in opposite directions, and the laser of height H=car-mounted devices 400 hides
Baffle setting height(from bottom), the Laser emission end of the second expanded laser light correlative detector 200, laser pick-off end mounting means are similar.
Illustrate 1：Without loss of generality, the traffic direction of subway train is made from left to right.Because the first expanded laser light is to penetrating detection
Device and the second expanded laser light correlative detector, transponder 1 and transponder 2 are symmetrical, if the traffic direction of subway train from
Dextrad is left, and the testing process of subway wheel footpath is constant；Expanded laser light correlative detector sequence number, and synchronous exchange response need to only be exchanged
Device sequence number.The message transmissions distance of the transponder response of 2 ⊿ L≤0.5, ensures that transponder reliably reads the response report of adjacent transponder
Text；L >=inquiry-transponder operating distance, the vehicle-mounted requestor model of transponder is AI1422 (Transcore companies AT5112
Type inquiry-transponder).Vehicle-mounted requestor is installed on train lower head, and transponder 11 and transponder 21 are oneself marks for having of subway
With equipment.
As shown in Fig. 2 (a), Fig. 2 (b), the first expanded laser light correlative detector 100 is detected with DA208Y-1 types laser-correlation
Device is core, including the Laser emission end 110 of DA208Y-1 type laser correlative detectors, laser pick-off end 120 and transponder 1
The wireless communication module 140 of 130 and CC2500 types 2.4G, the main control module 150 using MSP430F149 chips；Main control module
150 MSP430F149 feet 32,33 are connected with 140 port 2,1 of wireless communication module respectively, main control module 150
MSP430F149 feet 34,35 are connected with 1 130 port 2,1 of transponder respectively, the MSP430F149 feet 12,16 of main control module 150
It is connected respectively with 110 port 1 of Laser emission end, 120 port 2 of laser pick-off end；Transponder 1 130, which receives, does not send radio frequency letter
Number -- the message of the adjacent transponder response of radiofrequency signal/reading of train standard configuration requestor transmitting is received, is swashed as the first extension
Startup/fault diagnosis signal of light correlative detector 100；The laser beam that Laser emission end 110 is launched is by 400 laser of car-mounted device
Shutter blocks, and laser pick-off end 120 generates subway wheel footpath and detects interruption 1 in real time, as the first expanded laser light correlative detector
The enabling signal of 100 shutdown signal and subway wheel footpath detection；
Second expanded laser light correlative detector 200 is similar, and 2 230 receptions of transponder do not send radiofrequency signal -- read phase
The radiofrequency signal of the message of adjacent transponder response/reception train standard configuration requestor transmitting, as the second expanded laser light to penetrating detection
Startup/fault diagnosis signal of device；The laser beam that Laser emission end 210 is launched is blocked by 400 laser shielding plate of car-mounted device, is swashed
Optical receiving end 220 generates subway wheel footpath and detects interruption 2 in real time, the shutdown signal as the second expanded laser light correlative detector 200
With the end signal of subway wheel footpath detection.
As shown in Fig. 3 (a), Fig. 3 (b), Fig. 1, car-mounted device 400 includes the in-vehicle wireless communication module of CC2500 types 2.4G
410th, using the time measurement module 420 of TDC_GP21 chips, using MSP430F149 chips vehicle-mounted main control module 430, swash
Light shutter 440；The MSP430F149 feet 32,33 of vehicle-mounted main control module 430 respectively with 410 port 2 of in-vehicle wireless communication module,
1 is connected, the MSP430F149 feet 27,28,31,29,30 of vehicle-mounted main control module 430 TDC_ with time measurement module 420 respectively
GP21 feet 8,9,10,11,12 are connected, and vehicle-mounted main control module 430 is connected with DF16/1.200fadk type wheel shaft tachogenerators；Swash
Light shutter 440 is installed on train head, the setting height(from bottom) of setting height(from bottom) H=Laser emissions/receiving terminal.
As shown in Fig. 4 (a), Fig. 4 (b), Fig. 4 (c), Fig. 4 (d), Fig. 4 (e), the flow bag of subway wheel footpath real-time detection method
The fault diagnosis flow scheme of real-time testing process and the subway wheel footpath of subway wheel footpath is included, the fault diagnosis flow scheme of subway wheel footpath is by subway
The fault diagnosis flow scheme of wheel footpath real-time detecting system, the fault diagnosis flow scheme composition of subway wheel footpath wear rate.
The real-time testing process of subway wheel footpath is as follows：
1. the first expanded laser light correlative detector starts：
Transponder 11 receives/responds train requestor radiofrequency signal
Transponder 1 130 receives 11 response message of transponder
Main control module 150 starts the first expanded laser light correlative detector 100
Launch laser beam in Laser emission end 110
Laser pick-off end 120 receives laser beam
2. wheel footpath detection starts：
440 blocking laser beam of laser shielding plate
The generation detection of laser pick-off end 120 interrupts 1
Main control module 150 launches detection enabling signal through communication module 140
Main control module 430 receives detection enabling signal through communication module 410
The record detection of time measurement module 420 starts time tstart
3. -1 first expanded laser light correlative detector is closed：
Be delayed t after the transmitting detection enabling signal of main control module 150delay
Main control module 150 closes the first expanded laser light correlative detector 100
3. -2 wheel footpaths detect：
Main control module 430 reads the counting pulse of wheel shaft tachogenerator
The time t of 420 record count pulse of time measurement module1、t2、……tN, tNCounted for last (i.e. n-th)
The time of rapid pulse punching
4. the second expanded laser light correlative detector starts：
Transponder 2 230 receives train requestor radiofrequency signal
Main control module 250 starts the second expanded laser light correlative detector 200
Launch laser beam in Laser emission end 210
Laser pick-off end 220 receives laser beam
5. wheel footpath detection terminates：
440 blocking laser beam of laser shielding plate
The generation detection of laser pick-off end 220 interrupts 2
Main control module 250 launches detection end signal through communication module 240
Main control module 430 receives detection end signal through communication module 410
Record detection end time t of time measurement module 420end
6. the second expanded laser light correlative detector is closed：
Be delayed t after the transmitting detection end signal of main control module 250delay
Main control module 250 closes the second expanded laser light correlative detector 200
7. wheel footpath calculates：
Calculate non-integer circle number DS when startingdecimal=(t1- tstart)/(t2- t1)
Non-integer circle number DE at the end of calculatingdecimal=(tend- tN)/(tN- tN-1)
Calculate wheel footpath detection number of turns K=N+DSdecimal+DEdecimal
Calculate wheel footpath Φ=[L+2 ⊿ L] ÷ K ÷ π
Store the corresponding train mileage D of wheel footpath Φmileage；
The fault diagnosis flow scheme of subway wheel footpath real-time detecting system：
If transponder 1 130 receives requestor radiofrequency signal,
But adjacent 11 response message of transponder is not read, then shows 11 failure of transponder
If transponder 1 130 does not receive requestor radiofrequency signal,
But requestor reads adjacent 11 message of transponder, then shows 1 130 failure of transponder
If transponder 1 130 receives 11 response message of transponder,
But non-emissive detects enabling signal, then shows first laser correlative detector failure
The fault diagnosis of second expanded laser light correlative detector 200 and the first expanded laser light correlative detector 100 are similar；
The fault diagnosis flow scheme of subway wheel footpath wear rate：
Read wheel footpath wear coefficient DparameterTen thousand km of=0.125mm/
Read wheel footpath value Φ, the mileage D of storagemileage；Need to read what preceding one-shot measurement obtained respectively during this
Wheel footpath value Φ1, mileage D1mileageWith currently measure obtained wheel footpath value Φ2, mileage D2mileage
Wear rate fault diagnosis
Ji Suan ⊿ Φ=[Φ2- Φ1]/[D2mileage- D1mileage]
Ruo ⊿ Φ >=2Dparameter, then wheel footpath wear-out failure.
Illustrate 2：The car-mounted device of hot backup redundancy framework is made of two sets of identical devices, the parallel independent work of two covering devices
Make, there is highly reliable availability；Using offline periodic maintenance strategy.Therefore, it is vehicle-mounted subway wheel footpath detecting system is not related to herein
The fault diagnosis of device.
Claims (4)
1. a kind of subway wheel footpath real-time detecting system using laser correlative detector, it is characterised in that system is by ground installation
(300) include the first expanded laser light correlative detector (100) and second with car-mounted device (400) composition, ground installation (300) and expand
Open up laser correlative detector (200)；2, two transponders of transponder 1 and transponder are chosen on straight track circuit at a distance of L, are made
For the length object of reference of wheel footpath detection；Both ends Wai 2 section of transponder 1 and transponder at Ce ⊿ L, are respectively configured the first extension
Laser correlative detector (100), the second expanded laser light correlative detector (200), distance=L+2 of two laser correlative detectors
⊿ L, the datum length that distance L+2 ⊿ L are detected as wheel footpath；The transponder 11 of first expanded laser light correlative detector (100)
At the L+2 ⊿ L of transponder 2 to 1 extensions of transponder, the transponder 21 of the second expanded laser light correlative detector (200) is located at should
Device 1 is answered at the L+2 ⊿ L of 2 extensions of transponder；The Laser emission end of first expanded laser light correlative detector (100) and laser connect
Receiving end vertical track circuit is installed on track both sides, setting height(from bottom)=H of Laser emission/receiving terminal, height H=car-mounted devices
(400) laser shielding plate setting height(from bottom), the Laser emission end and laser pick-off end of the second expanded laser light correlative detector (200)
Mounting means is identical with the first expanded laser light correlative detector (100).
2. the subway wheel footpath real-time detecting system according to claim 1 using laser correlative detector, it is characterised in that
The first expanded laser light correlative detector (100) is using DA208Y-1 types laser correlative detector as core, including laser hair
Penetrate end (110), laser pick-off end (120), transponder 1 (130), the wireless communication module (140) of CC2500 types 2.4G and use
The main control module (150) of MSP430F149 chips；The MSP430F149 feet 32,33 of main control module (150) respectively with wireless communication
Module (140) port 2,1 is connected, the MSP430F149 feet 34,35 of main control module (150) respectively with transponder 1 (130) port 2,
1 is connected, the MSP430F149 feet 12,16 of main control module (150) respectively with Laser emission end (110) port 1, laser pick-off end
(120) port 2 is connected；Transponder 1 (130) only receives and does not send radiofrequency signal, that is, receives penetrating for train standard configuration requestor transmitting
The message of frequency signal/adjacent transponder response of reading, startup/failure as the first expanded laser light correlative detector (100) are examined
Break signal；The laser beam of Laser emission end (110) transmitting is blocked by car-mounted device (400) laser shielding plate, laser pick-off end
(120) generation subway wheel footpath detects interruption 1 in real time, shutdown signal and ground as the first expanded laser light correlative detector (100)
The enabling signal of iron tyre footpath detection；
The structure of second expanded laser light correlative detector (200) is identical with the first expanded laser light correlative detector (100), transponder
2 (230) only receive and do not send radiofrequency signal, that is, read message/reception train standard configuration requestor transmitting of adjacent transponder response
Radiofrequency signal, startup/fault diagnosis signal as the second expanded laser light correlative detector；Launch at Laser emission end (210)
Laser beam by car-mounted device (400) laser shielding plate block, laser pick-off end (220) generation subway wheel footpath detect interruption in real time
2, the end signal that shutdown signal and subway wheel footpath as the second expanded laser light correlative detector (200) detect.
3. the subway wheel footpath real-time detecting system according to claim 1 using laser correlative detector, it is characterised in that
The car-mounted device (400) includes the in-vehicle wireless communication module (410) of CC2500 types 2.4G, using TDC_GP21 chips
Time measurement module (420), vehicle-mounted main control module (430) and laser shielding plate (440) using MSP430F149 chips；It is vehicle-mounted
The MSP430F149 feet 32,33 of main control module (430) are connected with in-vehicle wireless communication module (410) port 2,1 respectively, vehicle-mounted master
Control module (430) MSP430F149 feet 27,28,31,29,30 respectively the TDC_GP21 feet 8 with time measurement module (420),
9th, 10,11,12 are connected, and vehicle-mounted main control module (430) is connected with DF16/1.200fadk type wheel shaft tachogenerators；Laser blocks
Plate (440) is installed on train head, the setting height(from bottom) of setting height(from bottom) H=Laser emissions/receiving terminal.
4. a kind of subway wheel footpath real-time detection method using system as claimed in claim 1, it is characterised in that subway wheel footpath is real
When detection method flow including subway wheel footpath real-time testing process and subway wheel footpath fault diagnosis flow scheme, subway wheel footpath
Fault diagnosis flow scheme is by the fault diagnosis flow scheme of subway wheel footpath real-time detecting system and the fault diagnosis stream of subway wheel footpath wear rate
Cheng Zucheng；
The real-time testing process of the subway wheel footpath is as follows：
1. the first expanded laser light correlative detector starts：
Transponder 11 receives/responds train requestor radiofrequency signal；Transponder 1 (130) receives 11 response message of transponder；Master control
Module (150) starts the first expanded laser light correlative detector (100)；Launch laser beam in Laser emission end (110)；Laser pick-off end
(120) laser beam is received；
2. wheel footpath detection starts：
Laser shielding plate (440) blocking laser beam；Laser pick-off end (120) generation detection interrupts 1；Main control module (150) is through logical
Believe module (140) transmitting detection enabling signal；Main control module (430) receives detection enabling signal through communication module (410)；Time
Measurement module (420) record detection starts time tstart；
3. -1 first expanded laser light correlative detector is closed：
Be delayed t after main control module (150) transmitting detection enabling signaldelay；Main control module (150) closes the first expanded laser light to penetrating
Detector (100)；
3. -2 wheel footpaths detect：
Vehicle-mounted main control module (430) reads the counting pulse of wheel shaft tachogenerator；Time measurement module (420) records all surveys
The time t of the counting pulse measured1、t2、……tN；
4. the second expanded laser light correlative detector starts：
Transponder 2 (230) receives train requestor radiofrequency signal；Main control module (250) starts the second expanded laser light to penetrating detection
Device (200)；Launch laser beam in Laser emission end (210)；Laser pick-off end (220) receives laser beam；
5. wheel footpath detection terminates：
Laser shielding plate (440) blocking laser beam；Laser pick-off end (220) generation detection interrupts 2；Main control module (250) is through logical
Believe module (240) transmitting detection end signal；Main control module (430) receives detection end signal through communication module (410)；Time
Measurement module (420) record detection end time tend；
6. the second expanded laser light correlative detector is closed：
Be delayed t after main control module (250) transmitting detection end signaldelay；Main control module (250) closes the second expanded laser light to penetrating
Detector (200)；
7. wheel footpath calculates：
Calculate non-integer circle number DS when startingdecimal=(t1- tstart)/(t2- t1)；Non-integer circle number DE at the end of calculatingdecimal=
(tend- tN)/(tN- tN-1)；Calculate wheel footpath detection number of turns K=N+DSdecimal+DEdecimal；Calculate wheel footpath Φ=[L+2 ⊿ L]
÷K÷π；Store the corresponding train mileage D of wheel footpath Φmileage；
The fault diagnosis flow scheme of the subway wheel footpath real-time detecting system：
If transponder 1 (130) receives requestor radiofrequency signal but does not read adjacent 11 response message of transponder, the event of transponder 11
Barrier；If transponder 1 (130) does not receive requestor radiofrequency signal but requestor reads adjacent 11 message of transponder, transponder 1
(130) failure；If transponder 1 (130) receives 11 response message of transponder but non-emissive detection enabling signal, first laser pair
Penetrate breakdown detector；The fault diagnosis of second expanded laser light correlative detector (200) and the first expanded laser light correlative detector
(100) it is identical；
The fault diagnosis flow scheme of the subway wheel footpath wear rate：
Read wheel footpath wear coefficient DparameterTen thousand km of=0.125mm/；
Read the wheel footpath value Φ that the preceding one-shot measurement of storage obtains1, mileage D1mileageThe wheel footpath value Φ obtained with rear one-shot measurement2, it is inner
Journey D2mileage；
Wear rate fault diagnosis：
Ji Suan ⊿ Φ=[Φ2- Φ1]/[D2mileage- D1mileage]；Ruo ⊿ Φ >=2Dparameter, then wheel footpath wear-out failure.
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| CN107167793A (en) * | 2017-06-16 | 2017-09-15 | 南京泰杰赛智能科技有限公司 | A kind of alignment system based on laser correlative detector array |
| CN107748113B (en) * | 2017-10-09 | 2020-04-24 | 长沙开元仪器有限公司 | Rail vehicle and rail vehicle wheel wear detection device thereof |
| CN107976697B (en) * | 2017-11-30 | 2021-05-28 | 中国铁路总公司 | Train safety positioning method and system based on Beidou/GPS combination |
| CN109443277B (en) * | 2018-09-11 | 2020-10-20 | 浙江众合科技股份有限公司 | Double-calibration short-distance accurate wheel diameter calibration method |
| CN110171443B (en) * | 2019-05-28 | 2024-07-16 | 江苏飞梭智行设备有限公司 | Speed regulating system and method for realizing unmanned railway vehicle |
| CN110920667B (en) * | 2019-11-14 | 2021-09-10 | 交控科技股份有限公司 | Automatic train wheel diameter correcting method and device |
| CN113060181B (en) * | 2021-04-06 | 2022-04-08 | 中车青岛四方车辆研究所有限公司 | Train wheel diameter calibration system and method |
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