CN109374317B - Rail transit vehicle locking or locking hidden danger fault online detection device and method thereof - Google Patents
Rail transit vehicle locking or locking hidden danger fault online detection device and method thereof Download PDFInfo
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- CN109374317B CN109374317B CN201811055102.8A CN201811055102A CN109374317B CN 109374317 B CN109374317 B CN 109374317B CN 201811055102 A CN201811055102 A CN 201811055102A CN 109374317 B CN109374317 B CN 109374317B
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Abstract
The invention discloses a rail transit vehicle locking or hidden locking trouble online detection device and a method, wherein the method comprises the following steps: a data acquisition step, which sequentially acquires new measurement data comprising axial pulse frequency and axial pulse waveform data; storing the speed waveform data in the last period of time; calculating parameters such as a speed value, a deceleration and the like according to the acquired shaft pulse frequency and the inherent characteristics of the vehicle such as the wheel diameter, the tooth number, the gear ratio and the like; storing the current vehicle speed value to nonvolatile storage or extended storage according to the parking state of the vehicle; storing the current vehicle speed waveform into nonvolatile storage or extended storage according to the vehicle locking state; and in the data acquisition step, new measurement data are acquired again. Compared with the detection of a vehicle on the locking fault, the device has the advantages of shorter detection period and more sensitive condition, and can detect the abnormal hidden danger of the speed to a certain extent in advance.
Description
Technical Field
The invention relates to the field of rail transit vehicle braking, in particular to a rail transit vehicle locking or hidden locking trouble online detection device and a method thereof.
Background
In order to ensure the running safety of the rail transit vehicle, the train is provided with a plurality of self-diagnosis functions, including a shaft locking fault diagnosis function of a brake system.
The CRH2 motor train unit has multiple-starting-shaft locking detection false alarm faults in the operation process, and the operation delay of the train is caused. Through analysis, the faults of the speed sensor, the speed signal transmission path and the brake controller (hereinafter referred to as BCU) can cause locking faults, and related data such as fault information, speed values, speed waveforms and the like need to be further analyzed for positioning and analyzing the fault reasons. The results of ground simulation tests show that the distortion of the output waveform of the speed sensor and the short-time interruption of a transmission path can trigger locking faults.
When the locking fault of the CRH2 motor train unit occurs, the BCU can store the brake data of a period of time before and a period of time after the current time, wherein the brake data comprise fault information and a speed value. However, the defects of the data stored by the BCU are as follows: the length of the stored fault data is limited, the number of times of faults is limited, the old fault data is covered by the new fault data after the fault data is fully stored, and the speed waveform cannot be stored. Therefore, the analysis requirements for the brake data in the process of positioning and analyzing the fault cause can not be completely met under the condition of locking fault.
Disclosure of Invention
Aiming at the problems in the prior art, the invention provides a method which can effectively record the speed information of the rail transit vehicle in the previous period and the later period when the rail transit vehicle has a locking fault or potential locking hidden danger, and provides possibility for further analyzing the fault and improving the fault. A rail transit vehicle locking or hidden locking trouble on-line detection device and a method thereof.
The purpose of the invention is realized by the following technical scheme.
The utility model provides a rail transit vehicle locking or locking hidden danger trouble on-line measuring device which characterized in that includes: the device comprises a data acquisition unit, a buffer, a calculator, a speed value storage controller, a speed waveform storage controller and a locking fault display;
the data acquisition unit is used for sequentially acquiring new speed pulse and measurement data of the speed waveform;
the buffer is connected with the data acquisition unit and used for storing the speed waveform data measured by the data acquisition unit in the latest period of time;
the calculator is connected with the data acquisition unit and used for calculating parameters such as speed value, speed difference value and deceleration according to the speed pulse and speed waveform data acquired by the data acquisition unit;
the speed value storage controller is used for controlling the speed value to be stored in the nonvolatile storage or the expansion storage;
a speed waveform storage controller for controlling the storage of the speed waveform into the non-volatile storage or the extended storage;
the locking fault display is used for displaying locking or locking hidden danger faults in an indicator lamp mode, and the speed waveform storage controller is connected with the locking fault display;
a vehicle parking state judgment comparator is arranged between the calculator and the speed value storage controller, a locking state judgment comparator is arranged between the buffer and the speed waveform storage controller, and the calculator is connected with the locking state judgment comparator;
the vehicle parking state comparator is used for judging whether the vehicle is in a parking state or not according to the speed value calculated by the calculator; when the vehicle is in a non-parking state, the speed value storage controller is effective, and the speed value calculated by the calculator is continuously written into the nonvolatile storage or the extended storage; when the vehicle is in a parking state, the speed value storage controller is invalid, and the writing of speed value data is stopped;
the locking state judgment comparator is used for judging whether the vehicle is in a locking or locking hidden danger state or not according to the speed value, the speed difference value and the deceleration value; when the vehicle is in a locking or locking hidden danger state, the speed waveform storage controller is effective, a locking fault display is started, and the speed waveform data in the buffer is continuously written into the nonvolatile storage or the extended storage; when the vehicle is in a non-locking state and a locking hidden danger state, the speed waveform storage controller is invalid, and the speed waveform in the buffer is not written into the non-volatile storage or the extended storage.
When locking or hidden danger faults of locking occur for multiple times within a period of time, the buffer selects to write the waveform data in the buffer into the nonvolatile storage or the extended storage for multiple times within the period of time;
when a locking or locking hidden trouble fault occurs, the buffer selectively writes the speed waveform of a previous period of time in the buffer into a nonvolatile memory or an extended memory, and continuously writes the speed waveform into the nonvolatile memory or the extended memory for a period of time;
the locking fault display is started after a locking or locking hidden danger fault occurs, the locking fault display is normally on in the form of an indicator lamp, and when the locking or locking hidden danger fault is recovered, the indicator lamp is still normally on until the detection device is powered off or reset after being powered on again.
A rail transit vehicle locking fault on-line detection method is characterized by comprising the following operation steps:
a) acquiring new measurement data in sequence by a data acquisition unit, wherein the measurement data comprises speed pulse and speed waveform data;
b) a buffer updating step, storing the speed pulse and speed waveform data in the latest period of time into a buffer, and continuously updating the speed pulse and speed waveform data along with the time;
c) calculating, namely calculating a speed value, a speed difference value and a deceleration by a calculator according to inherent characteristics of the vehicle collected by a data collector, wherein the inherent characteristics of the vehicle comprise shaft pulse frequency, wheel diameter, tooth number and gear ratio;
d) a speed value storage step, namely judging that the vehicle is in a non-parking state when at least one speed value of the current vehicle is not zero, and continuously writing the speed value calculated by the calculator into a nonvolatile storage or an extended storage; when the current vehicle total speed value is zero, judging that the vehicle is in a parking state;
e) a speed waveform storage step, wherein currently, all speed difference values of the vehicle are larger than a certain value or deceleration is larger than a certain value, the vehicle is judged to be in a locking or hidden danger locking state after a period of time, and speed waveform data in the buffer are continuously written into a nonvolatile storage or an extended storage; otherwise, the vehicle is in a non-locking state and a locking hidden danger state;
f) and a locking fault display step, wherein when the vehicle is judged to be in a locking or locking hidden danger state, the locking fault display displays the locking or locking hidden danger fault in an indicator lamp mode.
A vehicle parking state judgment step is further provided between the calculation step and the speed value storage step, and a lock-up state judgment step is further provided between the calculation step and the speed waveform storage step; the vehicle parking state judging step, namely, if the vehicle is in a non-parking state, the speed value storage controller is effective, the speed value in the calculator is selected to be continuously written into the nonvolatile storage or the extended storage, otherwise, the speed value storage controller is ineffective, and the speed value data is selected to be stopped to be written; and in the locking state judging step, the vehicle is in a locking or locking hidden danger state, the speed waveform storage controller is effective, the speed waveform in the buffer is selectively executed and written into the nonvolatile storage or the extended storage, and the output locking fault display lamp is normally on, otherwise, the speed waveform storage controller is ineffective, and the speed waveform in the buffer is selectively executed and is not written into the nonvolatile storage or the extended storage.
The calculating step is that according to the speed pulse data collected by the data collector, the period and the frequency of the pulse are calculated, and the speed value is calculated by combining parameters such as the wheel diameter, the tooth number and the gear ratio;
in the calculating step, according to the speed value calculated by the calculator, the maximum value and the minimum value of the speed values of all shafts of the current vehicle at a certain moment are taken, and the speed difference value is obtained after subtraction;
and in the calculating step, according to the speed values calculated by the calculator, the speed values of a period of starting time and ending time are respectively taken, and the average deceleration in the period of time is obtained by subtracting the speed values and then dividing the subtracted speed values by the length of the time interval.
Compared with the prior art, the invention has the advantages that: through the online detection device, after the rail transit vehicle has an axle locking fault or potential locking hidden danger, the locking fault display can prompt the after-sale or technical personnel that the vehicle has the locking fault or the potential locking hidden danger, and the abnormal hidden danger of the speed can be detected to a certain degree in advance. Meanwhile, the speed value of the vehicle in the non-static state is collected and stored to nonvolatile storage or extended storage, and the speed waveform data in a period of time before and a period of time after the occurrence moment of the locking or locking hidden trouble fault are collected and stored to the nonvolatile storage or extended storage of the designated address, so that data support and direction reference of possible reasons are provided for further positioning and analyzing the vehicle locking fault reason.
Drawings
Fig. 1 is an explanatory diagram showing a structure of an embodiment of an online detection device for a rail transit vehicle locking or locking hidden danger fault according to the present invention.
Fig. 2 is a diagram illustrating a structure of the processor 103 of the device for detecting a rail transit vehicle locking or locking hidden danger fault on-line according to the embodiment.
Fig. 3 is a diagram illustrating a step 300 of monitoring dynamic measurement data in real time in an online detection device for a rail transit vehicle locking or locking hidden danger fault according to an embodiment.
Fig. 4 is a schematic diagram of an offline speed value data curve of the online rail transit vehicle locking or locking hidden danger fault detection apparatus according to the embodiment.
Fig. 5 is a schematic diagram of an offline speed waveform data curve of the online rail transit vehicle locking or locking hidden danger fault detection device according to the embodiment.
Detailed Description
The invention is described in detail below with reference to the drawings and specific examples.
Referring to fig. 1, the embodiment selects a detection apparatus 100 having an input interface 101 and a communication interface 102, a BCU110 having an output interface 111, and a computer 120 having a communication interface 121.
The computer 120 is a notebook computer and can be used to read, analyze, display, and store the collected data.
For example, the computer 120 in this embodiment may be replaced by another type of computer with a communication port.
In this embodiment, the communication ports 102 and 121 are ethernet interfaces.
For example, the computer 120 and the detection apparatus 100 in this embodiment may be connected to each other through other types of interfaces, such as USB, 3G/4G/5G, WIFI, bluetooth, infrared, serial, parallel interfaces, etc., according to different application requirements.
The BCU110 is a brake controller, which is the interface source of the detected signal.
In the present embodiment, the output interface 111 and the input interface 101 are hard-wired interfaces including a power cable and a signal cable.
For example, the detection apparatus 100 and the BCU110 in this embodiment may be connected to each other through other types of interfaces, such as ethernet, USB, 3G/4G/5G, WIFI, bluetooth, infrared, serial, parallel interfaces, etc., according to different application requirements.
In this embodiment, the detection device 100 includes an input interface 101, a communication interface 102, a processor 103, an indicator 104, a non-volatile memory 105, and an expansion memory 106.
In the present embodiment, the storage capacity of the nonvolatile memory 105 is 8G.
For example, the storage capacity of the nonvolatile memory 105 in the embodiment may not be 8G, and may be higher or lower, such as 16G or 4G.
In this embodiment, the storage medium of the expansion storage 106 is an SD card.
By way of illustration, the expansion storage 106 in this embodiment may also use other media, such as TF card, U disk, hard disk, and so on.
In the present embodiment, the storage capacity of the extended storage 106 is 32G.
By way of illustration, the storage capacity of the expanded storage 106 may be other than 32G, higher, or lower, such as 64G or 16G.
In this embodiment, referring to fig. 2 in combination, the processor 103 of the detection apparatus 100 includes:
a data acquisition unit 201, configured to sequentially acquire new measurement data such as a velocity pulse and a velocity waveform;
a buffer 202 for storing the speed waveform data obtained from the data collector 201 in the last period of time;
a calculator 203, for calculating parameters such as speed value, speed difference, deceleration and the like from the speed pulse data obtained by the data acquisition unit 201;
a parking state comparator 204 for judging whether the vehicle is in a parking state according to the speed value calculated by the calculator 203, wherein the speed value storage controller 206 is valid when the vehicle is in a non-parking state, and otherwise, the speed value storage controller 206 is invalid;
a locking state comparator 205, configured to determine whether the vehicle is in a locking or locking hidden danger state according to the speed value and the deceleration calculated by the calculator 203, where the speed waveform storage controller 207 is valid when the vehicle is in the locking or locking hidden danger state, and otherwise, the speed waveform storage controller 207 is invalid;
a speed value storage controller 206 for controlling the speed value to be stored in the nonvolatile memory 105 or the expansion memory 106;
a speed waveform storage controller 207 for controlling the storage of the speed waveform in the nonvolatile memory 105 or the expansion memory 106;
and a locking fault display controller 208 for controlling the locking or locking hidden trouble to be displayed in the form of the indicator light 104.
In this embodiment, referring to fig. 3 in combination, the dynamic measurement data real-time monitoring step 300 includes:
a data acquisition step 301 of sequentially acquiring new measurement data including axial pulse frequency and axial pulse waveform data;
a buffer updating step 302, which stores the speed waveform data collected in the data collector 201 in the latest period of time, and continuously updates the speed waveform data with the passage of time;
a calculating step 303, calculating parameters such as a speed value, a speed difference value, a deceleration and the like according to the acquired shaft pulse frequency, the inherent characteristics of the vehicle such as the wheel diameter, the tooth number, the gear ratio and the like in the data acquisition unit 301;
a parking state judgment step 304, judging that the vehicle is in a non-parking state when at least one axle speed value of the current vehicle is not zero according to the speed value calculation result of the calculator 203, otherwise, judging that the vehicle is in a parking state;
a locking state judgment step 305, according to the speed value, the speed difference and the deceleration calculation result of the calculator 203, judging that the vehicle is in a locking or locking hidden danger state when the speed difference value of all the shafts of the current vehicle is larger than a certain value or the deceleration value is larger than a certain value and continues for a period of time, otherwise, judging that the vehicle is in a non-locking or locking hidden danger state;
a speed value storage step 306, in which the vehicle is in a non-parking state according to the judgment result of the parking state judgment step 304, the speed value storage controller 206 is valid, and the speed value in the calculator 203 is selected to be continuously written into the nonvolatile storage 105 or the extended storage 106, otherwise, the speed value storage controller 206 is invalid, and the speed value data is selected to be written in;
a speed waveform storage step 307, according to the judgment result of the locking state judgment step 305, the vehicle is in a locking or locking hidden danger state, the speed waveform storage controller 207 is valid, the speed waveform in the buffer 202 is selected to be written into the nonvolatile storage 105 or the extended storage 106, the locking fault display controller 208 is valid, otherwise, the speed waveform storage controller 207 is invalid, and the speed waveform in the buffer 202 is selected to be executed not to be written into the nonvolatile storage 105 or the extended storage 106;
a locking fault display step 308, in which the vehicle is in a locking or locking hidden danger state according to the judgment result of the locking state judgment step 305, the locking or locking hidden danger fault display is performed by means of the indicator light 104, otherwise, the display state of the indicator light 104 is not changed;
a return step 309 allows the data acquisition step to acquire new measurement data again.
In this embodiment:
in the calculating step 303, according to the speed pulse data acquired by the data acquisition device 201, the period and frequency of the pulse are calculated, and a speed value is calculated by combining parameters such as the wheel diameter, the number of teeth and the gear ratio;
in the calculating step 303, according to the speed values calculated by the calculator 203, the maximum value and the minimum value of the speed values of all the axles of the current vehicle at a certain moment are taken, and the speed difference value is obtained after subtraction;
in the calculating step 303, the speed values at the start time and the end time of a period are taken according to the speed values calculated by the calculator 203, and the average deceleration in the period is obtained by subtracting the speed values and dividing the subtracted speed values by the time.
Referring to fig. 3, the dynamic measurement data real-time monitoring step 300 is further described as follows:
in this embodiment, the sampling frequency of the velocity values is 500S/S and the sampling frequency of the velocity waveform is 50kS/S in the acquisition step 301.
By way of illustration, the sampling frequency of the speed values may also be different from 500S/S, higher or lower, such as 1kS/S or 100S/S, depending on the application requirements.
By way of illustration, the sampling frequency of the velocity waveform may be other than 50kS/s, and may be higher or lower, such as 100kS/s or 1kS/s, depending on the application requirements.
In this embodiment, in the buffer updating step 302, the buffer time length of the speed waveform is 3min, and the speed waveform is stored in 3 files, each file being 1 min.
By way of illustration, the buffer time length of the velocity waveform may be other than 3min, and may be longer or shorter, such as 5min or 1min, according to different application requirements.
By way of illustration, the number of files in the buffer of the speed waveform may be other than 3, and may be more or less, such as 5 or 1, according to different application requirements.
In this embodiment, in the calculating step 303, the speed value is calculated by calculating a period of a plurality of pulses according to the speed pulse collected by the data collector 201, and the number of the pulses can be adaptively adjusted according to the change of the sampling frequency.
By way of illustration, the velocity values may be calculated by other methods, such as frequency or cycle measurements, depending on the application.
In this embodiment, in the calculating step 303, the wheel diameter used for calculating the speed value is 860mm, the number of teeth is 72, and the gear ratio is 3.0: 1, and the calculation formula is as follows:
wherein:
v is the current shaft speed value, and the unit is km/h;
d is the current wheel diameter and the unit is mm;
f is the current wheel speed frequency in Hz;
z is the number of teeth of the speed measuring gear, and the unit is dimensionless;
and i is the current transmission gear ratio of the wheel, and the unit is dimensionless.
For example, when the velocity input frequency is 1kHz, substituting into the formula, a velocity value of 45.0km/h can be calculated.
By way of example, the wheel diameter may be different from 860mm, larger or smaller, such as 920mm or 840mm, depending on the vehicle characteristics.
By way of example, the number of teeth may be other than 72, and may be greater or smaller, such as 80 or 60, depending on the vehicle characteristics.
By way of example, the gear ratio may be other than 3.0: 1, and may be greater or less, such as 3.5: 1 or 2.0: 1, depending on the vehicle characteristics.
In this embodiment, in the calculating step 303, the formula adopted for the speed difference calculation is:
Δv＝vmax-vmin
wherein:
the delta v is the difference value between a plurality of axle speed values of the current vehicle, and the unit is km/h;
vmaxthe maximum value of the shaft speed values is the unit of km/h;
vminis the minimum value of a plurality of shaft speed values and has the unit of km/h.
For example, the number of axles of the current vehicle is 4, and the speeds of the 4 axles of the current vehicle at a certain time are shown in attached table 1.
Attached table 1
| Serial number | Name (R) | Numerical value |
| 1 | 1 axle speed value of 3 cars | 102.3km/h |
| 2 | 2-axle speed value of 3-vehicle | 109.6km/h |
| 3 | 3 vehicle 3 axle speed value | 95.5km/h |
| 4 | 4 axle speed value of 3 vehicle | 120.1km/h |
It can be derived that: v. ofmax＝120.1km/h，vmin＝95.5km/h，Δv＝24.6km/h。
By way of illustration, the number of axles of the present vehicle may be other than 4, or more or less, such as 8 or 2, depending on different applications and the inherent characteristics of the vehicle;
for example, the respective axle speed values used for the calculation may be other values depending on different vehicle characteristics.
In this embodiment, in the calculating step 303, the formula for calculating the average deceleration is:
v2for calculating the end time, the unit is km/h/s;
v1for calculating the starting time, the unit is km/h/s;
Δ t is the calculation time length in units of s.
For example, the velocity value information of the start time and the end time of a certain period of time is shown in the attached table 2.
Attached table 2
It can be derived that: Δ t is 0.1s,
by way of illustration, the calculation time may be different from 0.1s, or more or less, such as 0.2s or 0.05s, depending on the application;
for example, the speed values of the start time and the end time used for the calculation may be other values depending on different vehicle characteristics.
In this embodiment, in the parking state determining step 304, the number of axles of the current vehicle is 4, the low speed detection cut-off speed value is 0.25km/h, the sum of the 4 axle speeds is accumulated according to the current vehicle speed value calculated in the calculating step 303, if the sum is less than 0.25km/h x 4 ═ 1km/h, the parking state is determined, otherwise, the parking state is not determined.
By way of illustration, the number of axles of the present vehicle may be other than 4, or more or less, such as 8 or 2, depending on different applications and the inherent characteristics of the vehicle;
by way of illustration, the value of the low-speed detection cutoff speed may also be different from 0.25km/h, or greater or lesser, such as 0.5km/h or 0.1km/h, depending on the application.
In this embodiment, in the step 305 of determining the status of the hidden danger of locking or locking, the number of axles of the current vehicle is 4, the threshold of the speed difference for determining the hidden danger of locking or locking is 10km/h, the threshold of the deceleration for determining the hidden danger of locking or locking is 5km/h, and if the speed difference and the deceleration value calculated in the step 303 are greater than the threshold of the speed difference and the threshold of the deceleration and the duration threshold is greater than or equal to 1s, the status of the hidden danger of locking or locking is determined, otherwise, the status of the hidden danger of non-locking or locking is determined.
By way of illustration, the number of axles of the present vehicle may be other than 4, or more or less, such as 8 or 2, depending on different applications and the inherent characteristics of the vehicle;
for example, according to different applications, the locking or locking risk determination condition may be only a speed difference threshold, only a deceleration threshold, or not limited to the speed difference threshold and the deceleration threshold, or may be combined with the speed threshold;
for example, the threshold speed difference may be different from 10km/h, or larger or smaller, such as 30km/h or 3km/h, depending on the application;
by way of illustration, the deceleration threshold may also be different from 5km/h, or greater or lesser, such as 30km/h or 3km/h, depending on the application;
by way of illustration, the duration threshold may also be different from 1s, or larger or smaller, such as 5s or 0.5s, depending on the application.
In this embodiment, the speed value storing step 306 is to preset the time length of a single file to be 1h (data capacity about 28M), preset the total storage time to be 288h (data capacity about 7.9G), and when the speed value data storage capacity is greater than 7.9G, delete the speed value data of 48h earlier (data capacity about 1.4G), and keep storing the speed value data of 240h most recently.
For example, the preset time length of a single file may not be 1h, and may be longer or shorter, such as 2h or 0.5h, according to different applications;
for example, the preset total storage time may not be 288h, and may be longer or shorter, such as 336h or 240 h;
for example, the preset time for deleting the early data may be other than 48h, and may be longer or shorter, such as 72h or 24 h;
for example, the storage time of the preset latest speed value may not be 240h, and may be longer or shorter, such as 288h or 192h, according to different applications.
In this embodiment, in the speed waveform storage step 307, according to a preset storage file (data capacity about 69M) of 3min in the buffer 202, the total number of times of the preset locking or locking hidden danger fault data is 240 times (data capacity about 16.2G), and when the speed waveform data storage capacity is greater than 16.2G, the early 40 times of locking or locking hidden danger fault data (data capacity about 2.7G) is deleted, and the latest 200 times of speed waveform data is kept stored.
For example, according to different application scenarios, the total number of preset locking or potential locking fault data may not be 240, and may be more or less, such as 360 or 120;
for example, the preset number of times of deleting the early data may be other than 40 times, and may be more or less, such as 80 times or 20 times, according to different applications;
for example, the preset latest speed waveform may be stored not only 200 times but also more or less, for example, 320 times or 80 times, according to different applications.
In this embodiment, the locking fault display step 308 shows that the vehicle is in a locking state or a hidden locking danger state, and the indicator light 104 is normally on.
For example, the locking failure display controller 208 may control the indicator light 104 not to be in a normally on state, but may control the indicator light in other manners, such as a blinking manner, according to different applications.
In this embodiment, in the downloading step 310, the data in the nonvolatile memory 105 or the expansion memory 106 of the detection apparatus 100 is downloaded to the local computer 120 through the communication ports 102 and 121 in an ethernet manner, so as to analyze the speed value and the waveform data, where fig. 4 is a graph showing the speed value performed by the local computer 120, and fig. 5 is a graph showing the speed waveform performed by the local computer 120.
By way of example, the names and values of the curves in fig. 4 and 5 may be other values depending on the application.
For example, according to different applications, the expansion storage 106 may also be taken out, and the data in the expansion storage 106 is read by a card reader, which is more convenient and efficient, and can greatly save the after-sale field operation time, but only read the data in the expansion storage 106. When the speed value storage controller 206 and the speed waveform storage controller 207 both set the storage addresses to the extended storage 106, the method is more preferable and the field operability is stronger.
Claims (7)
1. The utility model provides a rail transit vehicle locking or locking hidden danger trouble on-line measuring device which characterized in that includes: data collector, buffer, calculator, speed value storage controller, speed waveform storage controller, locking fault display:
the data acquisition unit is used for sequentially acquiring new speed pulse and measurement data of the speed waveform;
the buffer is connected with the data acquisition unit and used for storing the speed waveform data measured by the data acquisition unit in the latest period of time;
the calculator is connected with the data acquisition unit and used for calculating a speed value, a speed difference value and a deceleration parameter according to the speed pulse data acquired by the data acquisition unit;
the speed value storage controller is used for controlling the speed value to be stored in the nonvolatile storage or the expansion storage;
a speed waveform storage controller for controlling the storage of the speed waveform into the non-volatile storage or the extended storage;
the locking fault display is used for displaying the state of locking or hidden danger of locking in an indicator lamp mode, and the speed waveform storage controller is connected with the locking fault display;
a vehicle parking state judgment comparator is arranged between the calculator and the speed value storage controller, a locking state judgment comparator is arranged between the buffer and the speed waveform storage controller, and the calculator is connected with the locking state judgment comparator;
the vehicle parking state comparator is used for judging whether the vehicle is in a parking state or not according to the speed value calculated by the calculator; when the vehicle is in a non-parking state, the speed value storage controller is effective, and the speed value calculated by the calculator is continuously written into the nonvolatile storage or the extended storage; when the vehicle is in a parking state, the speed value storage controller is invalid, and the writing of speed value data is stopped;
the locking state judgment comparator is used for judging whether the vehicle is in a locking or locking hidden danger state or not according to the speed value, the speed difference value and the deceleration value; when the vehicle is in a locking or locking hidden danger state, the speed waveform storage controller is effective, a locking fault display is started, and the speed waveform data in the buffer is continuously written into the nonvolatile storage or the extended storage; when the vehicle is in a non-locking state and a locking hidden danger state, the speed waveform storage controller is invalid, and the speed waveform in the buffer is not written into the non-volatile storage or the extended storage.
2. The rail transit vehicle locking or locking hidden danger fault online detection device of claim 1, characterized in that: and when the buffer is locked or locked hidden trouble faults occur for multiple times within a period of time, the buffer selects to write the waveform data in the buffer into the nonvolatile storage or the extended storage for multiple times within a period of time.
3. The rail transit vehicle locking or locking hidden danger fault online detection device according to claim 1 or 2, characterized in that: and when the potential locking fault or the potential locking fault occurs, the buffer selectively writes the speed waveform of the previous period in the buffer into the nonvolatile storage or the extended storage, and continuously writes the speed waveform into the nonvolatile storage or the extended storage for a period of time.
4. The rail transit vehicle locking or locking hidden danger fault online detection device of claim 3, characterized in that: the locking fault display is started after a locking or locking hidden danger fault occurs, the locking fault display is normally on in the form of an indicator lamp, and when the locking or locking hidden danger fault is recovered, the indicator lamp is still normally on until the detection device is powered off or reset after being powered on again.
5. A rail transit vehicle locking fault on-line detection method is characterized by comprising the following operation steps:
acquiring new measurement data in sequence by a data acquisition unit, wherein the measurement data comprises speed pulse and speed waveform data;
a buffer updating step, storing the speed pulse and speed waveform data in the latest period of time into a buffer, and continuously updating the speed pulse and speed waveform data along with the time;
calculating, namely calculating a speed value, a speed difference value and a deceleration by a calculator according to inherent characteristics of the vehicle and the speed pulse acquired by the data acquisition unit, wherein the inherent characteristics of the vehicle comprise wheel diameter, tooth number and gear ratio;
a speed value storage step, namely judging that the vehicle is in a non-parking state when at least one speed value of the current vehicle is not zero, and continuously writing the speed value calculated by the calculator into a nonvolatile storage or an extended storage; when the current vehicle total speed value is zero, judging that the vehicle is in a parking state;
a speed waveform storage step, wherein currently, all speed difference values of the vehicle are larger than a certain value or deceleration is larger than a certain value, the vehicle is judged to be in a locking or hidden danger locking state after a period of time, and speed waveform data in the buffer are continuously written into a nonvolatile storage or an extended storage; otherwise, the vehicle is in a non-locking state;
and a locking fault display step, wherein when the vehicle is judged to be in a locking or locking hidden danger state, the locking fault display displays the locking or locking hidden danger fault in an indicator lamp mode.
6. The rail transit vehicle locking fault on-line detection method according to claim 5, characterized in that:
a vehicle parking state judgment step is further provided between the calculation step and the speed value storage step, and a lock-up state judgment step is further provided between the calculation step and the speed waveform storage step; the vehicle parking state judging step, namely, if the vehicle is in a non-parking state, the speed value storage controller is effective, the speed value in the calculator is selected to be continuously written into the nonvolatile storage or the extended storage, otherwise, the speed value storage controller is ineffective, and the speed value data is selected to be stopped to be written; and in the locking state judging step, the vehicle is in a locking or locking hidden danger state, the speed waveform storage controller is effective, the speed waveform in the buffer is selectively executed and written into the nonvolatile storage or the extended storage, and the output locking fault display lamp is normally on, otherwise, the speed waveform storage controller is ineffective, and the speed waveform in the buffer is selectively executed and is not written into the nonvolatile storage or the extended storage.
7. The rail transit vehicle locking fault on-line detection method according to claim 5, characterized in that:
the calculating step is that the period and the frequency of the pulse are calculated according to the speed pulse data collected by the data collector, and the speed value is calculated by combining the wheel diameter, the tooth number and the gear ratio parameter;
in the calculating step, according to the speed value calculated by the calculator, the maximum value and the minimum value of the speed values of all shafts of the current vehicle at a certain moment are taken, and the speed difference value is obtained after subtraction;
and in the calculating step, according to the speed values calculated by the calculator, the speed values of a period of starting time and ending time are respectively taken, and the average deceleration in the period of time is obtained by subtracting the speed values and then dividing the subtracted speed values by the length of the time interval.
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| CN114426034B (en) * | 2022-01-14 | 2023-06-23 | 中车青岛四方机车车辆股份有限公司 | Rail vehicle sliding state detection method and rail vehicle |
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| CN103287409B (en) * | 2012-03-02 | 2017-03-08 | 博世汽车部件(苏州)有限公司 | Vehicle brake anti-lock device and method |
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