CN114088004A - Railway dynamic vehicle wheel tread flaw detection device and method - Google Patents
Railway dynamic vehicle wheel tread flaw detection device and method Download PDFInfo
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- CN114088004A CN114088004A CN202111338771.8A CN202111338771A CN114088004A CN 114088004 A CN114088004 A CN 114088004A CN 202111338771 A CN202111338771 A CN 202111338771A CN 114088004 A CN114088004 A CN 114088004A
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- 238000001514 detection method Methods 0.000 title claims abstract description 49
- 238000000034 method Methods 0.000 title claims description 12
- 229910000831 Steel Inorganic materials 0.000 claims abstract description 31
- 239000010959 steel Substances 0.000 claims abstract description 31
- 230000003287 optical effect Effects 0.000 claims abstract description 14
- 239000013307 optical fiber Substances 0.000 claims description 41
- 238000009434 installation Methods 0.000 claims description 8
- 238000004458 analytical method Methods 0.000 claims description 3
- 238000000354 decomposition reaction Methods 0.000 claims description 3
- 238000003466 welding Methods 0.000 claims description 2
- 241001669679 Eleotris Species 0.000 description 8
- 238000007726 management method Methods 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000002146 bilateral effect Effects 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 239000000835 fiber Substances 0.000 description 1
- 230000004927 fusion Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 230000003068 static effect Effects 0.000 description 1
- 238000004148 unit process Methods 0.000 description 1
- 239000002699 waste material Substances 0.000 description 1
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
- G01B11/00—Measuring arrangements characterised by the use of optical techniques
- G01B11/16—Measuring arrangements characterised by the use of optical techniques for measuring the deformation in a solid, e.g. optical strain gauge
- G01B11/18—Measuring arrangements characterised by the use of optical techniques for measuring the deformation in a solid, e.g. optical strain gauge using photoelastic elements
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
- B61K9/12—Measuring or surveying wheel-rims
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- Engineering & Computer Science (AREA)
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- Investigating Materials By The Use Of Optical Means Adapted For Particular Applications (AREA)
Abstract
The invention discloses a railway dynamic vehicle wheel tread flaw detection device, which relates to the technical field of wheel tread flaw detection and can comprise: the strain sensors are provided with two paths, the two paths of strain sensors can be respectively arranged at the bottoms of the steel rails on two sides, and each path of strain sensor is provided with a plurality of strain sensors; the strain sensor is connected with the acquisition unit through an optical cable and transmits an optical signal to the acquisition unit; and the acquisition unit is connected with the host processing unit and can convert and demodulate the optical signal transmitted back by the strain sensor to obtain impact force change information and transmit the impact force change information to the host processing unit. The invention also discloses a flaw detection method for the tread of the dynamic railway vehicle. The invention can effectively identify the damage of the surface of the wheel tread and detect the internal damage condition of the wheel.
Description
Technical Field
The invention relates to the technical field of wheel tread flaw detection, in particular to a railway dynamic vehicle wheel tread flaw detection device and method.
Background
When the railway vehicle runs, the damage condition of the wheel tread needs to be managed and controlled, the damage condition of the wheel tread and the position of a damaged wheel are obtained, and a maintenance basis is provided for management departments.
Chinese patent 202020570981.4 proposes a wheel tread flaw detection device and flaw detection positioning structure thereof; this location structure of detecting a flaw includes: the supporting assembly is arranged on a flaw detection frame of the wheel tread flaw detection device; and the position detection piece can emit detection light and can be movably arranged on the supporting component for identifying the position to be identified of the wheel. During the location, the detection light that the position detection spare was launched can directly detect the position of waiting to discern of wheel, accomplishes the axial secondary positioning of frame of detecting a flaw. The flaw detection frame is attached to the wheel tread, so that the flaw detection structure on the flaw detection frame and the wheel tread are accurately positioned, the positioning step of the wheel tread is simplified, the operation of an operator is easy, meanwhile, the positioning error can be reduced, the flaw detection frame is accurately positioned, and the positioning precision is improved.
Chinese patent 202011040267.5 proposes a system and a method for detecting damage to a wheel tread of a vehicle, which relates to a system and a method for detecting train faults; the system comprises: the wheel sensor is used for generating a shooting trigger signal when a wheel passes by; the control module is used for generating a shooting command according to the shooting trigger signal; the image acquisition control and processing module is used for sending the shooting command to the camera module; the camera module is used for acquiring partial images of the wheel tread surface after receiving a shooting command, and acquiring a plurality of partial images of the wheel tread surface of the same wheel; the partial image of the wheel tread surface is sent to an image acquisition control and processing module; the image acquisition control and processing module is also used for splicing the multiple wheel tread surface partial images of the same wheel into a complete wheel tread surface after receiving the wheel tread surface partial images.
However, the device in chinese patent 202020570981.4 is only used for static detection during wheel repair, and cannot reflect the quality of the running wheel. The image acquisition method adopted by the device in the Chinese patent 202011040267.5 can not effectively identify the foreign matters adhered to the wheel surface, is limited to the limitation of image resolution, can not accurately judge, often misreport the damage condition, and cause the resource waste of the vehicle management department.
Therefore, it is desirable to provide a new apparatus and method for detecting a flaw on a tread of a dynamic railway vehicle, so as to solve the above-mentioned problems in the prior art.
Disclosure of Invention
The invention aims to provide a railway dynamic vehicle wheel tread flaw detection device and method, which are used for solving the problems in the prior art, effectively identifying the damage of the surface of the wheel tread and detecting the damage condition inside a wheel.
In order to achieve the purpose, the invention provides the following scheme:
the invention provides a railway dynamic vehicle wheel tread flaw detection device, which comprises:
the strain sensors are provided with two paths, the two paths of strain sensors can be respectively arranged at the bottoms of the steel rails on two sides, and each path of strain sensor is provided with a plurality of strain sensors;
the strain sensor is connected with the acquisition unit and transmits signals to the acquisition unit;
and the acquisition unit is connected with the host processing unit and can convert and demodulate the signal transmitted back by the strain sensor to obtain impact force change information and transmit the impact force change information to the host processing unit.
Preferably, the host processing unit is further connected with a vehicle number device, and the vehicle number device can send the vehicle number file to the host processing unit through a serial port line.
Preferably, a plurality of sleepers are uniformly laid below the steel rail, and one strain sensor is mounted at the bottom of the steel rail on two sides between every two adjacent sleepers.
Preferably, at least five strain sensors are provided per lane.
Preferably, nine strain sensors are provided for each lane.
Preferably, the strain sensor adopts an optical fiber sensor, the optical fiber sensors of each path are connected in series in an optical fiber welding mode, and an optical signal is transmitted to the acquisition unit through an optical cable.
Preferably, the optical fiber sensor is mounted on the bottom of the steel rail through a clamp.
Preferably, the top of the clamp is provided with an installation groove, the bottom of the steel rail is installed in the installation groove, and the bottom of the installation groove is provided with the optical fiber sensor; the clamp is connected with the steel rail through a fastening bolt.
The invention also discloses a flaw detection method based on the flaw detection device for the dynamic wheel tread of the railway vehicle, which comprises the following steps of:
step one, determining the arrangement number and the arrangement position of the strain sensors, and installing the strain sensors;
secondly, the acquisition unit demodulates wheel impact force change information acquired by the strain sensor when a vehicle passes into an electric signal and transmits the electric signal to the host processing unit;
and step three, the host processing unit judges whether the wheels of the vehicle are damaged.
Preferably, in the third step, the host processing unit performs signal decomposition on the waveform of the wheel acquired by the single strain sensor through which the same wheel passes by using an empirical mode analysis method to obtain the maximum amplitude of the high-frequency abrupt change waveform and the sequence of the damaged wheel, and determines the damage level according to the obtained amplitude;
determining the number of the damaged wheel by combining the number file, and finally generating a vehicle wheel tread flaw detection report;
if the wheel is damaged, warning information is prompted in real time, and original data are stored.
Compared with the prior art, the invention has the following beneficial technical effects:
the optical fiber sensor adopts the optical fiber grating sensing technology, and ensures non-blind area flaw detection of the whole wheel circumference of each wheel by a specific installation layout detection method; the invention can dynamically detect the vehicle wheel in real time, not only detects the damage of the surface of the wheel tread, but also detects the damage of the interior of the wheel tread; the detection and transmission of the optical fiber sensor are optical signals and are not influenced by electromagnetic interference in the railway environment.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.
FIG. 1 is a schematic structural diagram of a dynamic railway vehicle tread flaw detection device of the invention;
FIG. 2 is a schematic view of the installation of the fiber optic sensor of the present invention;
FIG. 3 is a schematic view of the detection principle of the present invention;
description of reference numerals: 1 is an optical fiber sensor, 2 is an optical cable, 3 is a sleeper, 4 is a steel rail, 5 is a cable, 6 is a starting magnetic steel, 7 is a clamp, 8 is a fastening bolt, 9 is a first damage, 10 is a second damage, and the first, the second, the third, the fourth, the fifth, the sixth, the seventh, the ninth, the thirteenth and the third are sleeper numbers.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The invention aims to provide a railway dynamic vehicle wheel tread flaw detection device and method, which are used for solving the problems in the prior art, effectively identifying the damage of the surface of the wheel tread and detecting the damage condition inside a wheel.
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in further detail below.
As shown in fig. 1-3, the present embodiment provides a railway dynamic vehicle wheel tread flaw detection apparatus, which mainly includes:
the strain sensor comprises a strain sensor, the type of the strain sensor can be selected according to the working requirement, the optical fiber sensor 1 is preferably adopted in the embodiment, two paths of the optical fiber sensors 1 are arranged, the two paths of the optical fiber sensors 1 can be respectively arranged at the bottoms of steel rails 4 on two sides, and a plurality of optical fiber sensors 1 are arranged on each path; the steel rails 4 are mounted on the sleepers 3, the sleepers 3 are in contact with the ground and are arranged at intervals, and two steel rails 4 are fixed on two sides of the upper surface of each sleeper 3;
the optical fiber sensor 1 is connected with the acquisition unit through an optical cable 2 and transmits an optical signal to the acquisition unit;
and the acquisition unit is connected with the host processing unit and can convert and demodulate the optical signal transmitted back by the optical fiber sensor 1 to obtain the impact force change information and transmit the impact force change information to the host processing unit.
In this embodiment, the host processing unit is further connected to a car number device, and the car number device can send the car number file to the host processing unit through the serial port line.
In this embodiment, the host processing unit processes the impact force change information uploaded by the acquisition unit, determines whether there is wheel damage or not and a damage level, associates a vehicle number file sent by the vehicle number device to determine passing vehicle information, and finally generates a vehicle wheel damage report and corresponding alarm information.
In the embodiment, a plurality of sleepers 3 are uniformly laid below the steel rail 4, and an optical fiber sensor 1 is mounted at the bottom of the steel rail 4 on two sides between two adjacent sleepers 3; the optical fiber sensor 1 is preferably installed at an intermediate position between two adjacent sleepers 3.
In the present embodiment, at least five optical fiber sensors 1 are provided for each path; preferably, nine optical fiber sensors 1 are provided for each path.
In the present embodiment, the optical fiber sensors 1 of each path are connected in series by means of optical fiber fusion, and two optical signals are transmitted to the acquisition unit by using the optical cable 2.
In the embodiment, the optical fiber sensor 1 is mounted at the bottom of the steel rail 4 through a clamp 7; specifically, as shown in fig. 2, the top of the fixture 7 is provided with a mounting groove, the bottom of the steel rail 4 is mounted in the mounting groove, and the bottom of the mounting groove is provided with the optical fiber sensor 1; the clamp 7 is connected with the steel rail 4 through a fastening bolt 8.
The embodiment also discloses a flaw detection method based on the dynamic railway vehicle tread flaw detection device, which comprises the following steps of:
step one, determining the distribution quantity and the distribution positions of the optical fiber sensors 1, and installing the optical fiber sensors 1;
the vehicle wheels (diameter 840mm) pass through a rail 4 with a sleeper 3 and a standard 600mm distance; when the wheels act right above the sleepers 3, the main acting force is transmitted to the pressure of the sleepers 3 below through the steel rails 4, and the optical fiber sensor 1 cannot deform; when the wheels act on the steel rail 4 between two adjacent sleepers 3, the steel rail 4 deforms in the traveling direction, and the optical fiber sensor 1 is driven to deform. At the moment, when the wheel is damaged, the sudden change of stress can bring sudden change of deformation, and the sudden change of the wave shape is shown as sudden change of wavelength; therefore, a detection blind area of the optical fiber sensor 1 is arranged above the sleeper 3.
In order to detect the non-blind area detection of the whole wheel circumference of a single wheel, the embodiment provides the following solution: the circumference of a single wheel is 84 × 3.14 ≈ 2.64m, and because the optical fiber sensor 1 has a detection blind area, the range of the steel rail 4 distributed by the optical fiber sensor 1 should be larger than 2.64m, namely, at least 5 optical fiber sensors 1 are continuously distributed.
Assuming that there are many damages on the wheel, when the first damage 9 is above the (i) crosstie (point a in fig. 3), the optical fiber sensor 1 cannot detect the damage, and when the wheel rotates 1 cycle to drive for 2.64m to point a', the first damage 9 is on the steel rail 4 between the crossties 3, and the sensor can detect the first damage 9. Because there are many damage on the wheel week, suppose that there is second damage 10 near first damage 9 wheel week distance in the wheel direction of rotation to be 24cm, and second damage 10 will be pressed on rail 4 24cm before A' point, can see from figure 3 that this moment second damage 10 is just in the fifth sleeper top (B point in figure 3), be in detecting the blind area. A further sensor (between ninc and crosstie) must be placed 2.64m after this point (point B' in fig. 3) to detect second damage 10.
In consideration of extreme conditions, when the wheel rotates for one circle (runs from A to A'), and the wheel is damaged and pressed above each blind area (i.e. first, second, third, fourth and fifth sleepers), in order to avoid the wheel damage, the optical fiber sensor 1 is required to be arranged below every two adjacent steel rails 4 in the interval from the fifth sleeper to the third sleeper.
In conclusion, 9 optical fiber sensors 1 are respectively installed in 9 gaps among 10 sleepers 3 of the single-side steel rail 4, so that the wheel tread damage can be detected without blind areas; as the railway is a bilateral steel rail 4, 18 sensors are required to be installed.
Step two, the acquisition unit demodulates the wheel impact force change information acquired by the optical fiber sensor 1 when the vehicle passes through into an electric signal and transmits the electric signal to the host processing unit;
and step three, judging whether wheels of the vehicle are damaged by the host processing unit.
In the third step, the host processing unit performs signal decomposition on the wheel waveform acquired by the single 9 optical fiber sensors 1 passing through the same wheel by using an empirical mode analysis method to obtain the maximum amplitude of the high-frequency abrupt change waveform and the sequence of the damaged wheel, and determines the damage level according to the obtained amplitude;
determining the number of the damaged wheel by combining the number file, and finally generating a vehicle wheel tread flaw detection report;
if the wheel is damaged, warning information is prompted in real time, and original data are stored.
It will be evident to those skilled in the art that the invention is not limited to the details of the foregoing illustrative embodiments, and that the present invention may be embodied in other specific forms without departing from the spirit or essential attributes thereof. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein, and any reference signs in the claims are not intended to be construed as limiting the claim concerned.
The principle and the implementation mode of the invention are explained by applying a specific example, and the description of the embodiment is only used for helping to understand the method and the core idea of the invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, the specific embodiments and the application range may be changed. In view of the above, the present disclosure should not be construed as limiting the invention.
Claims (10)
1. The utility model provides a railway dynamic vehicle tread device of detecting a flaw which characterized in that: the method comprises the following steps:
the strain sensors are provided with two paths, the two paths of strain sensors can be respectively arranged at the bottoms of the steel rails on two sides, and each path of strain sensor is provided with a plurality of strain sensors;
the strain sensor is connected with the acquisition unit and transmits signals to the acquisition unit;
and the acquisition unit is connected with the host processing unit and can convert and demodulate the signal transmitted back by the strain sensor to obtain impact force change information and transmit the impact force change information to the host processing unit.
2. The railroad dynamic vehicle tread flaw detection device of claim 1, wherein: the host processing unit is also connected with a vehicle number device, and the vehicle number device can send a vehicle number file to the host processing unit through a serial port line.
3. The railroad dynamic vehicle tread flaw detection device of claim 1, wherein: a plurality of sleepers are uniformly laid below the steel rail, and one strain sensor is mounted at the bottom of the steel rail on two sides between every two adjacent sleepers.
4. The railroad dynamic vehicle tread flaw detection device of claim 1, wherein: at least five strain sensors are arranged for each path.
5. The railroad dynamic vehicle tread flaw detection device of claim 4, wherein: nine strain sensors are arranged on each path.
6. The railroad dynamic vehicle tread flaw detection device of claim 1, wherein: the strain sensor adopts an optical fiber sensor, the optical fiber sensors of each path are connected in series in an optical fiber welding mode, and optical signals are transmitted to the acquisition unit through an optical cable.
7. The railroad dynamic vehicle tread flaw detection device of claim 6, wherein: the optical fiber sensor is installed at the bottom of the steel rail through a clamp.
8. The railroad dynamic vehicle tread flaw detection device of claim 7, wherein: the top of the clamp is provided with an installation groove, the bottom of the steel rail is installed in the installation groove, and the bottom of the installation groove is provided with the optical fiber sensor; the clamp is connected with the steel rail through a fastening bolt.
9. A flaw detection method based on the dynamic railway vehicle tread flaw detection device according to any one of claims 1 to 8, characterized in that: the method comprises the following steps:
step one, determining the arrangement number and the arrangement position of the strain sensors, and installing the strain sensors;
secondly, the acquisition unit demodulates wheel impact force change information acquired by the strain sensor when a vehicle passes into an electric signal and transmits the electric signal to the host processing unit;
and step three, the host processing unit judges whether the wheels of the vehicle are damaged.
10. The flaw detection method according to claim 9, characterized in that: in the third step, the host processing unit adopts an empirical mode analysis method to perform signal decomposition on the wheel waveform acquired by the single strain sensor passing through the same wheel to obtain the maximum amplitude of the high-frequency abrupt change waveform and the sequence of damaged wheels, and judges the damage grade according to the obtained amplitude;
determining the number of the damaged wheel by combining the number file, and finally generating a vehicle wheel tread flaw detection report;
if the wheel is damaged, warning information is prompted in real time, and original data are stored.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111338771.8A CN114088004A (en) | 2021-11-12 | 2021-11-12 | Railway dynamic vehicle wheel tread flaw detection device and method |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202111338771.8A CN114088004A (en) | 2021-11-12 | 2021-11-12 | Railway dynamic vehicle wheel tread flaw detection device and method |
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| CN114088004A true CN114088004A (en) | 2022-02-25 |
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Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2475641Y (en) * | 2001-06-04 | 2002-02-06 | 北方交通大学 | Steel rail dynamic deformation measuring device |
| CN102092406A (en) * | 2011-01-17 | 2011-06-15 | 武汉理工大学 | Optical fiber grating sensed train wheel tread state online monitoring system |
| CN201951493U (en) * | 2011-01-17 | 2011-08-31 | 武汉理工大学 | Fiber grating sensing train wheel tread on-line monitoring device |
| CN201980253U (en) * | 2010-12-14 | 2011-09-21 | 成都主导科技有限责任公司 | Dynamic detecting system for wheel sets of high-speed train |
| CN108734060A (en) * | 2017-04-18 | 2018-11-02 | 香港理工大学深圳研究院 | A kind of recognition methods of high-speed EMUs wheel polygonization and device |
| CN109060828A (en) * | 2018-08-23 | 2018-12-21 | 南京拓控信息科技股份有限公司 | A kind of locomotive wheel thread defect image detecting system |
| CN214028661U (en) * | 2020-11-27 | 2021-08-24 | 南京拓控信息科技股份有限公司 | Subway vehicle operation quality monitoring system |
-
2021
- 2021-11-12 CN CN202111338771.8A patent/CN114088004A/en active Pending
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN2475641Y (en) * | 2001-06-04 | 2002-02-06 | 北方交通大学 | Steel rail dynamic deformation measuring device |
| CN201980253U (en) * | 2010-12-14 | 2011-09-21 | 成都主导科技有限责任公司 | Dynamic detecting system for wheel sets of high-speed train |
| CN102092406A (en) * | 2011-01-17 | 2011-06-15 | 武汉理工大学 | Optical fiber grating sensed train wheel tread state online monitoring system |
| CN201951493U (en) * | 2011-01-17 | 2011-08-31 | 武汉理工大学 | Fiber grating sensing train wheel tread on-line monitoring device |
| CN108734060A (en) * | 2017-04-18 | 2018-11-02 | 香港理工大学深圳研究院 | A kind of recognition methods of high-speed EMUs wheel polygonization and device |
| CN109060828A (en) * | 2018-08-23 | 2018-12-21 | 南京拓控信息科技股份有限公司 | A kind of locomotive wheel thread defect image detecting system |
| CN214028661U (en) * | 2020-11-27 | 2021-08-24 | 南京拓控信息科技股份有限公司 | Subway vehicle operation quality monitoring system |
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