CN108593315B - Wheel polygon detection method based on axle box vibration frequency domain characteristics and terminal equipment - Google Patents
Wheel polygon detection method based on axle box vibration frequency domain characteristics and terminal equipment Download PDFInfo
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Abstract
The invention relates to the technical field of railway safety monitoring, and discloses a wheel polygon detection method and terminal equipment based on axle box vibration frequency domain characteristics, wherein the method comprises the following steps: acquiring an acceleration vibration main frequency value f1 of an axle box and an acceleration power spectrum density SX1 of the axle box when the running speeds v1 and v1 of wheels are obtained; judging whether the wheel has polygonal damage or not according to the f1 and the main frequency value f2 of the acceleration vibration of the axle box under the action of the ideal round-down wheel; if the wheel has polygonal damage, judging the polygonal damage type of the wheel by combining a preset first feature table, v1 and f 1; and judging the abrasion depth of the wheel according to the polygonal damage type of the wheel by combining a preset second characteristic table and SX 1. The method solves the problem that the polygon type and the damage degree of the wheels of the high-speed running railway train cannot be detected simultaneously in the existing wheel polygon detection technology by analyzing the relation between the axle box acceleration and the wheel damage type and the damage degree during the running of the high-speed railway train in a frequency domain angle.
Description
Technical Field
The invention relates to the technical field of railway safety monitoring, in particular to a wheel polygon detection method and terminal equipment based on axle box vibration frequency domain characteristics.
Background
With the leap-type development of rail transit in China, wheels of railway vehicles can form a wheel polygonization phenomenon after being used for a period of time due to the influence of various factors such as rolling contact, traction braking, vehicle vibration and the like, namely, the periodic radial deviation of the wheel circumference is formed under the action of factors such as uneven abrasion and the like. The wheel polygon phenomenon of Dutch railway has been described in detail in 80 s of 20 th century, and the German ICE (Intercityexpress) train derailment accident of the world in 1998 was shocked by the reason that the wheel polygon phenomenon is generated by the abrasion of hub materials, so that the tire fatigue fracture is caused, 101 people die and 194 people are injured. Under the condition of high speed, even the wheel polygon with a tiny amplitude can cause strong impact vibration between wheel rails, and the impact vibration has non-negligible influence on the running stability, safety and riding comfort of the train.
Because the wheel polygonal abrasion depth is generally in the millimeter level, the visual detection is very difficult, and according to different test principles, the current train wheel running state detection at home and abroad has a displacement method, an image method, a vibration acceleration method, an ultrasonic telemetry method, a laser sensor method, a noise detection method, a mechanical appearance monitoring method and the like.
Taking the invention patent with the application number of CN201710845323.4 as an example, the method discloses a wheel polygon identification method based on wheel rail vertical force and a device thereof, which can perform real-time monitoring and damage judgment on a vehicle passing through a monitored road section, but the implementation of the method needs to install a sensor on a track to realize a one-to-many monitoring mode, only can detect the wheel state of a train passing through the road section paved with the sensor, and only can judge whether the wheel of the vehicle has a polygon and the type of the polygon through the method, and the abrasion depth of the wheel cannot be determined.
In addition to the wheel state detection method, abnormal vibration of the vehicle caused by wheel faults can be directly reflected in an axle box of the train. However, at present, researches for feeding back wheel polygon faults and state evaluation from the angle are few, namely Liyi \29856, and the like, which are published in vibration, test and diagnosis in 2016, namely in Hilbert-Huang transform-based train wheel out-of-roundness fault diagnosis, detect wheel polygon damage by using an axle box acceleration and a signal processing algorithm, but cannot identify the wear depth of the wheel polygon.
Disclosure of Invention
The invention aims to solve the technical problem of the prior art, and provides a wheel polygon detection method and terminal equipment based on axle box vibration frequency domain characteristics.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows:
the first aspect of the embodiment of the invention provides a wheel polygon detection method based on axle box vibration frequency domain characteristics, which is applied to a railway train, wherein the railway train comprises wheels and axle boxes, and the method comprises the following steps:
acquiring the running speed v1 of the wheel, the acceleration vibration main frequency value f1 of the axle box at the running speed and the acceleration power spectral density SX1 of the axle box;
judging whether the wheel has polygonal damage or not according to the f1 and a preset acceleration vibration main frequency value f2 of the axle box under the action of the ideal round wheel;
if the wheel has polygonal damage, judging the polygonal damage type of the wheel by combining a preset first characteristic table, the v1 and the f1, wherein the first characteristic table is a corresponding relation table of the polygonal damage type of the wheel, the running speed of the wheel and the main frequency value of the acceleration vibration of the axle box;
and judging the wear depth of the wheel according to the polygonal damage type of the wheel by combining a preset second characteristic table and the SX1, wherein the second characteristic table is a corresponding relation table of the wear depth of the wheel, the polygonal damage type of the wheel and the acceleration power spectral density of an axle box.
Further, before determining whether the wheel has polygonal damage according to f1 and a preset main frequency value f2 of acceleration vibration of the axle box under the action of the ideal round wheel, the method further comprises:
obtaining the f2 through simulation;
the step of judging whether the wheel has polygonal damage according to the f1 and a preset main frequency value f2 of acceleration vibration of the axle box under the action of the ideal round wheel specifically comprises the following steps:
if f1 is f2, the wheel has no polygonal damage;
if f1 > f2, or if f1 ≠ f2, then there is polygonization damage to the wheel.
Further, the first characteristic table is calculated according to a formula f, v, λ, v, n, and 2 pi R, where v is an operation speed of the wheel, n is a polygon order of the wheel, and R is a radius of the wheel.
Further, the method for acquiring the second feature table includes:
establishing a vehicle-track coupling system dynamic model, wherein the model comprises a vehicle and a track, the vehicle comprises a vehicle body, a bogie, a wheel pair and an axle box, the vehicle body, the bogie and the wheel pair have six rigid-body degrees of freedom of expansion, transverse movement, floating and sinking, side rolling, nodding and shaking, the axle box has one rigid-body degree of freedom nodding, the axle box is connected with the wheel pair, polygonal excitation of the wheel pair is transmitted to the axle box through the wheel pair, the track is a moving mass track, and the track is connected with the wheel pair;
and carrying out simulation according to a vehicle-track coupling system dynamic model to obtain the second feature table.
Further, if the wheel has the polygonal damage, the determining the polygonal damage type of the wheel by combining a preset first feature table, the v1 and the f1 specifically includes:
acquiring acceleration vibration main frequency values f 'of all axle boxes corresponding to v1 in the first characteristic table'1,f’2……f’x……f’nIf f'x-△≤f1≤f’x+ △, determine f1 ═ f'xWherein △ is a predetermined error value;
get f'xAnd the corresponding wheel polygon order m in the first feature table is the wheel polygon damage type.
Further, the determining the wear depth of the wheel according to the polygonal damage type of the wheel by combining a preset second feature table and the SX1 specifically includes:
acquiring all axle box acceleration power spectrum density values SX 'corresponding to the wheel polygon order m in the second feature table'1,SX’2……SX’x……SX’nIf SX'x-△’≤SX1≤SX’x+ △ ', SX1 ═ SX'xWherein △' is a predetermined error value;
obtain SX'xIn the second placeA corresponding wear depth d in the characterization table, said d being a wear depth of said wheel.
A second aspect of an embodiment of the present invention provides a wheel polygon detection apparatus based on axle box vibration frequency domain characteristics, the apparatus being applied to a railway train, the railway train including a wheel and an axle box, the apparatus including: the device comprises a first acquisition unit, a first judgment unit, a second judgment unit and a third judgment unit;
the acquiring unit is used for acquiring the running speed v1 of the wheel, the acceleration vibration main frequency value f1 of the axle box at the running speed and the acceleration power spectrum density SX1 of the axle box;
the first judging unit is used for judging whether the wheel has polygonal damage or not according to the f1 and a preset acceleration vibration main frequency value f2 of the axle box under the action of the ideal round wheel;
the second determining unit is configured to determine a polygonal damage type of the wheel by combining a preset first feature table, the v1, and the f1 if the wheel has a polygonal damage, where the first feature table is a table of correspondence between the polygonal damage type of the wheel and the operation speed of the wheel and the main frequency value of the axle box in acceleration vibration;
the third judging unit is configured to judge the wear depth of the wheel according to the polygonal damage type of the wheel by combining a preset second feature table and the SX1, where the second feature table is a correspondence table between the wear depth of the wheel and the polygonal damage type of the wheel and the acceleration power spectral density of the axle box;
further, the third determining unit is specifically configured to: acquiring all axle box acceleration power spectrum density values SX 'corresponding to the wheel polygon order m in the second feature table'1,SX’2……SX’x……SX’nIf SX'x-△’≤SX1≤SX’x+ △ ', SX1 ═ SX'xWherein △' is a predetermined error value;
obtain SX'xIn the second feature tableA corresponding wear depth d, the d being a wear depth of the wheel.
A third aspect of the embodiments of the present invention provides a wheel polygon detection terminal device based on axle box vibration frequency domain characteristics, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor, when executing the computer program, implements the steps of the present invention for implementing the above-mentioned wheel polygon detection method based on axle box vibration frequency domain characteristics.
A fourth aspect of the embodiments of the present invention provides a computer-readable storage medium storing a computer program, wherein the computer program, when executed by a processor, implements the steps of the present invention for implementing the above-mentioned wheel polygon detection method based on axle box vibration frequency domain characteristics.
Adopt the produced beneficial effect of above-mentioned technical scheme to lie in: by analyzing the relationship among the train running speed, the main frequency value of the axle box acceleration vibration, the acceleration power spectral density of the axle box, the polygonal type of the wheel and the abrasion depth, the polygonal damage type and the damage degree of the wheel of the high-speed train can be judged quickly and accurately, and the problems that in the prior art, a large number of sensors need to be arranged on a rail, the cost is high, and the real-time monitoring cannot be carried out are solved, and the problem that in the prior art, the polygonal damage degree of the wheel cannot be analyzed based on the axle box acceleration.
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In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without inventive exercise.
FIG. 1 is a flow chart of a wheel polygon detection method based on axle box vibration frequency domain characteristics according to an embodiment of the present invention;
FIG. 2 is a schematic view of a vehicle-track coupling system dynamics model according to an embodiment of the present invention;
FIG. 3(a) is a 25-order wheel polygon disturbance lower axle box vibration acceleration response curve with the running speed of 250km/h and the abrasion wave depth of 0.1 mm;
FIG. 3(b) is a 25-order wheel polygon disturbance lower frame vibration acceleration response curve with the running speed of 250km/h and the abrasion wave depth of 0.1 mm;
FIG. 3(c) is a vibration acceleration response curve of the vehicle body under 25-step polygonal excitation of the wheels with the running speed of 250km/h and the abrasion wave depth of 0.1 mm;
FIG. 4 is a graph showing the axle box acceleration power spectrum under the action of ideal round wheels and 11-order polygonal wheels under the condition of an uneven track, wherein the running speed is 250 km/h;
FIG. 5 is a power spectrum of the axle box acceleration under the action of a 6-order polygonal wheel and a power spectrum of the axle box acceleration under the action of an 11-order polygonal wheel under the condition of the uneven track, wherein the running speed is 250 km/h;
FIG. 6 is a power spectrum of vibration acceleration of a polygonal excitation lower axle box of a 11-step wheel with different abrasion depths;
FIG. 7 is a flow chart of another method for detecting a wheel polygon based on frequency domain characteristics of axle box vibration according to an embodiment of the present invention;
FIG. 8 is a schematic diagram of a wheel polygon detection device based on axle box vibration frequency domain characteristics according to an embodiment of the present invention;
fig. 9 is a schematic diagram of a wheel polygon detection terminal device based on axle box vibration frequency domain characteristics according to an embodiment of the present invention.
Detailed Description
In the following description, for purposes of explanation and not limitation, specific details are set forth, such as particular system structures, techniques, etc. in order to provide a thorough understanding of the embodiments of the invention. It will be apparent, however, to one skilled in the art that the present invention may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present invention with unnecessary detail.
In order to explain the technical means of the present invention, the following description will be given by way of specific examples.
The embodiment of the invention provides a wheel polygon detection method and terminal equipment based on axle box vibration frequency domain characteristics, and in combination with a figure 1, the method comprises the following steps:
s101, acquiring the running speed of the wheel, the acceleration vibration main frequency value f1 of the axle box at the running speed and the acceleration power spectrum density SX1 of the axle box.
Specifically, in order to analyze the influence of the wheel polygon on the axle box vibration, a wheel-rail dynamic model is established for analysis. The dynamic model comprises two parts of a vehicle and a track. Because the frequency range related to the high-frequency response of the wheel track is far higher than the vibration frequency of the spring upper part of the rolling stock, the track part and the rolling stock part can be respectively simplified, the vehicle model is simplified into a multi-rigid system consisting of a car body, a bogie and a wheel pair, the flexibility, the transverse movement, the floating and sinking, the side rolling, the nodding and the shaking head are all considered 6 rigid body degrees of freedom, the axle box only considers the nodding (rotating around a Y axis) movement, the rigid bodies are connected through a suspension system simulated by a spring-damping unit, the unsprung mass is mainly considered during analysis and calculation, the axle box of the train is directly connected with the wheel pair, and the polygonal excitation of the wheel is directly transmitted to the axle box through the. The rail model adopts a moving mass rail, and the steel rail is connected with the underfloor foundation through a spring and a damping element and is connected with the wheel pair as a rigid body.
A vehicle track coupling system model is shown in fig. 2. v represents a vehicle speed, m1Denotes the unsprung mass, z1Indicating wheel set vertical displacement in the static state, K1Represents the vertical stiffness, m, of a series of springs2Representing track quality, K2Showing the vertical stiffness of the track, c2Indicating track damping, z2The vertical displacement of the orbit in the static state is shown, and all parameters are downward and are positive.
The track structure is simplified into a single-degree-of-freedom equivalent system according to an energy method, and parameters of an infinite-length linear equivalent elastic foundation beam with damping are converted into equivalent mass attached to each wheel and equivalent damping and equivalent springs under the wheels. When the vehicle speed is v, assuming that the polygonal excitation wave depth of the wheel is a, the vertical kinetic equation of the wheel-rail system is expressed by the formula (1):
solving an ordinary differential equation for the formula (1), wherein the formula (2):
in the formula (2), the reaction mixture is,
for axle box acceleration, the solution of the wheel-rail relationship is converted into the solution of a constant coefficient linear differential equation.
The wheel polygon is described by a harmonic type displacement function, and the input quantity formula (3) of a certain order of wheel polygon is as follows:
laplace transform of formula (3) into formula (4):
to evaluate response z1And unsprung mass acceleration
Corresponding to the transfer function of excitation a (t), let
In the formula, z1(s)、z2(s) are each z1、z2Laplace transform of Hz1(s)、Hz2(s) are each z1、z2Transfer function to the excitation a (t).
Since the initial state is 0, the formula (2) is subjected to laplace transform to obtain the formula (6),
The formula (5) is substituted into the formula (6) to obtain the formula (7)
Under the condition of zero initial condition, the method can reduce the initial condition,
is transformed into laplace
Due to the fact that
Are all positive, and the characteristic equation is formula (9) according to the judgment of Laos
All roots have a negative real part, i.e. formula (10):
wherein A isi、piB, C is represented by omega1、ω2、c2、K1、K2ω, ω.
Inverse laplace transform is sought to obtain
As can be seen from equation (11), the first term is the attenuation function independent of frequencyNumber, second term
The steady state value of (c), the phase difference is not considered herein,
it can be derived that the vertical acceleration of the axle box caused by the polygonization of the harmonic wheel
The frequency of the axle box is the same as the frequency of the wheel polygon, and the wheel polygon damage can be identified by detecting the vibration characteristic of the axle box acceleration.
Further, taking a single-section vehicle of a certain high-speed motor train unit in China as an example, based on the vehicle-track coupling system dynamics model shown in fig. 2, a universal mechanism (UM for short, russian new-generation multi-body system kinematics and dynamics simulation software) multi-body dynamics software is adopted to establish the high-speed vehicle track coupling system dynamics simulation model. The bogie wheel set, the axle box, the framework and other parts are connected through force elements, the first series of springs, the second series of springs, the first series of vertical shock absorbers and the second series of transverse shock absorbers are all simulated by linear force elements, in addition, nonlinear wheel-rail relation, nonlinear wheel-rail creep characteristics and a nonlinear vehicle suspension system are considered in a model, and the second series of vertical shock absorbers and the anti-snake shock absorbers are simulated by nonlinear force elements. The wheel is a ChineseLMA (Chinese LMA, LMA is a conventional term for characterizing the wear-type tread in the industry) wear-type tread, and a simple harmonic function is adopted to simulate the polygonal damage input coupling system of the wheel. The moving mass track is adopted and regarded as an ideal smooth state, and the structure under the track is simplified into a spring element with rigidity and damping.
Specifically, the damage type of the wheel polygon can be described by the polygon order (or polygon number of sides), and the damage degree of the wheel polygon can be described by the wear depth. According to the field measured data, the order of the wheel polygon commonly seen in high-speed rail in China is 1-4, 6, 11 and the like.
Taking the common polygonal damage of the wheels of high-speed rails in China as an example for analysis, analyzing the vibration acceleration response of a 25-order polygonal wheel disturbance lower axle box, a framework and a vehicle body with the running speed of 250km/h and the abrasion depth of 0.1mm by adopting the established vehicle-track coupling system dynamic model shown in fig. 2, and obtaining simulation analysis results shown in fig. 3(a), 3(b) and 3 (c). Comparing the vibration response curves of the three parts, the axle box acceleration caused by the polygonal excitation of the wheel is the largest, the vibration is transmitted from bottom to top, the vibration acceleration of the framework after the primary suspension vibration is attenuated is the next time, and the vibration is hardly obvious when the vibration is transmitted to the vehicle body after the buffer action of the secondary suspension, so that the diagnosis and analysis of the polygonal damage of the wheel based on the vibration characteristics of the axle box are more effective.
Based on the above demonstration conclusion, the following two simulation simulations are respectively performed by using the universal mechanism multi-body dynamics software in combination with the simulation model shown in fig. 2:
in the first simulation, axle box vibration response characteristics caused by the fact that track irregularity and wheel polygonization exist simultaneously under a certain train running speed (such as 250km/h) are simulated and analyzed. The axle box acceleration power spectrum of an ideal round and smooth wheel (wheel without wheel polygon, damage-free and abrasion-resistant wheel) under the excitation of the unsmooth track and the axle box acceleration power spectrum of a wheel polygon fixed in order (such as an 11-order wheel polygon) under the excitation of the unsmooth track are respectively simulated, the simulation result is shown in fig. 4, the abscissa of fig. 4 represents the spatial frequency, the ordinate represents the power spectral density, and the signal power spectral density characterizes the frequency components contained in the signal and the sizes of different frequency component components.
From FIG. 4, at a running speed of 250km/h, the ideal smooth wheel action lower axle box vibration has a primary frequency of 19.53Hz, which is excited by rail irregularities; the main frequency of axle box vibration caused by the 11-step wheel polygon is 263.67 Hz.
According to the wavelength fixing mechanism, wheel polygonization corresponds to a specific spatial frequency f, v/lambda, v.n/2 pi R, for example, when the radius of a wheel rolling circle is 0.46m, a table of axle box vibration dominant frequencies caused by 1-25-order wheel polygons obtained through calculation is shown as follows, numerical values in the table are theoretical values obtained through calculation, the table is called a first characteristic table in the embodiment of the invention, and the first characteristic table is a table of corresponding relation between the type (order) of wheel polygonization damage and the running speed (km/h) of a wheel, and the unit of speed is m/s and the acceleration vibration dominant frequency value (Hz) of an axle box; it should be noted that the first characteristic table in the embodiment of the present invention is only one embodiment in which the wheel radius is 0.46m, and when the wheel radius is changed, the theoretical calculation value of the table is also changed.
First character table
By combining the first feature table, the main frequency of the vibration of the axle box of the 11-order polygonal wheel under the action of the running speed of 250km/h can be inquired to be 264.3Hz, and the main frequency is extremely close to 263.67Hz obtained through simulation;
fig. 5 is also a first simulation, which is used for simulation analysis of axle box vibration response characteristics caused by the simultaneous existence of rail irregularity and wheel polygonization of a train at a running speed of 250km/h, and specifically, is used for simulation of axle box acceleration response characteristics under the combined action of 6-order wheel polygons and 11-order wheel polygons under the condition of rail irregularity, and the simulation result is shown in fig. 5. As can be seen from fig. 5, the main frequency of the axle box vibration caused by the 6-order wheel polygon is 146.48Hz, the main frequency of the axle box vibration caused by the 11-order wheel polygon is 263.67Hz, and when the train running speed is 250km/h, the main frequencies of vibration of the lower axle box are disturbed by the 6-order wheel polygon and the 11-order wheel polygon respectively to be 144.2Hz and 264.3Hz, closely approaching 146.48Hz and 263.67Hz obtained by simulation, therefore, the main frequency value of the vibration acceleration of the lower axle box under the polygonal excitation of the wheels in the first characteristic table is basically consistent with the main frequency value of the vibration acceleration of the lower axle box under the polygonal excitation of the actual wheels, when the running speed v1 of the wheel and the axle box acceleration main frequency value f1 of the train at the running speed are determined, by combining the first feature table, it can be determined whether the wheel has polygon damage and damage type (polygon order number of the wheel).
And S102, judging whether the wheel has polygonal damage or not according to the f1 and a preset acceleration vibration main frequency value f2 of the lower axle box acting along the wheel.
Specifically, the main frequency value f2 of the axle box vibration under the action of the ideal smooth wheel can be obtained through simulation by the method described in step S101. Because the wheels do not excite the axle box vibration under the action of the ideal round wheels, only the rail irregularity excites the axle box vibration. When the wheel is damaged in a polygon mode, the polygon of the wheel can excite axle box vibration besides the irregularity of the rail can excite the axle box vibration, and even if the polygon of the wheel is damaged in a very tiny mode, the excitation of the polygon of the wheel to the axle box vibration is larger than that of a round wheel to the axle box vibration. For example, referring to fig. 4, when the train running speed of the axle box is 250km/h, the vibration main frequency of the axle box under the excitation action of the round wheels is 19.53Hz, and meanwhile, by inquiring the first characteristic table, the vibration main frequency of the axle box under the excitation action of the polygon (the tiny damage of the wheel) of the 1-order wheel when the train running speed is 250km/h is 24Hz, which is obviously greater than 19.53Hz under the action of the ideal round wheels, therefore, in this step, specifically, whether the wheel has the polygonal damage can be determined according to the following steps:
if f1 is f2, judging that the wheel has no polygonal damage; if f1 > f2, or if f1 ≠ f2, there is polygonization damage to the wheel.
S103, if the wheel has polygonal damage, judging the polygonal damage type of the wheel by combining a preset first characteristic table, v1 and f1, wherein the first characteristic table is a corresponding relation table of the polygonal damage type of the wheel, the running speed of the wheel and the main frequency value of the acceleration vibration of the axle box.
The obtaining of the first feature table and the specific content included in the first feature table have already been described in detail in step S101, and are not repeated in this step.
Since the first characteristic table shows that the corresponding relationship between the wheel polygon damage type, the running speed of the wheel and the main frequency value of the acceleration vibration of the axle box is accurately represented, the wheel polygon type (order) can be obtained by contrasting the first characteristic table after the fact that the wheel has the polygon damage is judged in the step S102 and the running speed v1 of the wheel and the main frequency value f1 of the axle box acceleration vibration are determined.
For example, when v1 is 250km/h and f1 is 456.6Hz, the first feature table is combined to obtain the wheel polygon with the damage type of 19-step wheel polygon.
And S104, judging the abrasion depth according to the polygonal damage type of the wheel by combining a preset second characteristic table and SX1, wherein the second characteristic table is a corresponding relation table of the abrasion depth of the wheel, the polygonal damage type of the wheel and the acceleration power spectral density of the axle box.
Based on the conclusion of the demonstration in step S101, the simulation model shown in fig. 2 is combined, and the universal mechanism software is used to perform a second simulation: the simulation results of the axle box vibration acceleration response situation of a wheel polygon of a certain fixed order (for example, 11 orders) under the excitation of different abrasion depths are shown in FIG. 7, the abscissa represents the spatial frequency (Hz), and the ordinate represents the power spectral density (W.Hz)-1)。
From fig. 6, it can be seen that the main frequency of vibration of the 11-step wheel polygon-excited lower axle box with different wear depths is 263.67Hz, and the power spectral density value increases with the increase of the wear depth.
As shown in fig. 6, power spectral densities of vibration acceleration of the lower axle box under the polygonal excitation of the 11-order wheel with different abrasion depths are respectively: when the abrasion depth is 0.10mm, the power spectral density of the axle box vibration acceleration is 541.4W Hz-1When the abrasion depth is 0.08mm, the power spectral density of the axle box vibration acceleration is 353.80W Hz-1When the abrasion depth is 0.06mm, the axle box vibration acceleration power spectral density is 199.14 W.Hz-1When the abrasion depth is 0.04mm, the power spectral density of the axle box vibration acceleration is 88.54 W.Hz-1When the abrasion depth is 0.02mm, the power spectral density of the axle box vibration acceleration is 22.13 W.Hz-1。
Based on this, the axle box acceleration power spectral density values corresponding to the wheel polygons of 1-25 orders under different wear wave depths can be obtained through simulation, and the table is called as a second feature table in the embodiment of the invention, and the second feature table is a corresponding relation table of the wear depth of the wheel, the wheel polygon damage type and the axle box acceleration power spectral density.
Second character table
Since the second feature table explicitly represents the corresponding relationship between the wear depth of the wheel and the polygonal damage type of the wheel and the acceleration power spectral density of the axle box, after the polygonal damage type (order) of the wheel is determined in step S103 and the acceleration power spectral density SX1 of the axle box is determined, the polygonal damage degree (wear depth) of the wheel can be obtained by referring to the second feature table. For example, when the order of the wheel polygon is determined to be 19 in step S103, and the acceleration power spectral density SX1 value of the axle box obtained in step S101 is 181.9, the wheel wear depth of 0.04mm can be obtained.
The embodiment of the invention provides a wheel polygon detection method based on axle box vibration frequency domain characteristics, which comprises the steps of obtaining the running speed v1 of a wheel, the acceleration vibration main frequency value f1 of an axle box under the running speed and the acceleration power spectral density SX1 of the axle box; judging whether the wheel has polygonal damage or not according to f1 and a preset acceleration vibration main frequency value f2 of the lower axle box acted along the wheel; if the wheel has polygonal damage, judging the polygonal damage type of the wheel by combining a preset first characteristic table, v1 and f1, wherein the first characteristic table is a corresponding relation table of the polygonal damage type of the wheel, the running speed of the wheel and the acceleration vibration main frequency value of an axle box; and judging the wear depth of the wheel according to the polygonal damage type of the wheel by combining a preset second characteristic table and SX1, wherein the second characteristic table is a corresponding relation table of the wear depth of the wheel, the polygonal damage type of the wheel and the acceleration power spectrum density of an axle box. By analyzing the relationship among the train running speed, the main frequency value of the axle box acceleration vibration, the acceleration power spectral density of the axle box, the polygonal type of the wheel and the abrasion depth, the polygonal damage type and the damage degree of the wheel of the high-speed train can be judged quickly and accurately, and the problems that in the prior art, a large number of sensors need to be arranged on a rail, the cost is high, and the real-time monitoring cannot be carried out are solved, and the problem that in the prior art, the polygonal damage degree of the wheel cannot be analyzed based on the axle box acceleration.
Further, with reference to fig. 7, an embodiment of the present invention further provides a wheel polygon detection method based on axle box vibration frequency domain characteristics, which specifically includes:
s701, obtaining a main acceleration vibration frequency value f2 of the lower axle box under the action of the ideal round wheels through simulation;
specifically, please refer to step S101 in embodiment 1 for a specific method for obtaining f2 through simulation, which is not described in detail in this embodiment of the present invention.
S702, acquiring the running speed v1 of a wheel, the main frequency value f1 of the acceleration vibration of the axle box at the running speed and the acceleration power spectral density SX1 of the axle box;
s703, judging whether polygonal damage exists or not according to f1 and a preset acceleration vibration main frequency value f2 of the lower axle box under the action of the ideal round wheels;
specifically, if f1 is f2, the wheel has no polygonal damage; if f1 > f2, or if f1 ≠ f2, there is polygonization damage to the wheel. It should be noted that the two discrimination methods provided in the embodiment of the present invention do not represent all the discrimination methods in the step, and any discrimination method in the step that can be implemented based on the idea of the present invention belongs to the protection scope of the present invention.
And S704, if the wheel has polygonal damage, judging the polygonal damage type of the wheel by combining a preset first characteristic table, v1 and f1, wherein the first characteristic table is a corresponding relation table of the polygonal damage type of the wheel, the running speed of the wheel and the main frequency value of the acceleration vibration of the axle box.
Preferably, the first feature table is obtained by: calculated according to the formula f-v/λ -v · n/2 pi R, where v is the running speed of the wheel, n is the polygon order of the wheel, and R is the radius of the wheel.
Specifically, the axle box acceleration vibration main frequency value obtained in real time can beTo solve the problem that the values in the first characteristic table cannot be completely matched, it is preferable that the first error value △ is preset by obtaining the principal acceleration vibration frequency values f 'of all the axle boxes corresponding to v1 in the first characteristic table'1,f’2……f’x……f’nIf f'x-△≤f1≤f’x+ △, determine f1 ═ f'x；
Get f'xAnd (3) the corresponding wheel polygon order m in the first feature table is the wheel polygon damage type.
S705, according to the polygonal damage type of the wheel, the abrasion depth of the wheel is judged by combining a preset second characteristic table and SX1, wherein the second characteristic table is a corresponding relation table of the abrasion depth of the wheel, the polygonal damage type of the wheel and the acceleration power spectrum density of the axle box.
Preferably, the second feature table is obtained by: the method comprises the steps of establishing a vehicle-track coupling system dynamics model, wherein the model comprises a vehicle and a track, the vehicle comprises a vehicle body, a bogie, a wheel pair and an axle box, the vehicle body, the bogie and the wheel pair have six rigid body degrees of freedom of stretching, traversing, floating, rolling, nodding and shaking, the axle box has one rigid body degree of freedom of nodding, the axle box is connected with the wheel pair, polygonal excitation of the wheel pair is transmitted to the axle box through the wheel pair, the track is a moving mass track, the track is connected with the wheel pair, and the second feature table is obtained through simulation.
Specifically, since the axle box acceleration power spectral density values obtained in real time may not be completely consistent with the values in the second feature table, in order to solve the problem, optionally, the second error value △ ' is preset, and a method is adopted for obtaining all the axle box acceleration power spectral density values SX ' corresponding to the wheel polygon order m in the second feature table '1,SX’2……SX’x……SX’nIf SX'x-△’≤SX1≤SX’x+ △ ', SX1 ═ SX'xWherein △ ' is a preset error value, and SX ' is obtained 'xIn the second featureThe corresponding wear depth d, d in the table is the wear depth of the wheel.
It should be noted that, the values of Δ and Δ' in the embodiment of the present invention may be adjusted according to actual situations, and the embodiment of the present invention is not limited thereto.
It should be understood that, the sequence numbers of the steps in the foregoing embodiments do not imply an execution sequence, and the execution sequence of each process should be determined by its function and inherent logic, and should not constitute any limitation to the implementation process of the embodiments of the present invention.
The embodiment of the invention provides a wheel polygon detection method based on axle box vibration frequency domain characteristics, which is characterized in that the axle box acceleration vibration main frequency value in a first characteristic table and the axle box acceleration power spectrum density value in a second characteristic table are partitioned, so that the judgment of the damage type and the damage degree of the wheel polygon is more convenient, and the problems that in the prior art, a large number of sensors need to be arranged on a rail, the cost is high, and the real-time monitoring cannot be realized, and the problem that in the prior art, the wheel polygon damage degree cannot be analyzed based on the axle box acceleration are solved.
Further, with reference to fig. 8, an embodiment of the present invention discloses a wheel polygon detection apparatus based on axle box vibration frequency domain characteristics, the apparatus is applied to a railway train, the railway train includes a wheel and an axle box, the apparatus includes: a first acquiring unit 81, a first judging unit 82, a second judging unit 83, and a third judging unit 84;
a first acquiring unit 81, configured to acquire an operating speed v1 of a wheel, a main frequency value f1 of acceleration vibration of an axle box at the operating speed, and an acceleration power spectral density SX1 of the axle box;
the first judging unit 82 is used for judging whether the wheel has polygonal damage or not according to f1 and a preset acceleration vibration main frequency value f2 of the lower axle box acted along the wheel;
the second judging unit 83 is configured to, if the wheel has a polygonal damage, judge a polygonal damage type of the wheel by combining a preset first feature table, v1 and f1, where the first feature table is a table of correspondence between the polygonal damage type of the wheel and a running speed of the wheel and a main frequency value of acceleration vibration of an axle box;
the third determining unit 84 is configured to determine a wear depth of the wheel according to the polygonal damage type of the wheel in combination with a preset second feature table and SX1, where the second feature table is a correspondence table between the wear depth of the wheel and the polygonal damage type of the wheel and an acceleration power spectral density of the axle box.
Further, with reference to fig. 8, the apparatus further includes: a second acquisition unit 85;
a second obtaining unit 85 for obtaining f2 through simulation;
the first judging unit is specifically configured to: if f1 is f2, the wheel is judged to have no polygonal damage, and if f1 > f2 or if f1 ≠ f2, the wheel is judged to have polygonal damage.
Further, the first characteristic table is calculated according to the formula f-v/λ -v-n/2 pi R, wherein v is the running speed of the wheel, n is the polygon order of the wheel, and R is the radius of the wheel.
Further, the second characteristic table is obtained by establishing a vehicle-track coupling system dynamic model, wherein the model comprises a vehicle and a track, the vehicle comprises a vehicle body, a bogie, wheel sets and axle boxes, the vehicle body, the bogie and the wheel sets have six rigid body degrees of freedom of expansion, transverse movement, sinking and floating, rolling, nodding and shaking, the axle boxes have one rigid body degree of freedom of nodding, the axle boxes are connected with the wheel sets, polygonal excitation of the wheel sets is transmitted to the axle boxes through the wheel sets, the track is a moving mass track, and the track is connected with the wheel sets and is obtained through simulation.
Further, the second determining unit 83 is specifically configured to:
acquiring acceleration vibration main frequency values f 'of all axle boxes corresponding to v1 in first characteristic table'1,f’2……f’x……f’nIf f'x-△≤f1≤f’x+ △, determine f1 ═ fx' where △ is a predetermined error value;
obtaining fx' the corresponding wheel polygon order m in the first feature table, m is the wheel polygon damage type.
Further, the third determining unit 84 is specifically configured to:
acquiring all axle box acceleration power spectrum density values SX 'corresponding to wheel polygon orders m in the second feature table'1,SX’2……SX’x……SX’nIf SX'x-△’≤SX1≤SX’x+ △ ', SX1 ═ SX'xWherein △' is a predetermined error value;
obtain SX'xThe corresponding wear depth d, d in the second profile is the wear depth of the wheel.
The embodiment of the invention provides a wheel polygon detection device based on axle box vibration frequency domain characteristics, which can quickly and accurately judge the polygon damage type and damage degree of wheels of a high-speed train by analyzing the relation among the train running speed, the axle box acceleration vibration main frequency value, the acceleration power spectral density of an axle box, the wheel polygon type and the abrasion depth, and solves the problems that in the prior art, a large number of sensors need to be arranged on a rail, the cost is high, and the real-time monitoring cannot be realized, and the problem that in the prior art based on the axle box acceleration, the wheel polygon damage degree cannot be analyzed.
Further, fig. 9 is a schematic diagram of a wheel polygon detection terminal device based on axle box vibration frequency domain characteristics according to an embodiment of the present invention. As shown in fig. 9, a wheel polygon detection terminal device 9 based on axle box vibration frequency domain characteristics according to this embodiment includes: a processor 90, a memory 91 and a computer program 92 stored in said memory 91 and operable on said processor 90, such as a wheel polygon detection program based on frequency domain characterization of axle box vibrations. The processor 90, when executing the computer program 92, implements the steps in each of the embodiments of the wheel polygon detection method based on the axle box vibration frequency domain characteristics, such as the steps 101 to 104 shown in fig. 1. Alternatively, the processor 90, when executing the computer program 92, implements the functions of the modules/units in the above-described device embodiments, such as the functions of the modules 81 to 85 shown in fig. 8.
Illustratively, the computer program 92 may be partitioned into one or more modules/units that are stored in the memory 91 and executed by the processor 90 to implement the present invention. The one or more modules/units may be a series of computer program instruction segments capable of performing specific functions for describing the execution of the computer program 92 in the wheel polygon sensing terminal device 9 based on the axle box vibration frequency domain characteristics. For example, the computer program 92 may be divided into a synchronization module, a summary module, an acquisition module, and a return module (a module in a virtual device), and each module specifically functions as follows:
the wheel polygon detection terminal device 9 based on the axle box vibration frequency domain characteristics can be a desktop computer, a notebook computer, a palm computer, a cloud server and other computing devices. The wheel polygon detection terminal device based on the axle box vibration frequency domain characteristics can include, but is not limited to, a processor 90 and a memory 91. Those skilled in the art will appreciate that fig. 9 is merely an example of one wheel polygon sensing terminal 9, and does not constitute a limitation of one wheel polygon sensing terminal 9 based on the axle box vibration frequency domain characteristics, and may include more or less components than those shown, or some components in combination, or different components, for example, one wheel polygon sensing terminal based on the axle box vibration frequency domain characteristics may further include input and output devices, network access devices, buses, etc.
The Processor 90 may be a Central Processing Unit (CPU), other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic, discrete hardware components, etc. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
The memory 91 may be an internal storage unit of the wheel polygon sensing terminal device 9 based on the axle box vibration frequency domain characteristics, such as a hard disk or a memory of the wheel polygon sensing terminal device 9 based on the axle box vibration frequency domain characteristics. The memory 91 may also be an external storage device of the wheel polygon sensing terminal device 9 based on the axle box vibration frequency domain characteristics, such as a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), or the like, provided on the wheel polygon sensing terminal device 9 based on the axle box vibration frequency domain characteristics. Further, the memory 91 may also include both an internal storage unit and an external storage device of the wheel polygon sensing terminal device 9 based on the axle box vibration frequency domain characteristics. The memory 91 is used for storing the computer program and other programs and data required by the wheel polygon sensing terminal device based on the axle box vibration frequency domain characteristics. The memory 91 may also be used to temporarily store data that has been output or is to be output. It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-mentioned division of the functional units and modules is illustrated, and in practical applications, the above-mentioned function distribution may be performed by different functional units and modules according to needs, that is, the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-mentioned functions. Each functional unit and module in the embodiments may be integrated in one processing unit, or each unit may exist alone physically, or two or more units are integrated in one unit, and the integrated unit may be implemented in a form of hardware, or in a form of software functional unit. In addition, specific names of the functional units and modules are only for convenience of distinguishing from each other, and are not used for limiting the protection scope of the present application. The specific working processes of the units and modules in the system may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.
In the above embodiments, the descriptions of the respective embodiments have respective emphasis, and reference may be made to the related descriptions of other embodiments for parts that are not described or illustrated in a certain embodiment.
Those of ordinary skill in the art will appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
In the embodiments provided in the present invention, it should be understood that the disclosed apparatus/terminal device and method may be implemented in other ways. For example, the above-described embodiments of the apparatus/terminal device are merely illustrative, and for example, the division of the modules or units is only one logical division, and there may be other divisions when actually implemented, for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
In addition, functional units in the embodiments of the present invention may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, and can also be realized in a form of a software functional unit.
The integrated modules/units, if implemented in the form of software functional units and sold or used as separate products, may be stored in a computer readable storage medium. Based on such understanding, all or part of the flow of the method according to the embodiments of the present invention may also be implemented by a computer program, which may be stored in a computer-readable storage medium, and when the computer program is executed by a processor, the steps of the method embodiments may be implemented. Wherein the computer program comprises computer program code, which may be in the form of source code, object code, an executable file or some intermediate form, etc. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, usb disk, removable hard disk, magnetic disk, optical disk, computer Memory, Read-Only Memory (ROM), Random Access Memory (RAM), electrical carrier wave signals, telecommunications signals, software distribution medium, and the like. It should be noted that the computer readable medium may contain content that is subject to appropriate increase or decrease as required by legislation and patent practice in jurisdictions, for example, in some jurisdictions, computer readable media does not include electrical carrier signals and telecommunications signals as is required by legislation and patent practice.
The above-mentioned embodiments are only used for illustrating the technical solutions of the present invention, and not for limiting the same; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not substantially depart from the spirit and scope of the embodiments of the present invention, and are intended to be included within the scope of the present invention.
Claims (10)
1. A wheel polygon detection method based on axle box vibration frequency domain features is applied to a railway train, the railway train comprises wheels and axle boxes, and the method is characterized by comprising the following steps:
acquiring the running speed v1 of the wheel, the acceleration vibration main frequency value f1 of the axle box at the running speed and the acceleration power spectral density SX1 of the axle box;
acquiring the acceleration vibration main frequency f2 of the lower axle box under the action of the ideal round wheels through simulation;
judging whether the wheel has polygonal damage or not according to the f1 and a preset acceleration vibration main frequency value f2 of the axle box under the action of the ideal round wheel;
if the wheel has polygonal damage, judging the polygonal damage type of the wheel by combining a preset first characteristic table, the v1 and the f1, wherein the first characteristic table is a corresponding relation table of the polygonal damage type of the wheel, the running speed of the wheel and the main frequency value of the acceleration vibration of the axle box;
and judging the wear depth of the wheel according to the polygonal damage type of the wheel by combining a preset second characteristic table and the SX1, wherein the second characteristic table is a corresponding relation table of the wear depth of the wheel, the polygonal damage type of the wheel and the acceleration power spectral density of an axle box.
2. The method according to claim 1, wherein the determining whether the wheel has polygonal damage according to the f1 and a value f2 of a main frequency of acceleration vibration of the axle box under a preset ideal circular motion effect specifically comprises:
if f1 is f2, the wheel has no polygonal damage;
if f1 ≠ f2, the wheel has polygonization damage.
3. The method for detecting a wheel polygon based on axle box vibration frequency domain characteristics according to claim 1 or 2, wherein the first characteristic table is calculated according to the formula f-v/λ -v-n/2 pi R, wherein v is the running speed of the wheel, n is the polygon order of the wheel, and R is the radius of the wheel.
4. The method for detecting the wheel polygon based on the axle box vibration frequency domain characteristics according to claim 1 or 2, wherein the method for acquiring the second characteristic table comprises the following steps:
establishing a vehicle-track coupling system dynamic model, wherein the model comprises a vehicle and a track, the vehicle comprises a vehicle body, a bogie, a wheel pair and an axle box, the vehicle body, the bogie and the wheel pair have six rigid-body degrees of freedom of expansion, transverse movement, floating and sinking, side rolling, nodding and shaking, the axle box has one rigid-body degree of freedom nodding, the axle box is connected with the wheel pair, polygonal excitation of the wheel pair is transmitted to the axle box through the wheel pair, the track is a moving mass track, and the track is connected with the wheel pair;
and carrying out simulation according to a vehicle-track coupling system dynamic model to obtain the second feature table.
5. The method according to claim 1 or 2, wherein the determining the type of the polygonal damage of the wheel by combining a preset first feature table, the v1 and the f1 if the wheel has polygonal damage specifically comprises:
acquiring acceleration vibration main frequency values f 'of all axle boxes corresponding to v1 in the first characteristic table'1，f’2......f’x......f’nIf f'x-Δ≤f1≤f’x+ Delta, f1 ═ f'xWherein Δ is a predetermined error value;
get f'xAnd the corresponding wheel polygon order m in the first feature table is the wheel polygon damage type.
6. The method for detecting the wheel polygon based on the axle box vibration frequency domain features according to claim 5, wherein the step of determining the wear depth of the wheel according to the polygon damage type of the wheel by combining a preset second feature table and the SX1 specifically comprises the steps of:
acquiring all axle box acceleration power spectrum density values SX 'corresponding to the wheel polygon order m in the second feature table'1，SX’2......SX’x......SX′nIf SX'x-Δ’≤SX1≤SX′x+ Δ ', SX1 ═ SX'xWherein Δ' is a predetermined error value;
obtain SX'xA corresponding wear depth d in a second profile, said d being the wear depth of the wheel.
7. A wheel polygon detection device based on axle box vibration frequency domain characteristics is applied to a railway train, the railway train comprises wheels and axle boxes, and the device is characterized by comprising: the device comprises a first acquisition unit, a first judgment unit, a second acquisition unit, a second judgment unit and a third judgment unit;
the first acquisition unit is used for acquiring the running speed v1 of the wheel, the acceleration vibration main frequency value f1 of the axle box at the running speed and the acceleration power spectrum density SX1 of the axle box;
the second obtaining unit is used for obtaining the acceleration vibration main frequency f2 of the lower axle box under the action of the ideal round wheels through simulation;
the first judging unit is used for judging whether the wheel has polygonal damage or not according to the f1 and a preset acceleration vibration main frequency value f2 of the axle box under the action of the ideal round wheel;
the second determining unit is configured to determine a polygonal damage type of the wheel by combining a preset first feature table, the v1, and the f1 if the wheel has a polygonal damage, where the first feature table is a table of correspondence between the polygonal damage type of the wheel and the operation speed of the wheel and the main frequency value of the axle box in acceleration vibration;
the third judging unit is configured to judge the wear depth of the wheel according to the polygonal damage type of the wheel in combination with a preset second feature table and the SX1, where the second feature table is a correspondence table between the wear depth of the wheel and the polygonal damage type of the wheel and the acceleration power spectral density of the axle box.
8. The detection apparatus according to claim 7, wherein the third determination unit is specifically configured to: acquiring all axle box acceleration power spectrum density values SX 'corresponding to the wheel polygon order m in the second feature table'1，SX’2......SX’x......SX′nIf SX'x-Δ′≤SX1≤SX’x+ Δ ', SX1 ═ SX'xWherein Δ' is a predetermined error value;
obtain SX'xA corresponding wear depth d in a second profile, said d being the wear depth of the wheel.
9. A wheel polygon detection terminal device based on axle box vibration frequency domain characteristics, comprising a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor when executing the computer program implements the steps of the method according to any one of claims 1 to 6.
10. A computer-readable storage medium, in which a computer program is stored which, when being executed by a processor, carries out the steps of the method according to any one of claims 1 to 6.
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| CN109334708B (en) * | 2018-10-11 | 2020-04-28 | 北京声科测声学技术有限公司 | Wheel polygon test analysis method and system |
| CN109885898B (en) * | 2019-01-28 | 2023-04-07 | 华北水利水电大学 | Method for measuring and calculating natural vibration frequency of convex spring with nonlinear rectangular section |
| CN109974848A (en) * | 2019-03-28 | 2019-07-05 | 中车青岛四方机车车辆股份有限公司 | Train vibration analog detecting method |
| CN110210132B (en) * | 2019-06-03 | 2022-12-16 | 石家庄铁道大学 | Wheel polygonal trackside detection method based on piezoelectric acceleration sensor |
| CN110261139A (en) * | 2019-06-12 | 2019-09-20 | 中国神华能源股份有限公司 | Wheel tread flat recognition methods and identification device |
| CN110488042B (en) * | 2019-07-22 | 2021-12-07 | 中车青岛四方机车车辆股份有限公司 | Train acceleration detection method and system, electronic equipment and storage medium |
| CN110450817A (en) * | 2019-09-11 | 2019-11-15 | 上海应用技术大学 | The wheel footpath difference detection system and method for axle box vibration |
| CN110979390B (en) * | 2019-12-05 | 2021-10-26 | 中车株洲电力机车有限公司 | Method and system for repairing polygonal wheel of rail transit vehicle |
| CN111238837A (en) * | 2019-12-27 | 2020-06-05 | 西南交通大学 | Wheel set damage identification test bed for high-speed train based on wheel vibration acceleration response |
| CN112381027B (en) * | 2020-11-23 | 2022-08-19 | 西南交通大学 | Wheel polygon wave depth estimation method based on train axle box vertical acceleration signal |
| CN114954562A (en) * | 2022-04-25 | 2022-08-30 | 中国国家铁路集团有限公司 | Low-order wheel polygon identification method and device |
| CN114997218A (en) * | 2022-05-20 | 2022-09-02 | 西南交通大学 | Recognition and detection method for polygonal abrasion of wheels of railway vehicle |
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