CN111521421B - Freight train axle state monitoring and early warning system and method - Google Patents
Freight train axle state monitoring and early warning system and method Download PDFInfo
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- CN111521421B CN111521421B CN202010367991.2A CN202010367991A CN111521421B CN 111521421 B CN111521421 B CN 111521421B CN 202010367991 A CN202010367991 A CN 202010367991A CN 111521421 B CN111521421 B CN 111521421B
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/08—Railway vehicles
- G01M17/10—Suspensions, axles or wheels
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01K—MEASURING TEMPERATURE; MEASURING QUANTITY OF HEAT; THERMALLY-SENSITIVE ELEMENTS NOT OTHERWISE PROVIDED FOR
- G01K13/00—Thermometers specially adapted for specific purposes
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- G—PHYSICS
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- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M13/00—Testing of machine parts
- G01M13/04—Bearings
- G01M13/045—Acoustic or vibration analysis
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
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- G08C—TRANSMISSION SYSTEMS FOR MEASURED VALUES, CONTROL OR SIMILAR SIGNALS
- G08C17/00—Arrangements for transmitting signals characterised by the use of a wireless electrical link
- G08C17/02—Arrangements for transmitting signals characterised by the use of a wireless electrical link using a radio link
Abstract
The invention discloses a freight train axle state monitoring and early warning system and method. The system comprises a transmission processing unit arranged at the head of a train, a data acquisition unit arranged at each carriage and a ground monitoring unit; the transmission processing unit is respectively connected with the data acquisition unit and the ground monitoring unit. The data acquisition unit of each carriage acquires the state data of the axle through a plurality of sensors, and transmits the data acquired by the sensors to the transmission processing unit for aggregation by adopting a Zig-Bee ad hoc network, and then transmits the data to the ground monitoring unit so as to analyze and process the state data of the axle, thereby forming multi-level warning information and corresponding fault diagnosis and maintenance proposal and transmitting the information to the transmission processing unit, and helping workers to quickly position faults.
Description
Technical Field
The invention relates to a freight train axle state monitoring and early warning system and a corresponding freight train axle state monitoring and early warning method, belonging to the technical field of vehicle monitoring.
Background
The axle of a railway freight train is a key component of the running gear of the train and is one of the most vulnerable parts. In the process of high-speed running of a train, the train axle generates heat due to impact, power effect, vibration and the like of the train and a steel rail, and the axle is greatly damaged when the temperature of the axle is abnormally increased, so that the potential safety hazard of safe running of the train is caused. The 'fire prevention and fire extinction' is the first problem to be solved in the transportation of freight trains, wherein the 'cutting' means the phenomenon of hot axle cutting caused by the temperature rise of axles, directly causes the failure and the turnover of trains, and causes great economic loss to the nation and the society.
At present, a ground monitoring system installed beside a rail is adopted to dynamically monitor the running state of a vehicle passing through a line, such as an infrared axle temperature detection intelligent tracking system (THDS), a truck rolling bearing fault rail side acoustic diagnosis system (TADS), a truck running state ground safety monitoring system (TPDS), a truck running fault dynamic image detection system (TFDS) and the like. Although the ground monitoring system of the freight train is stable and reliable, and has high data transmission rate, the ground monitoring system plays an important role in the safe operation of the freight train to a certain extent. However, the ground-based monitoring system is used for dynamically monitoring the running vehicles, a plurality of monitoring points are required to be distributed along a railway trunk line, the detection cost is high, the installation and maintenance are complicated, only point selection detection is required, and the dynamic real-time monitoring on the running state of the train and the timely judgment on potential faults cannot be carried out. Meanwhile, each ground monitoring system is independent, data can not be interacted, monitoring parameters are single, and ground networking wiring is complex.
With the development of railway transportation industry in China, the terrain of railway lines is increasingly complex, the number of monitoring points required by a ground monitoring system is increasingly increased, the positions of the monitoring points are frequently changed, and the monitoring range is more and more widely distributed, so that the ground monitoring mode of a freight train cannot meet the requirements of field application.
Disclosure of Invention
The invention aims to solve the primary technical problem of providing a freight train axle state monitoring and early warning system.
The invention aims to solve another technical problem of providing a freight train axle state monitoring and early warning method.
In order to achieve the purpose, the invention adopts the following technical scheme:
according to a first aspect of the embodiments of the present invention, a freight train axle state monitoring and early warning system is provided, which includes a transmission processing unit disposed at a train head, a data acquisition unit disposed at each carriage, and a ground monitoring unit; the transmission processing unit is respectively connected with the data acquisition unit and the ground monitoring unit;
the transmission processing unit is used for acquiring marshalling data of each carriage and state data of each carriage axle acquired by the data acquisition unit and sending the state data to the ground monitoring unit;
the ground monitoring unit is used for respectively acquiring the basic data of each carriage axle and the running parameter data of the train, sending multi-stage warning information to the transmission processing unit in the process of carrying out threshold warning judgment on the state data of each carriage axle by combining the results of deterioration amplitude warning and deterioration speed warning on the state data of each carriage axle, generating corresponding fault diagnosis and maintenance proposal according to the final warning information, and sending the corresponding fault diagnosis and maintenance proposal to the transmission processing unit.
Preferably, the freight train axle state monitoring and early warning system further comprises a power supply unit, and the power supply unit is respectively connected with the transmission processing unit and the data acquisition unit;
the power supply unit comprises a self-generating module, a rechargeable battery pack and a power management module, the self-generating module and the rechargeable battery pack are respectively connected with the power management module, the transmission processing unit and the data acquisition unit, and the self-generating module is also connected with the rechargeable battery pack.
Preferably, the data acquisition unit comprises a temperature sensor, a humidity sensor, a vibration sensor and an acquisition node provided with a Zig-Bee routing module, and the temperature sensor, the humidity sensor and the vibration sensor are connected with the acquisition node.
Preferably, the temperature sensor is arranged at the bottom of each carriage, the humidity sensor is arranged in the axle box of each carriage, and the temperature sensor and the vibration sensor are respectively arranged on each bearing seat of each carriage.
Preferably, each carriage is provided with an oil pollution detection sensor at a position close to each bearing seat, the bottom of each carriage is further provided with a sound wave sensor, and the oil pollution detection sensor and the sound wave sensor are respectively connected with the collection node.
Preferably, the transmission processing unit comprises a Zig-zag coordination module, a data transmission module and a display terminal, wherein the Zig-zag coordination module is connected with the data transmission module, and the data transmission module is connected with the display terminal.
According to a second aspect of the embodiments of the present invention, there is provided a freight train axle state monitoring and early warning method, including the following steps:
step S1: acquiring marshalling data of each carriage after marshalling and basic data of an axle, and setting a required pre-warning threshold;
step S2: respectively acquiring the state data of each carriage axle and the running parameter data of the train, and dynamically adjusting a pre-warning threshold value according to the running parameter data of the train;
step S3: and in the process of carrying out threshold value advance warning judgment on the state data of each carriage axle, combining the results of deterioration amplitude warning and deterioration speed warning on the state data of each carriage axle to form multi-stage advance warning information, and generating a corresponding fault diagnosis and maintenance proposal according to the final warning information.
Preferably, before the train is de-compiled, the train number in the train corresponding to each carriage acquisition node is reset and cleared, and meanwhile, the Zig-Bee routing module in the carriage acquisition node is removed from the Zig-Bee network established by the Zig-Bee coordination module of the transmission processing unit.
Preferably, the step S3 includes the following sub-steps:
step S31, respectively carrying out degradation amplitude warning and degradation speed warning judgment on the state data of each carriage axle, and determining whether to carry out threshold early warning judgment according to the judgment results of the degradation amplitude warning and the degradation speed pre-warning;
step S32, after the deterioration amplitude/speed alarm occurs, judging whether the current state data of the axle reaches an early warning threshold value, if not, correspondingly pushing the deterioration amplitude/speed alarm information, if so, continuously judging whether the current state data of the axle reaches the early warning threshold value, if so, pushing the threshold value alarm information, otherwise, pushing the early warning information;
and step S33, fault diagnosis and early warning information processing are carried out.
Preferably, the axle state is further analyzed according to the visual map; the visualization map comprises a degradation amplitude graph based on corresponding reference data according to the calculated axle real-time state data, a degradation speed graph according to the axle real-time state data, an axle temperature graph and a spectrogram drawn according to the axle real-time vibration frequency.
The freight train axle state monitoring and early warning system and method provided by the invention have the advantages that the plurality of sensors for acquiring the state data of the axles are arranged on each carriage, the data acquired by the sensors are transmitted to the transmission processing unit for aggregation by adopting the Zig-Bee ad hoc network, and then are transmitted to the ground monitoring unit, so that the state data of the axles are analyzed and processed, and the multi-stage early warning information and the corresponding fault diagnosis and maintenance protocol are formed and transmitted to the transmission processing unit, so that the working personnel can be helped to quickly locate the fault.
Drawings
FIG. 1 is a block diagram of a freight train axle condition monitoring and early warning system provided by the present invention;
FIG. 2 is a flow chart of a freight train axle condition monitoring and early warning method provided by the present invention;
FIG. 3 is a detailed flow chart of a freight train axle status monitoring and early warning method provided by the present invention;
FIG. 4 is a graph showing the deterioration range of the axle state in the freight train axle state monitoring and warning method provided by the present invention;
FIG. 5 is a graph showing the deterioration rate of the axle status in the freight train axle status monitoring and warning method according to the present invention;
fig. 6 is a waveform-spectrum diagram of axle vibration (sound wave) data in the freight train axle state monitoring and warning method provided by the invention.
Detailed Description
The technical contents of the invention are further explained in detail in the following with reference to the accompanying drawings and specific embodiments.
As shown in fig. 1, the freight train axle state monitoring and early warning system provided by the invention comprises a transmission processing unit 1 arranged at the head of a train, a data acquisition unit 2 arranged at each carriage, a power supply unit 3 and a ground monitoring unit 4. The transmission processing unit 1 is respectively connected with the data acquisition unit 2 and the ground monitoring unit 4, and the power supply unit 3 is respectively connected with the transmission processing unit 1 and the data acquisition unit 2.
And the transmission processing unit 1 is used for acquiring the marshalling data of each carriage and the state data of each carriage axle acquired by the data acquisition unit 2, and sending the state data to the ground monitoring unit 4.
And the ground monitoring unit 4 is used for respectively acquiring the basic data of each carriage axle and the running parameter data of the train, sending multi-stage warning information to the transmission processing unit 1 in the process of carrying out threshold warning judgment on the state data of each carriage axle by combining the results of deterioration amplitude warning and deterioration speed warning on the state data of each carriage axle, generating a corresponding fault diagnosis and maintenance proposal according to the final warning information, and sending the corresponding fault diagnosis and maintenance proposal to the transmission processing unit 1 to help a worker to quickly locate the fault.
And the ground monitoring unit 4 is also used for managing the power supply unit 3 and controlling the power supply unit 3 to supply power to each unit of the freight train axle state monitoring and early warning system.
It should be noted that the power supply unit 3 may also be separated from the management of the ground monitoring unit 4, and automatically control to supply power to each unit of the freight train axle state monitoring and early warning system.
The data acquisition unit 2 comprises a temperature sensor, a humidity sensor, a vibration sensor and acquisition nodes, wherein the temperature sensor, the humidity sensor and the vibration sensor are connected with the acquisition nodes in a wired or wireless connection mode. By taking the case that each sensor is connected with the acquisition node in a wireless connection mode, when a wireless temperature sensor, a wireless humidity sensor and a wireless vibration sensor are adopted, the wireless sensor and the acquisition node can be connected in a wireless network by utilizing a Zig-Bee routing module for realizing the wireless network function arranged in the acquisition node.
During normal operation of each axle, due to factors such as oil shortage, damage, friction, collision, doping and the like, the temperature of a bearing of the axle can be obviously increased, so that dangerous faults such as 'burning shaft', 'hot shaft', 'shaft cutting' and the like can be caused. In order to avoid dangerous faults of burning, hot and cutting and the like of the axle in the operation process, a temperature sensor can be respectively arranged on a bearing seat in each axle box of each carriage and used for collecting the axle temperature data of each axle in real time in the operation process of the freight train so as to monitor the axle temperature change of the axle and further judge the operation condition of the axle.
And the bottom of each carriage is also provided with a temperature sensor for acquiring environmental temperature data in real time. The axle temperature data of the axle and the environmental temperature data of the carriage collected by the temperature sensor are transmitted to the transmission processing unit 1 through the collection nodes to be gathered, and then are sent to the ground monitoring unit 4 by the transmission processing unit 1. Taking the example that each car is provided with 8 axle boxes, then each car needs to be provided with 9 temperature sensors, 8 of which are used for being arranged on the bearing seats of the corresponding axle boxes, and the other is arranged at the bottom of the car.
In the process of installation and operation of each axle, dust and moisture can possibly enter the axle, in order to prevent the axle from being rusted due to the fact that the axle is in a humid environment for a long time, a humidity sensor can be arranged in each axle box of each carriage respectively and used for collecting environmental humidity data in each axle box in real time in the operation process of the freight train so as to monitor the environmental humidity in the axle boxes and reflect the sealing condition of the axle boxes.
The environmental humidity data in the axle box collected by the humidity sensor is transmitted to the transmission processing unit 1 through the collection node to be gathered and then transmitted to the ground monitoring unit 4. Similarly, for example, each car is provided with 8 axle boxes, and then each car needs to be provided with 8 humidity sensors respectively arranged in the corresponding axle boxes.
Along with the running of the axle, the grease of the axle part is gradually reduced and volatilized, and the vibration of the axle is increased. When an axle fails, the failure generally refers to a wear failure and a damage failure. The abrasion failure is that the part clearance is gradually enlarged and the vibration is strengthened due to the abrasion of the bearing. The method is a gradual change fault, the change of the vibration waveform is lack of regularity and has strong randomness, but the vibration amplitude variation of the passband can clearly reflect the severity of abrasion. The wear-type fault is a relatively long development process, and can be monitored by periodically monitoring the vibration amount of the bearing to perform trend analysis and state prediction. Damage-like failure is a fundamental characteristic of damage-like failure, which is that when a bearing element rolls over a surface damage point, an abrupt impulse force of impact is generated, causing resonance of the bearing and mechanical equipment. Therefore, a vibration sensor can be respectively arranged on the bearing seat in each axle box of each carriage, and is used for collecting vibration data of each axle in real time in the running process of the freight train.
The cause of the abnormal noise of the axle is also abnormal vibration of each component of the axle, such as structural vibration of the axle, vibration of a retainer, and vibration caused by waviness and dust on the surface of a part. Therefore, a plurality of sound wave sensors can be arranged at the bottom of each carriage and are used for acquiring noise data of the axle in real time during the operation of the freight train. By analyzing the noise data of each axle, great help is brought to the judgment of axle damage in advance.
Because the axletree just produces some metal fillings foams in can appearing wearing and tearing in the operation process, these metal fillings foams are sneaked into in the lubricating oil of axletree easily to influence the lubricated effect of axletree, make the axle temperature of axletree rise, lead to dangerous troubles such as "burning axle", "hot axle", "axle cut" easily. Therefore, an oil pollution detection sensor can be arranged at a position, close to each axle box, of each carriage, and is used for quantitatively collecting the oil impurity content (such as the size and the quantity of metal dust) in the axle lubricating oil in the stop state of the train (such as the regular overhaul and maintenance of the train) so as to facilitate early warning and life estimation of the axle fault.
Therefore, the state data of each carriage axle collected by the data collection unit 2 is the axle temperature data, vibration data and noise data of the axle collected by each sensor arranged in each carriage, the environmental humidity data in each axle box and the oil impurity content in the axle lubricating oil.
The acquisition nodes are provided with a Zig-Bee routing module, so that the acquisition nodes of all the carriages are determined in the process of frequently compiling and organizing the freight train under the condition of low power consumption, the acquisition nodes of all the carriages are enabled to complete self-organizing network based on a Zig-Bee communication technology, meanwhile, marshalling data of all the carriages are also acquired, and the marshalling data of all the carriages are transmitted to the transmission processing unit 1 to be sent to the ground monitoring unit 4, so that a worker can conveniently acquire the position of each carriage after marshalling on the whole freight train to quickly position the axle with problems. After the train is formed, the cars are arranged from the head of the freight train and located at the train position, for example, a certain car is arranged from the head of the freight train and specifically located at the 5 th car of the freight train.
In addition, the acquisition node can also be used for transmitting the acquired state data of the axles acquired by each sensor in the carriage to the transmission processing unit 1 for aggregation, and then sending the data to the ground monitoring unit 4 by the transmission processing unit; the acquisition node can also be used for transmitting the state data of the axle acquired by each sensor of a far-end carriage (compared with a locomotive end) to the transmission processing unit 1 through the primary and secondary continuation of the acquisition node arranged in the carriage in front of the carriage, so that the problem that the data acquired by each sensor of the far-end carriage cannot be transmitted to the transmission processing unit 1 through the acquisition node arranged on the acquisition node due to the fact that the communication distance of the Zig-Bee network is short when the freight train conductor marshals the train.
The transmission processing unit 1 comprises a Zig-Bee coordination module, a data transmission module and a display terminal. The Zig-Bee coordination module is connected with the data transmission module, and the data transmission module is connected with the display terminal. The Zig-Bee coordination module is used for organizing and managing acquisition nodes of each carriage to carry out Zig-Bee ad hoc network, particularly, before a freight train is marshalled, all carriage fixed number information to be marshalled is written into the Zig-Bee coordination module of the transmission processing unit 1 in advance, the acquisition nodes of the Zig-Bee network established by the Zig-Bee coordination module in the transmission processing unit 1 accessed to the current train can be subjected to identity check during networking, and the acquisition nodes are allowed to be accessed into the Zig-Bee network of the current train only when the identity information (carriage fixed number) of the acquisition nodes is consistent with the carriage fixed number information stored in the transmission processing unit 1. And after the freight train is compiled, removing the Zig-Bee routing module of the collection node of the carriage from the Zig-Bee network established by the Zig-Bee coordination module of the transmission processing unit 1. The transmission processing unit 1 further has a local data caching capability, and is configured to store axle status data when the network is abnormal. In addition, because the transmission processing unit 1 is disposed on a locomotive, the locomotive of the freight train generally has a power supply, and therefore the transmission processing unit 1 can directly supply power by the original power supply of the locomotive.
The data transmission module can adopt an LTE-R private network or a 4G/5G communication public network of a railway system and is used for data transmission between the transmission processing unit 1 and the ground monitoring unit 4. Specifically, the state data of the corresponding axle acquired by each acquisition node received by the Zig-Bee coordination module is transmitted to the ground monitoring unit 4 through the data transmission module.
The display terminal can be a touch control operation screen installed in a freight train cab and is used for receiving and displaying the multi-stage warning information, the trend analysis map data and the fault diagnosis and maintenance recommendation of the axle sent by the ground monitoring unit 4 through the data transmission module so as to help workers to quickly locate faults.
The ground monitoring unit 4 integrates an internet of things platform, a cloud platform and a big data platform. The required data is acquired through the ground monitoring unit 4, and the state data of each carriage axle is comprehensively analyzed by adopting a threshold pre-warning method, a degradation amplitude pre-warning method and a degradation speed pre-warning method, so that multi-stage pre-warning information and corresponding fault diagnosis and maintenance recommendation are formed and sent to the transmission processing unit 1, and a worker is helped to quickly locate the fault. The analysis process of the ground monitoring unit 4 on the state data of each car axle will be described in detail in the following method embodiments, and will not be described herein again.
In an embodiment of the present invention, the power supply unit 3 includes a self-generating module, a rechargeable battery pack and a power management module, the self-generating module and the rechargeable battery pack are respectively connected to the power management module, the data acquisition unit and the display terminal of the transmission processing unit 1, and the self-generating module is further connected to the rechargeable battery pack. The self-generating module comprises one or more of a power generating device, a wind power generating device and a solar generating device. The power generation device, the wind power generation device, the solar power generation device and the power management module are the existing mature technologies and are not described in detail herein. For example, the power generation device can be realized by adopting a power generator and a power supply module; the wind power generation device can be realized by adopting a wind power generator and a power supply module; the solar power generation device can be realized by adopting a solar panel and a power supply module. The power module can convert collected electric energy into constant direct-current voltage to supply working voltage for a data acquisition unit of the freight train axle state monitoring and early warning system, so that the problem that a freight train carriage does not have a vehicle-mounted power supply is solved.
The power supply unit 3 preferentially adopts the self-generating module to supply power in the process of supplying power to each unit of the freight train axle state monitoring and early warning system, and can charge the rechargeable battery pack while ensuring the normal work of each unit. When the power management module detects that the self-generating module cannot meet the power supply requirement of the freight train axle state monitoring and early warning system, the display terminal can be operated manually or the rechargeable battery pack can be automatically switched to supply power for all units of the freight train axle state monitoring and early warning system. In addition, the power management module also monitors and manages the power generation process of the self-power generation module and the charging and discharging process of the rechargeable battery pack so as to protect the self-power generation module and the rechargeable battery pack.
The freight train axle state monitoring and early warning system provided by the invention has the advantages that the plurality of sensors for acquiring the state data of the axle are arranged on each carriage, the data acquired by the sensors are transmitted to the transmission processing unit for aggregation by adopting the Zig-Bee ad hoc network, and then the data are transmitted to the ground monitoring unit by the transmission processing unit so as to analyze and process the state data of the axle, so that the multi-stage early warning information and the corresponding fault diagnosis and maintenance protocol are formed and transmitted to the transmission processing unit, and therefore, the working personnel are helped to quickly locate the fault.
The invention also provides a freight train axle state monitoring and early warning method which is realized based on the freight train axle state monitoring and early warning system. As shown in fig. 2, the freight train axle state monitoring and early warning method includes the following steps:
step S1: and acquiring marshalling data of each carriage after marshalling and basic data of an axle, and setting a required pre-warning threshold value.
As the freight trains need to be compiled and disassembled frequently, the marshalling relationship between the train carriages is continuously changed; therefore, to accommodate the need for flexible marshalling of freight trains, the car-level network topology needs to be continually updated as the marshalling of the cars changes. For example, a train may need to transport a portion of a lot to one destination, then remove the car carrying the lot from the train, and add cars carrying other cargo for transport to another destination. In the process of transporting goods by the train, when the train needs to be de-compiled after arriving at a station, a reset command is sent by a transmission processing unit 1 on the locomotive to enable each carriage acquisition node to be restored to an original unconfigured state, and the networking relation with the locomotive is removed; after the train is regrouped, the transmission processing unit 1 is used for configuring the carriages which need to be regrouped in the same train number, so that the functions of automatic sorting, train number identification, network organization and the like of the carriages are realized, and the transmission processing unit 1 is used for sending the marshalling data of the train carriages to the ground monitoring unit 4. Meanwhile, after the train carriages are marshalled, the ground monitoring unit 4 needs to acquire basic data of each carriage axle and set a required warning threshold.
Specifically, when the train needs to be de-compiled, the train only needs to reset and clear the train number in the train corresponding to each train acquisition node before de-compilation, and meanwhile, the Zig-Bee routing module in each train acquisition node is removed from the Zig-Bee network established by the Zig-Bee coordination module of the transmission processing unit 1.
The process of grouping the train cars includes the following substeps:
step S11: all the car fixed number data to be marshalled are written in the transmission processing unit in advance.
In the process of grouping the train carriages, if the identification of the carriage needing to be grouped into the train is not carried out, the carriages on the adjacent tracks are probably grouped into the train, so that the subsequent positioning and tracking of the carriages are disordered. As the freight train carriages all have unique fixed serial numbers, before the marshalling is carried out, the ground monitoring unit writes all carriage fixed serial number data to be marshalled into the Zig-Bee coordination module of the transmission processing unit 1 in advance, when the marshalling is carried out, the identity check is carried out on the acquisition node of the Zig-Bee network established by the Zig-Bee coordination module in the transmission processing unit 1 accessed to the train, and only when the identity information (carriage fixed serial number) of the acquisition node is consistent with the carriage fixed serial number information stored in the transmission processing unit 1, the acquisition node is allowed to be accessed to the Zig-Bee network of the train.
Step S12: after the cars are grouped, the positions of each car and the axles are renumbered in the rows to obtain the grouped data of the cars.
Writing all the compartment fixed number information to be marshalled into the transmission processing unit in advance according to the step S11, and accessing the acquisition nodes of the compartments consistent with the compartment fixed number information stored in the transmission processing unit 1 into the Zig-Bee network of the train at the time to complete the marshalling of the compartments; at the moment, after the communication is established between the Zig-Bee routing module in the compartment acquisition node and the Zig-Bee coordination module of the transmission processing unit, the compartment number data of each compartment is defaulted to be 0, and whether the compartment number of the previous compartment is 0 or represents a specific code of a locomotive is judged; if the carriage number of the previous carriage is the locomotive code, the carriage number of the current carriage is 1, which indicates that the current carriage is the first carriage behind the locomotive. If the carriage number of the previous carriage is 0, the carriage number of the carriage is not changed, the carriage number of the previous carriage is judged again, and if the carriage number of the previous carriage is not 0 and is not the locomotive code, the carriage number of the previous carriage is plus 1. This can accomplish the renumbering of all cars inside the train. For renumbering of the axle in the train, only the serial numbers of 8 axle positions of each carriage are required to be ensured to be the same, and the corresponding axle positions can be found no matter how the carriage number of the carriage changes. The transmission processing unit 1 transmits the consist data of the train cars to the ground monitoring unit 4.
After the train carriages are marshalled, the ground monitoring unit 4 acquires the basic data of the axle of each carriage from a pre-established bearing database according to the unique fixed number of each carriage. Specifically, the establishment process of the bearing database is as follows: and acquiring equipment manufacturer data and partial technical index data from a train inspection station and a vehicle section, and acquiring detailed technical index data from manufacturers. The basic data of the axle comprises the model of a bearing used by the axle, technical indexes, equipment manufacturers, the temperature range of main parts during normal work and characteristic frequency.
After the train cars are marshalled, the ground monitoring unit 4 sets a required dynamically adjustable pre-warning threshold according to a pre-established expert rule database and basic data of the axles. The pre-warning threshold comprises a degradation amplitude warning threshold, a degradation speed warning threshold, a pre-warning threshold and a warning threshold.
Specifically, an expert rule database is established according to actual use experience and fault statistical data of various types of bearings at freight stations of various railway offices, and the expert rule database comprises temperature threshold values, characteristic frequencies, vibration amplitudes, sound wave frequency characteristics and vibration signal envelope characteristic data of various types of bearings when the various types of bearings actually break down and technical index data of critical states of the train when the train breaks down in different running states (no load, heavy load, different speeds, different regions and different weather). And setting a dynamically adjustable degradation amplitude alarm threshold value and a degradation speed alarm threshold value according to actual operation and maintenance experience of the railway freight train bearing or long-term data accumulation.
And setting an early warning threshold value and an alarm threshold value according to the technical index range (provided by a manufacturer) of the bearing used by the axle in the basic data of the axle and the empirical value in the expert rule database. And if the empirical value is higher than the technical index, taking the technical index as an early warning threshold value, taking the empirical value as an alarm threshold value, and on the contrary, taking the empirical value as the early warning threshold value, and taking the technical index as the alarm threshold value.
Step S2: and respectively acquiring the state data of each carriage axle and the running parameter data of the train, and dynamically adjusting the pre-warning threshold value according to the running parameter data of the train.
The state data of each carriage axle is collected through the data collection unit 2 and sent to the ground monitoring unit 4. The ground monitoring unit 4 acquires the operation parameter data of the train from the railway dispatching command center, including weather, train operation speed per hour and load data. Meanwhile, the early warning threshold value and the warning threshold value are dynamically adjusted according to the running parameter data of the train such as weather conditions, train load, running speed and the like, for example, the temperature and the lift range of the axle are different under different loads and different weather conditions, and the dynamic adjustment of the early warning threshold value and the warning threshold value needs to be carried out according to an expert rule database.
Step S3: and in the process of carrying out threshold value advance warning judgment on the state data of each carriage axle, combining the results of deterioration amplitude warning and deterioration speed warning on the state data of each carriage axle to form multi-stage advance warning information, and generating a corresponding fault diagnosis and maintenance proposal according to the final warning information.
As shown in fig. 3, this step includes the following sub-steps:
and step S31, respectively performing degradation amplitude warning and degradation speed warning processing on the state data of each carriage axle, and judging whether to perform threshold value pre-warning judgment according to the processing results of the degradation amplitude warning and the degradation speed pre-warning.
Once a device fails, the corresponding index is degraded to some extent compared with the normal state, and the degree of degradation depends on the severity of the failure. The deterioration amplitude warning uses index data of various types of bearings in a bearing database under the initial state as a reference, wherein the axle temperature takes static data as the reference, the axle vibration takes the maximum value of a normal amplitude range given by a manufacturer as the reference, the environmental humidity of a carriage takes the initial humidity in an axle box after installation as the reference, the oil impurity content in the axle lubricating oil takes the oil impurity content data in the unused axle lubricating oil as the reference, the axle real-time state data acquired by the freight train axle state monitoring and early warning system is compared with the corresponding reference data, and the deterioration amplitude (namely the difference value between the axle real-time state data and the corresponding reference data) is calculated; and triggering threshold early warning judgment when the degradation amplitude exceeds a set degradation amplitude warning threshold.
The deterioration amplitude alarm considers whether the deterioration amplitude of each index of the equipment is overlarge and exceeds a set deterioration amplitude alarm threshold value, and does not consider the change condition of the index parameter of the equipment relative to time. The deterioration speed alarm utilizes the real-time axle state data acquired in unit time (in minutes), and after necessary data cleaning, the state of the axle is judged to be abnormal, and then the monotonous deterioration amplitude (which can be understood as the change slope of some index relative to the time) of the real-time axle state data is detected, and if the deterioration amplitude exceeds the set deterioration speed alarm threshold, threshold alarm judgment is triggered. Because the numerical values of various indexes under the normal working condition of the axle have strong correlation with the degradation amplitude, the degradation speed alarm threshold (degradation amplitude threshold) needs to be adaptively adjusted along with the index data under the normal working condition, and the method is a powerful guarantee for realizing accurate speed-up alarm. Through the deterioration speed alarm, the effective judgment of the deterioration amplitude of the equipment can be realized, and the method is also an effective basis for prejudging the service life of the equipment.
And step S32, after the deterioration amplitude/speed alarm occurs, judging whether the current state data of the axle reaches an early warning threshold value, if not, correspondingly pushing the deterioration amplitude/speed alarm information, if so, continuously judging whether the current state data of the axle reaches the early warning threshold value, if so, pushing the threshold value alarm information, and if not, pushing the early warning information.
And triggering threshold early warning judgment when the degradation amplitude exceeds a set degradation amplitude warning threshold or the degradation speed exceeds a set degradation speed warning threshold. At the moment, judging whether the current state data of each carriage axle currently acquired by the data acquisition unit 2 reaches an early warning threshold value through comparison, and if the acquired current state data of each carriage axle does not reach the early warning threshold value, pushing degradation amplitude warning information; if the acquired current state data of each carriage axle reaches the early warning threshold, continuously judging whether the current state data reaches the warning threshold, and if the current state data reaches the warning threshold, pushing threshold warning information; and if the acquired current state data of each carriage axle reaches the early warning threshold value but does not reach the warning threshold value, pushing early warning information. When the warning level is reached, the subsequent state change condition of the axle needs to be concerned, so that degradation amplitude data and degradation speed data need to be provided, and the warning level is favorably judged when the warning level is reached.
It is emphasized that, in the period of continuous deterioration of the equipment, the deterioration amplitude warning information and the deterioration speed warning information are continuously pushed; when the trend tends to be stable or decline or reaches the threshold alarm level, redundant degradation amplitude alarm information and degradation speed alarm information cannot be pushed, the problems of false alarm and missing alarm are effectively avoided, and the alarm concentration and accuracy are improved.
The deterioration amplitude warning information comprises the deterioration amplitude of the real-time state data of the axle based on corresponding reference data, the position and the load of a carriage exceeding a set deterioration amplitude warning threshold value, the position and the current state data of the axle and the operation parameter data of the train. The staff can be according to the degradation range alarm information of propelling movement, fix a position to the position of the axletree that probably goes wrong fast to pay close attention to the degradation range of the real-time status data of axletree and the operation parameter data of train in real time, so that remind the staff that the status data change of axletree is comparatively obvious, need arouse attention, thereby earlier troubleshooting hidden danger, and make emergency treatment scheme. For example, according to the running speed of the train, the current runnable distance of the train is estimated, and the adjacent station is selected to stop for maintenance or the train is decelerated to the terminal station for stop inspection.
The degraded speed warning information comprises the degradation amplitude of the real-time state data of the axle, the position and the load of the carriage exceeding the set degraded speed warning threshold, the position of the axle, the current state data and the operation parameter data of the train. The staff can pay close attention to the position of locating the axletree that probably goes wrong fast according to the degradation speed alarm information of propelling movement to pay close attention to the degradation range of the real-time status data of axletree and the operating parameter data of train in real time, so that continue to worsen along with equipment, in time confirm emergency treatment means (like parking inspection).
In order to know the time of a possible failure warning state of an axle so as to predict the time of normal operation of axle parts, plan preparation and coordination of train operation and maintenance conditions (personnel, spare parts and skylight time) in advance, reduce unnecessary parking time and improve railway freight efficiency, before threshold value warning, the deterioration amplitude and deterioration speed warning information is pushed as long as the warning occurs. Therefore, the deterioration amplitude and deterioration speed alarm starts from the loading operation of the axle parts until the threshold alarm occurs, and the freight train axle state monitoring and early warning system can always push the deterioration amplitude and deterioration speed alarm information in the period.
The early warning information comprises the position and the load of a carriage exceeding a set early warning threshold value, the position and the current state data of an axle, and the operation parameter data, the degradation amplitude data and the degradation speed data of a train. The staff can be according to the early warning information of propelling movement, pay close attention to the position of locating the axletree that probably goes wrong fast to pay close attention to the degradation range and the degradation speed of the real-time status data of axletree and the operating parameter data of train in real time, so that continue to worsen along with equipment, in time confirm emergency treatment means (like parking inspection).
The threshold warning information comprises the position and the load of the carriage exceeding the set warning threshold, the position and the current state data of the axle and the running parameter data of the train. The staff can stop the inspection in time according to the threshold value warning message of propelling movement.
In order to facilitate the occurrence of the early warning information, the staff can further analyze the state of the axle through a visual map. As shown in fig. 4 and 5, the status data of each car axle collected by the data collection unit 2 may be stored in the ground monitoring unit 4 in time series, a degradation amplitude graph may be drawn according to the collected real-time status data of the axle based on the variation degree of the corresponding reference data, a degradation speed graph may be drawn according to the degradation speed of the real-time status data of the axle, an axle temperature graph may be drawn according to the real-time axle temperature data of the axle, and the degradation amplitude and degradation speed graph may be displayed on the display terminal of the ground monitoring unit and the display terminal of the train, respectively.
It is emphasized that, for the collected vibration (sound wave) data of the axle, besides the vibration amplitude, the characteristic frequency of the axle is also analyzed, for example, during the use process, the bearing has normal wear and the play is inevitably increased. Too large or too small a radial play can cause large vibrations in the bearing system. When the radial clearance is too small, high-frequency vibration is caused, and when the radial clearance is too large, low-frequency vibration is caused. Therefore, the frequency domain analysis is needed to be carried out on the acquired vibration or sound wave data of the axle, and frequency point information of abnormal frequency is given. Similarly, as shown in fig. 6, the vibration frequency data of each car axle collected by the data collection unit 2 may be stored in the ground monitoring unit 4 according to a time sequence, a frequency spectrogram may be drawn according to the real-time vibration frequency of the axle, and the real-time vibration frequency spectrogram of the axle may be displayed at a display terminal of the ground monitoring unit and a display terminal of the train, respectively.
And step S34, fault diagnosis and early warning information processing are carried out.
The ground monitoring unit 4 gives out corresponding fault diagnosis and maintenance proposal according to the current warning information and other state parameter indexes of the warning axle part and by combining the fault maintenance experience of the railway axle and the common fault maintenance suggestions given by equipment manufacturers, and issues the proposal to the ground and a display terminal of a train locomotive to help workers to quickly position faults.
The working personnel judges whether the generated advance warning is responded, if the advance warning is processed (repaired or replaced), the advance warning process is ended, and a data report and a service report are generated, and if the advance warning is not processed, the warning information is continuously pushed.
The display terminal of the ground monitoring unit 4 and the display terminal of the train locomotive receive the warning information at the same time, and a security officer confirms whether the train needs to stop the train or decelerate the train to the front station for maintenance and the like according to the relevant safety regulations of the railway.
The freight train axle state monitoring and early warning system and method provided by the invention are explained in detail above. It will be apparent to those skilled in the art that any obvious modifications thereto can be made without departing from the true spirit of the invention, which is to be accorded the full scope of the claims herein.
Claims (9)
1. A freight train axle state monitoring and early warning method is characterized by comprising the following steps:
step S1: acquiring marshalling data of each carriage after marshalling and basic data of an axle, and setting a required pre-warning threshold;
step S2: respectively acquiring the state data of each carriage axle and the running parameter data of the train, and dynamically adjusting a pre-warning threshold value according to the running parameter data of the train;
step S31, respectively carrying out degradation amplitude warning and degradation speed warning judgment on the state data of each carriage axle, and determining whether to carry out threshold early warning judgment according to the judgment results of the degradation amplitude warning and the degradation speed pre-warning;
step S32, after the deterioration amplitude/speed alarm occurs, judging whether the current state data of the axle reaches an early warning threshold value, if not, correspondingly pushing the deterioration amplitude/speed alarm information, if so, continuously judging whether the current state data of the axle reaches the early warning threshold value, if so, pushing the threshold value alarm information, and if not, pushing the early warning information;
step S33, according to the final alarm information, the fault diagnosis and warning information processing are carried out to generate the corresponding fault diagnosis and maintenance proposal,
wherein the step S1 includes:
writing all carriage fixed number data to be grouped into groups in a transmission processing unit in advance;
after the carriages are grouped, the positions of each carriage and the axle are renumbered in the row to obtain the grouped data of the carriages;
according to the fixed serial number information of the carriage, accessing the acquisition nodes of the carriage which are consistent with the fixed serial number information of the carriage stored in the transmission processing unit into the Zig-Bee network of the train at the present time to finish the grouping of the carriage; at the moment, after the communication is established between the Zig-Bee routing module in the compartment acquisition node and the Zig-Bee coordination module of the transmission processing unit, the compartment number data of each compartment is defaulted to be 0, and whether the compartment number of the previous compartment is 0 or represents a specific code of a locomotive is judged; if the carriage number of the previous carriage is the locomotive code, the carriage number of the current carriage is the first carriage behind the locomotive, the carriage number of the current carriage is set to be 1, if the carriage number of the previous carriage is 0, the carriage number of the current carriage is not changed, the carriage number of the previous carriage is judged again, if the carriage number of the previous carriage is not 0, and the carriage number of the previous carriage is not the locomotive code, the carriage number of the previous carriage is +1 on the basis of the carriage number of the previous carriage until the renumbering of all carriages in the train is completed, and the renumbering of the axle in the train only needs to ensure that the numbers of all the axles of each carriage are the same.
2. The freight train axle state monitoring and early warning method according to claim 1, characterized in that:
before the train is de-compiled, the train number in the train corresponding to each carriage acquisition node is reset and cleared, and meanwhile, the Zig-Bee routing module in the carriage acquisition node is removed from the Zig-Bee network established by the Zig-Bee coordination module of the transmission processing unit.
3. The freight train axle state monitoring and early warning method according to claim 2, characterized in that: further analyzing the axle state according to the visual map; the visualization map comprises a degradation amplitude curve graph based on corresponding reference data according to the calculated axle real-time state data, a degradation speed curve graph according to the axle real-time state data, an axle temperature curve graph and a frequency spectrogram drawn according to the axle real-time vibration frequency.
4. A freight train axle state monitoring and early warning system is characterized by comprising a transmission processing unit arranged at the head of a train, a data acquisition unit arranged at each carriage and a ground monitoring unit; the transmission processing unit is respectively connected with the data acquisition unit and the ground monitoring unit;
the transmission processing unit is used for acquiring marshalling data of each carriage and state data of each carriage axle acquired by the data acquisition unit and sending the state data to the ground monitoring unit;
the ground monitoring unit is used for respectively acquiring the basic data of each carriage axle and the running parameter data of the train, respectively performing degradation amplitude warning and degradation speed warning judgment on the state data of each carriage axle, and determining whether to perform threshold early warning judgment according to the judgment results of the degradation amplitude warning and the degradation speed pre-warning; after the deterioration amplitude/speed alarm occurs, judging whether the current state data of the axle reaches an early warning threshold value, correspondingly pushing deterioration amplitude/speed alarm information if the current state data of the axle does not reach the early warning threshold value, continuously judging whether the current state data of the axle reaches the early warning threshold value or not if the current state data of the axle reaches the early warning threshold value, pushing threshold value alarm information if the current state data of the axle reaches the early warning threshold value, and pushing early warning information if the current state data of the axle reaches the early warning threshold value but does not reach the early warning threshold value; according to the final alarm information, the fault diagnosis and warning information processing are carried out, and a corresponding fault diagnosis and maintenance proposal is generated and sent to the transmission processing unit,
wherein the transmission processing unit executes the freight train axle state monitoring and early warning method according to any one of claims 1 to 3.
5. The freight train axle condition monitoring and warning system of claim 4, wherein: the power supply unit is respectively connected with the transmission processing unit and the data acquisition unit; the power supply unit comprises a self-generating module, a rechargeable battery pack and a power management module, the self-generating module and the rechargeable battery pack are respectively connected with the power management module, the transmission processing unit and the data acquisition unit, and the self-generating module is also connected with the rechargeable battery pack.
6. The freight train axle condition monitoring and warning system of claim 5, wherein: the data acquisition unit comprises a temperature sensor, a humidity sensor, a vibration sensor and an acquisition node provided with a Zig-Bee routing module, and the temperature sensor, the humidity sensor and the vibration sensor are connected with the acquisition node.
7. The freight train axle condition monitoring and warning system of claim 6, wherein: the temperature sensor is arranged at the bottom of each carriage, the humidity sensor is arranged in the axle box of each carriage, and the temperature sensor and the vibration sensor are respectively arranged on each bearing seat of each carriage.
8. The freight train axle condition monitoring and warning system of claim 6, wherein: and an oil pollution detection sensor is arranged at the position, close to each bearing seat, of each carriage, a sound wave sensor is further arranged at the bottom of each carriage, and the oil pollution detection sensor and the sound wave sensor are respectively connected with the acquisition nodes.
9. The freight train axle condition monitoring and warning system of claim 4, wherein: the transmission processing unit comprises a Zig-Bee coordination module, a data transmission module and a display terminal, wherein the Zig-Bee coordination module is connected with the data transmission module, and the data transmission module is connected with the display terminal.
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