CN114537149A - Method for non-contact detection of locomotive pantograph characteristic parameters - Google Patents
Method for non-contact detection of locomotive pantograph characteristic parameters Download PDFInfo
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- CN114537149A CN114537149A CN202210424200.4A CN202210424200A CN114537149A CN 114537149 A CN114537149 A CN 114537149A CN 202210424200 A CN202210424200 A CN 202210424200A CN 114537149 A CN114537149 A CN 114537149A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
- B60L5/18—Current collectors for power supply lines of electrically-propelled vehicles using bow-type collectors in contact with trolley wire
- B60L5/22—Supporting means for the contact bow
- B60L5/28—Devices for lifting and resetting the collector
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60M—POWER SUPPLY LINES, AND DEVICES ALONG RAILS, FOR ELECTRICALLY- PROPELLED VEHICLES
- B60M1/00—Power supply lines for contact with collector on vehicle
- B60M1/12—Trolley lines; Accessories therefor
- B60M1/28—Manufacturing or repairing trolley lines
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01K—MEASURING TEMPERATURE; MEASURING QUANTITY OF HEAT; THERMALLY-SENSITIVE ELEMENTS NOT OTHERWISE PROVIDED FOR
- G01K11/00—Measuring temperature based upon physical or chemical changes not covered by groups G01K3/00, G01K5/00, G01K7/00 or G01K9/00
- G01K11/32—Measuring temperature based upon physical or chemical changes not covered by groups G01K3/00, G01K5/00, G01K7/00 or G01K9/00 using changes in transmittance, scattering or luminescence in optical fibres
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
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Abstract
The invention discloses a method for non-contact detection of locomotive pantograph characteristic parameters, which comprises the following steps: firstly, fixedly mounting an optical fiber temperature measuring sensor with the sensing range covering an arch net contact on a pantograph underframe; in the non-contact detection of the temperature of the pantograph contact point, the temperature acquisition module acquires the temperature of the pantograph contact point in real time when a train runs, background noise reduction processing of the ambient temperature is carried out, and the acquired temperature of the pantograph contact point is transmitted to the closed-loop adjustment module; based on non-contact detection of contact temperature of a pantograph detection system, acquiring contact temperature of a pantograph and a contact network, which are used for representing dynamic contact force of the pantograph and contact network, and pantograph-catenary following and current collection characteristics, comparing the contact temperature with a pre-established contact temperature-contact coupling degree parameter table, and calculating an adjustment curve and selecting a control strategy according to a comparison result; and the parameter reporting module reports the adjustment process data, equipment faults and other information to the vehicle-mounted traffic safety monitoring system. The method has the advantages of low investment cost, high automation degree, good real-time property and reliable detection.
Description
Technical Field
The invention belongs to the technical field of rail transit, and relates to an online dynamic automatic detection technology for key characteristic parameters of a pantograph and a key component of a car roof. In particular to a method for detecting the characteristic parameters of a pantograph of an electric locomotive in a non-contact way. The method is used for detecting the pantograph and the roof equipment of the motor train unit.
Background
The rail transit is a traffic mode with large capacity and high transportation speed, and most of power supply systems of trains adopt a contact network equipment system; the power supply system of the electrified railway adopts a mode of overhead cables, the contact network equipment is a high-voltage power transmission line which is erected along the steel rail in the electrified railway and is used for a pantograph to get power, and the pantograph and a contact network lead which are installed on a train form a power supply loop to provide electric energy required by the operation of the train. The locomotive pantograph is a device for receiving current from a contact network of an electric locomotive of an electrified railway, and receives the current from a contact network lead for the locomotive to use. The pantograph is a key part for safe operation of the motor train unit and is the only part for acquiring and transmitting energy by the motor train unit through a pantograph contact network. The pantograph-catenary system of the high-speed electrified railway needs a pantograph with good following characteristic and stable working performance. The pantograph is an elastic structure device, keeps certain contact pressure with a contact net, and enables the pantograph-catenary current collection characteristic to be good, and the pantograph-catenary current collection device is less in off-line and small in abrasion. The condition of the pantograph directly affects the safe and reliable operation of the train, and the fault of the pantograph even can cause transportation interruption. Because the locomotive pantograph is always in a high-speed motion state and is influenced by the structure of the locomotive pantograph, various faults are easy to occur in the operation process. If any slight damage occurs to the pantograph, if the slight damage is not discovered in time, the damage is continuously expanded, and finally, the pantograph-catenary fault is caused; on the other hand, if the contact net has slight problems, the pantograph can be damaged. Through the real-time supervision to the pantograph, can in time, accurately discover the region that the contact net goes wrong, this will be favorable to carrying out timely maintenance, maintenance to the contact net. Therefore, if the pantograph can be accurately monitored in real time, the occurrence probability of the pantograph fault can be greatly reduced.
The most substantial performance of the operation service performance of the pantograph system is the dynamic current-receiving performance of the pantograph system, and meanwhile, the operation service performance of the pantograph system is well shown in the process of analyzing the advantages and disadvantages of the dynamic current-receiving performance of the pantograph system. When the bow net normally operates, the bow net keeps balance, but has certain fluctuation, the contact point resistance is increased when the fluctuation occurs, and the temperature is higher than that in normal operation; and the fluctuation becomes larger abnormally, and the contact point temperature will rise rapidly when abnormal arcing occurs. Deterioration of the material state of the pantograph (such as fatigue damage, pantograph scraping, cracks and abrasion); the pantograph-catenary tension is abnormal, so that poor contact with a contact net is caused, the contact point resistance is increased, the temperature is abnormally increased, and the pantograph-catenary current collection characteristic is directly influenced. Therefore, the temperature of the pantograph contact point 1 can represent the change of the pantograph tension and the coupling degree of the contact point. Either failure may have serious consequences due to the close relationship of the pantograph and the trolley net. For example, at abnormal temperature, the pantograph will exceed 100 ℃ due to arcing, breakage, cracking, eccentric wear and other phenomena, and the temperature will reach 140 ℃ or even higher when arcing occurs. Namely, when the temperature is high, the characteristics that the bow net tension is reduced, the contact point resistance is increased, and the temperature is increased are that the coupling critical point of the bow net contact arcing is about to be caused; when the temperature is low, the characteristic bow net tension is increased, the contact point coupling is too tight, but the friction between the bow head and the contact line is aggravated, and the service life of the bow head and the contact line is influenced. Temperature change form: when the material is in normal operation, the material is kept in balance but fluctuates to a certain extent, the temperature is higher when the material is worn than when the material is in normal operation, but is in balance, and the temperature is rapidly increased when the material is abnormally ignited (the original data is provided by actual tests or operation and maintenance personnel). Fatigue damage and bow scraping of the pantograph; deformation, cracks, defects, eccentric wear and poor contact with a contact net of the carbon sliding plate; the pressure of the lifting bow is abnormal; if the contact force is too small, the pantograph starts to jump. The resulting contact interruption and arcing compromises the service life of the pantograph and contact wires. If the contact force is too large, the abrasion of the bow head and the contact line is increased, and the service life of the bow head and the contact line is influenced. Therefore, bow net tension (upper and lower limits) fluctuations cause bow net contact point 1 temperature (limit) changes: namely, when the temperature is high, the characteristics that the bow net tension is reduced, the contact point resistance is increased, and the temperature is increased are that the coupling critical point of the bow net contact arcing is about to be caused; when the temperature is low, the characteristic bow net tension is increased, and the contact point coupling is too tight, so that the friction between the bow head and the contact line is aggravated, and the service life of the bow head and the contact line is influenced.
In the contact net structure, the height of the contact line along the track can be ensured to be consistent (within a design error range) through common link debugging of a carrier cable, an elastic sling and a hanger above a steel rail. At present, domestic pantograph detection still mainly depends on a manual detection mode. After the train stops, the bow needs to be lowered, the power is cut off, and after safety is confirmed, relevant maintainers use the vernier caliper to measure abrasion of the sliding plate and check whether the sliding plate is abnormal or not. The manual detection method is low in efficiency and long in time consumption, depends on the experience of maintainers in judging abnormal conditions to a great extent, and cannot realize online real-time monitoring. The traditional detection method is that a standby vehicle enters a station and stops, after the number is reduced and the power is cut off, a worker gets on the vehicle to detect the pantograph, and meanwhile, the working state of the contact network in the running section is judged through analysis of a collision trace of the pantograph. At present, the traditional manual detection is still one of the common detection means, but the traditional manual detection is gradually replaced by the automatic detection due to low efficiency, large workload and incapability of detecting the pantograph in operation. The photoelectric research institute of southwest traffic university successfully develops a detection and analysis system for SJ series pantograph, and an industrial camera is used for collecting state images of front and rear sliding plates of the pantograph, and the collected images are processed and analyzed to obtain related wear parameters. The method is already tried on part of trains, but the detection effect is limited by the image processing technology, and a large detection error may exist. The states of the sliding plate and the goat horn are detected and analyzed by a Pancam pantograph detection system researched and developed by Maccoyori university, and the system respectively acquires a top view and a side view of the pantograph by two high-speed industrial cameras. The abrasion parameters of the sliding plate can be obtained by analyzing and processing the side view, and meanwhile, the goat's horn information can be obtained by analyzing and calculating the top view. However, the system needs the train to be in a shutdown state, and online monitoring cannot be realized. The sliding plate abrasion detection and automatic bow lowering device disclosed in the prior art is installed on an operating electric locomotive and comprises an optical fiber embedded abrasion sensor, an encoder, an air-isolated photoelectric signal data transmission channel, a decoder, an actuating mechanism and the like. The optical fiber embedded abrasion sensor is embedded in a carbon sliding plate, an aluminum-clad carbon sliding plate or a powder metallurgy sliding plate, and when the pantograph sliding plate is impacted by a large hard point of a contact net to generate abrasion or a groove, the sensor gives a corresponding abrasion signal. The disadvantage of this fiber-based detection technique is that the vehicle and pantograph need to be modified, which is costly in investment. Another automatic pantograph slide wear measuring device based on ultrasonic detection technology adopts an overhead ultrasonic sensor to send ultrasonic gas for transmission and send the ultrasonic gas to a measured object, and then ultrasonic waves are reflected and returned to the sensor. And calculating to obtain the thickness of the sliding plate according to the transmission time of the ultrasonic waves and the wave speed at the time. The technology has the defects that the characteristics of the ultrasonic sensor are greatly influenced by the external environment, and the equipment is not high in abrasion measurement precision due to the principle of spindle-shaped emission of sound waves and cannot be normally used in rainy and foggy days.
The pantograph is an important electric component for obtaining electric energy from a contact net of the electric locomotive, and is fixed on the roof of the locomotive through a rigid underframe. The pantograph device is an elastic structure device, and keeps certain contact pressure with a contact net during train running; maintaining the contact coupling of the bow and the contact line. In the drawing shown in fig. 1, the pantograph is mainly composed of a base frame, a hinge mechanism, a head portion, a pantograph lifting device, and a gas circuit assembly. The bow head part is coupled with a contact line of contact network equipment and is a key part for supplying power to a train; the hinge part is connected with the bow and the underframe and used for keeping and transmitting tension to the bow; the underframe is fixed on the roof supporting pantograph system; the transmission mechanism provides a hydraulic or pneumatic mode to generate driving tension, so as to lift and lower the bow and keep the reliable coupling of the bow head and the contact line in operation.
Certain contact pressure is required to be kept between the pantograph and the contact wire all the time to ensure that the current collection condition of the locomotive is good, reliable contact and interaction between the pantograph and the contact wire are important conditions for ensuring good current collection of the electric locomotive, and the abnormal abrasion of the pantograph and the contact wire can be increased and the service life of the pantograph and the contact wire can be shortened due to the overlarge contact pressure between the pantograph and the contact wire; too low a contact pressure may cause them to lose contact, causing power to be interrupted, even causing sparks or arcing, burning the contact wire. When the contact pressure is too small or even zero, the pantograph slide bar can be separated from the contact net to cause off-line and pantograph-catenary arcing. The spark or arc generated in the off-line instant can increase the temperature of the contact surface of the contact wire and the pantograph, reduce the hardness of the material, sharply increase the abrasion and shorten the service life of the contact wire and the pantograph. Large off-line is extremely harmful and even threatens the operation and safety of the locomotive.
The pantograph is positioned on the roof of the high-speed train, so that the outdoor protection is not provided, the equipment runs in all-weather various weather environments (such as rain, fog and snow) and possibly spans a large temperature difference area, and the elastic drop of the pantograph can influence the dynamic following performance and the current collection performance of the pantograph at high speed. Therefore, periodic offline adjustments are required. In the actual running of the train, the coupling contact between the bow and the contact line changes due to the turning of the track, the up-down slope fluctuation and the like: contact arcing can occur due to over-loose coupling, the temperature is increased, and the bow and the contact line are damaged; the tight coupling will cause the wear of the bow and the contact wire to be increased, and the service life of the bow and the contact wire will be affected. Therefore, the good and reasonable contact coupling of the bow and the contact line is an important guarantee for the safe and reliable operation of the train.
Because the contact net keeps and receives pantograph slide plate mutual contact for a long time, be difficult to avoid wearing and tearing, aversion, deformation etc. in the locomotive traveles, this will cause the unreliable electricity of getting of train, and then influences the travel state of locomotive, and in the serious time, probably leads to the incident. Therefore, the real-time detection and the adjustment of the contact coupling state of the overhead line system and the pantograph are important technical supports for ensuring the power supply of the train and the operation safety. The detection of the contact network is in a contact type or a non-contact type, and due to the expansion of the erection range of the contact network caused by the increase of the mileage of the high-speed railway, in order to reduce the contact influence of the detection device on the contact network, the non-contact type contact network detection device is preferably adopted in most cases. At present, in a contact net detection method and system (such as CN111369556A and CN 102358324A), an image sensor is used to acquire an image of a contact point between a contact net and a pantograph, and the image is sent to an image processing device to be processed, so as to obtain a working state of the contact net system in real time and determine whether an image gray value of the image is within a preset image gray range. CN102358324A utilizes a binocular triangle method formed by two cameras to obtain the working state images of the pantograph and the contact wire, processes the images of the pantograph and the contact wire by adopting a certain image processing algorithm, obtains the pull-out value and the height of the contact wire, and finally obtains the average value of the pull-out value and the height obtained by combining the four cameras 6 to judge whether the working state of the pantograph and the working state of the pantograph are normal or not. But does not control and adjust the parameter abnormal or overrun state.
State of the art patent (CN 111032416A) an electro-pneumatically regulated steering device of a pantograph. And through pressure data acquisition, the contact force required by the pantograph of the vehicle to the trolley wire is controlled in an open loop or a closed loop mode. The basic pressure and the additional pressure are combined together at the interface, and the working pressure is output to a working pressure control circuit to control the required contact force between the pantograph and the trolley wire. The detection mode is contact pressure measurement.
A pantograph control method of determining a contact pantograph height based on image processing is disclosed in prior art patent (CN 109318718A). The following steps: establishing a standard pantograph model image for representing the pantograph lifting height; collecting pantograph images when the train runs and carrying out image processing to obtain actual pantograph images; comparing the actual pantograph image with the standard pantograph model image to obtain the actual pantograph lifting height; and fourthly, determining the type of the overhead line system according to the height of the pantograph, selecting a control curve and adjusting in real time. The technical patent solves the problem that the contact force of a pantograph of a train is unstable when the train runs at different heights of a contact net. The image processing algorithm of the technology is complex, the calculated amount is large, and the monitoring real-time performance is difficult to guarantee when the train runs at high speed.
Disclosure of Invention
The invention aims to provide a method for detecting locomotive pantograph characteristic parameters in a non-contact manner, which has the advantages of low investment cost, high automation degree, good real-time property, reliable detection and capability of adjusting the contact coupling state of a contact network and a pantograph, aiming at the defects of the prior art and the defects of various technologies.
The above object of the present invention can be achieved by the following technical solutions: a method for non-contact detection of locomotive pantograph characteristic parameters is characterized by comprising the following steps: the pantograph adjusting method comprises the steps that firstly, an optical fiber temperature measuring sensor 2 with an induction range covering pantograph-catenary contact is fixedly installed on a pantograph underframe, and the optical fiber temperature measuring sensor 2 detects the contact temperature of a pantograph and a catenary in a non-contact manner; in non-contact detection of the pantograph contact temperature, the temperature acquisition module acquires the temperature of the pantograph contact in real time when a train runs through a data acquisition channel of the optical fiber temperature measurement sensor 2, background noise reduction processing of the ambient temperature is carried out, and the pantograph regulating system transmits the acquired temperature of the pantograph contact 1 to the closed-loop regulating module; the closed-loop adjusting module is used for acquiring a dynamic contact force representing a pantograph-catenary and the contact point temperature of the pantograph and the contact line with pantograph-catenary following and current collection characteristics based on non-contact detection of the contact point temperature of a pantograph detection system, configuring the tension of a closed-loop adjusting bow head and the contact line, controlling and adjusting the contact force from the pantograph to the contact line to obtain a real-time temperature and pre-established contact point temperature-contact coupling degree (tension) parameter table, then inquiring and comparing the contact point temperature parameter table with the obtained tension by adopting various control strategies, calculating an adjusting curve and selecting a control strategy according to the comparison result, adaptively controlling the contact point temperature within a normal range by utilizing a PID control algorithm linear control strategy, and ensuring good coupling of the pantograph and the contact line; detecting the temperature of the connecting part of the pantograph and the contact network, and monitoring the fault point of the contact network in real time; the pantograph control unit generates driving tension in a hydraulic or pneumatic mode according to the adjusting command of the closed-loop adjusting module, so that the pantograph is well coupled with the contact line; and the parameter reporting module reports fault information such as adjustment control process data, equipment, transmission communication and the like to the vehicle-mounted driving safety monitoring system so as to facilitate fault processing.
Compared with the prior art, the invention has the following beneficial effects:
the invention has the advantages of less devices, convenient installation and use and low investment cost from the equipment layer. And an online dynamic detection mode is adopted, so that the system does not stop, does not occupy the time of the motor train unit, and has high detection efficiency. The invention is different from the existing pantograph-catenary detection and regulation control method, adopts the optical fiber temperature measuring sensor 2 to detect the contact temperature of the pantograph and the catenary in a non-contact manner, controls and regulates the contact force from the pantograph to the contact wire, controls the contact temperature in a limited range, and meets the requirement of good and reasonable contact coupling between the pantograph head and the contact wire.
The invention adopts the non-contact detection optical fiber temperature measuring sensor 2, has high precision (plus or minus 0.5 percent (FS)), fast data acquisition speed (less than or equal to 5 ms), simple control calculation (contact temperature judgment), all-weather detection process and adjustment process, automatic execution of a computer, monitoring in severe weather such as rain, snow and the like, and no influence of weather conditions, so the system has high automation degree and good real-time performance, and can meet the real-time monitoring requirement of high-speed running trains. Compared with the existing system, the system has the advantages of less equipment, compact structure, high data acquisition speed (less than or equal to 5 ms) and simple control calculation (temperature judgment), so that the real-time performance is good, and the monitoring requirement of the high-speed running train can be met. The non-contact detection has the advantages of automation and intellectualization, is simple and convenient to operate, is flexible to install and debug, and does not need to modify the pantograph at all. Meanwhile, by combining a PID algorithm and utilizing the characteristics of insensitivity to parameter change and strong robustness of fuzzy control, the adaptability and robustness of the intelligent vehicle are effectively improved, and the control performance of the system is improved.
The invention selects the optical fiber temperature measuring sensor 2 suitable for point temperature and small target measurement, applies the optical fiber temperature measuring sensor 2 to bow net contact temperature non-contact detection, and has strong anti-electromagnetic interference capability and high-temperature environment work without influence on temperature measurement because the optical fiber, the probe and the circuit processing unit work passively. Through the excellent combination of high-speed measurement and a high-speed intelligent control algorithm, the detection is reliable, and the method is suitable for monitoring scenes with high heating speed, small heat capacity and transient temperature change. The reliability of the system is greatly improved while the non-contact measurement technology is adopted to not generate interference influence on the functions and the performance of the original equipment. The pantograph control unit controls the lifting of the pantograph through a program, and adjusts the contact pressure between the pantograph and the contact network to enable the pantograph to be normally coupled. Meanwhile, the current on the contact net is subjected to voltage reduction, current reduction and high-low voltage isolation, the acquired current signal is subjected to AD conversion, the current signal is analyzed and recorded by a DSP, and the detection result is displayed and stored by a computer to obtain the current conduction quality of the contact net segment. Through the detection real-time recording function of the current collection state of the pantograph, a basis is provided for big data analysis when the contact network is to be repaired. Generally speaking, the system integrates a pantograph-catenary dynamic detection function, an automatic pantograph-pantograph dynamic contact state adjustment function and a pantograph-pantograph current collection state detection real-time recording function, and provides a basis for big data analysis when the overhead contact system is to be repaired.
The invention adopts a relatively accurate pantograph detection system to monitor the operation of the contact network in real time, thereby ensuring the safety of the operation state of the contact network. Can be when carrying out the contact net and detect, the detection parameter: the contact temperature can accurately reflect the dynamic coupling condition of the pantograph-catenary. The closed-loop adjusting module obtains a characteristic pantograph-catenary dynamic contact force based on contact temperature non-contact detection of a pantograph detection system, the pantograph-catenary follows and the contact temperature of a pantograph and a contact network of a current collection characteristic, the closed-loop adjusting module is configured to control the tension of a pantograph head and a contact wire, the contact force of the pantograph and the contact wire is adjusted, the contact coupling state of the contact network and the pantograph is adjusted, the contact force required between the pantograph and a trolley wire can be accurately controlled, and the locomotive differential operation condition is better adapted.
The pantograph tension driving unit of the invention adjusts the contact force device of the pantograph and the contact net (in an off-line state, the pantograph lifting and lowering can be realized). The pantograph control unit receives the adjustment command of the closed-loop adjustment module, generates driving tension in a hydraulic or pneumatic mode, meets the reliable contact force between the pantograph head and the contact line, and realizes good coupling. Because the parameter table represents the temperature limit range of the bow head and the contact line contact point, which can not cause bow net contact point arcing and aggravate the wear of the bow head and the contact line to influence the service life when the train runs normally to get electricity, and runs safely and reliably. In a popular way, if the temperature of the pantograph and catenary contact point 1 of the train is in the range, the coupling between the pantograph head and the contact line is good, the pantograph and catenary contact point can not be burnt, and the wear of the pantograph head and the contact line is in a design allowable range.
The invention can be used for monitoring the pantograph system of the motor train unit.
Drawings
While the drawings needed to describe the embodiments are briefly described below, it should be apparent that the drawings in the following description are merely examples of the embodiments, and that other drawings may be obtained by those skilled in the art without inventive faculty.
FIG. 1 is a schematic diagram of the bow net contact temperature non-contact detection principle of the present invention;
FIG. 2 is a schematic view of a catenary configuration;
FIG. 3 is a graph showing a relationship between a distance from an optical fiber temperature sensor to a target;
FIG. 4 is a schematic block diagram of closed loop pantograph regulation;
FIG. 5 is a schematic block diagram of a pantograph adjustment system;
fig. 6 is a schematic block circuit diagram of the control unit of fig. 5.
The technical solutions of the present embodiments are described in detail with reference to the accompanying drawings and specific embodiments, and it should be understood that the specific features of the present embodiments and the specific embodiments are detailed descriptions of the technical solutions of the present embodiments, and are not limited to the technical solutions of the present embodiments, and the technical features of the present embodiments and the specific embodiments may be combined with each other without conflict.
Detailed Description
See fig. 1-3. According to the invention, firstly, an optical fiber temperature measuring sensor 2 with the sensing range covering pantograph-catenary contact is fixedly arranged on a pantograph underframe, and the optical fiber temperature measuring sensor 2 detects the contact temperature of a pantograph and a catenary in a non-contact manner; in the non-contact detection of the temperature of the pantograph-catenary contact, the temperature acquisition module acquires the temperature of the pantograph-catenary contact in the running process of a train in real time through a data acquisition channel of the optical fiber temperature measuring sensor 2, carries out background noise reduction processing on the ambient temperature and transmits the ambient temperature to the closed-loop adjusting module; the pantograph detection system monitors the contact net in real time by detecting the temperature of the contact and adjusting process parameters; the closed-loop adjusting module is configured to control the tension of a pantograph head and a contact wire and adjust the contact coupling force of the pantograph and the pantograph net based on the contact temperature non-contact detection of the pantograph detection system to obtain the contact temperature of the pantograph and contact net representing the dynamic contact force of the pantograph and the contact point temperature of the pantograph and contact net following and current collection characteristics; the closed-loop adjusting module inquires and compares the obtained real-time contact temperature with a pre-established contact temperature-contact coupling degree (tension) parameter table, calculates an adjusting curve and selects a control strategy according to the comparison result, controls the contact temperature within a normal range by utilizing a PID (proportion integration differentiation) control algorithm, or linear control, or self-adaptive control strategy, and ensures that the pantograph is well coupled with the contact line; monitoring fault points of the contact network in real time through contact point temperature detection of the pantograph and the contact network; the pantograph control unit generates driving tension in a hydraulic or pneumatic mode according to the adjustment command of the closed-loop adjustment module, and the parameter reporting module reports fault information such as adjustment control process data, equipment and transmission communication to the vehicle-mounted driving safety monitoring system so as to process faults.
The optical fiber temperature measuring sensor 2 is arranged at a distance which is more than or equal to 1 meter from a pantograph net contact, a sensing point covers a target size of 6-12mm, a monitoring and detecting unit of the pantograph is formed according to a target measurement focusing characteristic and a distance relation diagram of the temperature measuring sensor 2, and temperature signals in a range of 0-1000 ℃ (sensor range) are detected. The built-in temperature acquisition and signal conditioning circuit is designed, so that continuous acquisition and data acquisition are carried out on temperature signals in real time, and the functions of acquisition, conditioning, processing and output of the temperature signals are realized. The sensor target measures the focusing characteristic, so that the problems of too large and too small induction points and inaccurate measurement are avoided.
The temperature acquisition module acquires data output by the optical fiber temperature measuring sensor 2 in real time, and establishes a contact temperature parameter table for representing the temperature limit change range of the pantograph and catenary contact point 1 caused by the upper limit fluctuation and the lower limit fluctuation of pantograph and catenary tension parameters, wherein the contact temperature parameter table is pre-installed in a group of data in a memory of a pantograph control unit and is accessed and read by the closed-loop adjustment module.
See fig. 4. The module has the following regulating functions: the closed-loop adjusting module is connected with a pantograph contact network device in series through a pantograph control unit and forms a pantograph closed-loop adjusting circuit with the optical fiber temperature measuring sensor 2, and a temperature acquisition module is used for acquiring the contact force adjustment of a pantograph and a contact wire contact temperature control pantograph and a contact network in real time and the parameter range of the closed-loop control pantograph and contact wire contact temperature in a contact temperature-contact coupling degree (tension) parameter table; the pantograph control unit controls the pantograph to ascend and descend through a program, and adjusts the contact pressure between the pantograph and the contact net to enable the pantograph to be normally coupled. Meanwhile, the current on the contact net is subjected to voltage reduction, current reduction and high-low voltage isolation, the acquired current signal is subjected to AD conversion, the current signal is analyzed and recorded by a DSP, and the detection result is displayed and stored by a computer to obtain the current conduction quality of the contact net segment. Through the detection real-time recording function of the current collection state of the pantograph, a basis is provided for big data analysis when the contact network is to be repaired.
The closed loop regulation loop of the pantograph adopts a PID control algorithm to introduce a differential first-order and an incomplete differential link according to a comparison result of a contact temperature parameter table, combines a fuzzy algorithm and a PID algorithm to introduce the differential link, improves the dynamic characteristic of a system, adds a first-order inertia ring in the incomplete differential PID algorithm, directly adds the first-order inertia link to the differential link, superposes three parameters of P, I, D according to proportion, integration and differential control, namely, P, I and D, can be used in a mode of combining two with each other (PI and PD) or three different regulation functions of combining one with one (PID) into input, reduces errors under a static condition through regulation of a proportion unit P or an integration unit I, and leads a controlled physical quantity to be close to a target as much as possible, or leads the speed of the physical quantity to be close to 0 through regulation of a differential unit D, overcomes the hysteresis of a controlled object by being similar to the damping effect, or the PID control algorithm is synthesized for adjustment, the target subtracts the 'adjustment force' of the currently obtained deviation adjusting device, a PD linear function relation which enables the physical quantity to be kept stable is established, the relation of the input e (t) and the output u (t) is formed as u (t) ═ kp (e (t) 1/TI fe (t) dtTD de (t)/dt), in the formula, the upper limit and the lower limit of the integral are respectively 0 and t, and therefore the transfer function is as follows: g(s) ═ u (s)/e(s) ═ kp (11/(TI ^ s) TD ^ s), where kp is a proportionality coefficient, TI is an integration time constant, and TD is a differentiation time constant.
The PID control algorithm utilizes the difference between an input measured value and a given value of a PID controller to obtain delta P = Kp × e, and the most basic 'proportional' control is realized; or a nonlinear algorithm, an optimal control algorithm or an adaptive control algorithm, wherein the control strategies ensure that the temperature of the contact point of the pantograph head and the contact line is within a normal preset range when the train runs so as to ensure that the pantograph is well coupled with the contact line, Kp is a proportional gain, and e is a deviation.
Refer to fig. 5 and 6. The pantograph regulating system collects the temperature of the pantograph-catenary contact point 1 through the temperature measuring sensor 2, performs (ambient temperature) background noise reduction processing, and obtains the temperature of the pantograph-catenary contact point 1; and a conveying closed-loop adjusting module. The closed-loop regulating module inquires and compares the obtained real-time contact temperature with a preset contact temperature-contact coupling degree (tension) parameter table; therefore, various control strategies (such as (PID), optimal control, self-adaptive control and the like) are adopted to ensure that the contact temperature is in a normal range, and the good coupling of the pantograph and the contact line is ensured; and the parameter reporting module reports fault information such as adjustment control process data, equipment, transmission communication and the like to the vehicle-mounted driving safety monitoring system so as to facilitate fault processing.
And the pantograph regulating system analyzes the detection data and gives an alarm if an overrun condition is found. A pantograph control unit of the pantograph adjusting system core is internally provided with a contact temperature parameter table of contact temperature-contact coupling degree tension, a closed-loop adjusting module and a parameter reporting module. The optical fiber temperature measuring sensor 2 is connected with a temperature acquisition module, and the temperature acquisition module acquires output data of the bow net contact temperature of the train in operation in real time through a parameter reporting module in series with a closed-loop adjusting module, the acquired bow net contact point 1 temperature is transmitted to the closed-loop adjusting module, and the adjustment control process data is transmitted to an operation state parameter reporting module; comparing the contact temperature-contact coupling degree (tension) parameter table, judging whether the temperature value is in the normal operating temperature range of the pantograph-catenary contact, if the temperature value is out of the limit, outputting the temperature value to a pantograph tension driving unit through a closed-loop adjusting module to adjust the tension of a pantograph head and a contact wire until the contact temperature value returns to the normal operating range of the parameters; and reporting the running state parameters and the system fault information.
Pantograph monitoring system includes: the monitoring network system formed by a plurality of front-end monitoring points and the field control center for detecting the pantograph by using a machine vision method, wherein the front-end monitoring points are provided with high-resolution high-speed cameras for collecting images of passing locomotives and transmitting the collected images to the field control center, and a computer of the field control center carries out intelligent analysis on the collected images to find the fault state of the pantograph in time, thereby effectively preventing accidents.
A pantograph monitoring system is based on a pantograph-catenary dynamic contact pressure detection method taking a DSP (digital signal processor) as a core, a detection method for detecting the quality of electric energy in the power industry is introduced into the detection of the current collection condition of a pantograph, a corresponding circuit and a DSP control program of a signal digital processor are arranged, the conduction quality of the current of a contact net is detected, and the contact pressure between the pantograph and the contact net is dynamically adjusted in real time through a stepping motor to reach a standard value specified by the industry.
The parameter reporting module automatically identifies the states of the foreign matters on the roof, key parts on the roof and the end position of the pantograph head, dynamically and non-contact automatic image analysis and processing are carried out through visual observation and indoor judgment of a remote transmission channel, the center line deviation value of the pantograph of the locomotive and the abrasion value of the pantograph sliding plate of the locomotive are recorded, the contact pressure value of the working position of the pantograph is automatically and dynamically detected and recorded, and the inquiry, statistics, comprehensive analysis, printing, fault early warning and network sharing management of detection results are provided. The indoor visual observation of the roof condition of the pantograph is realized. Meanwhile, a basis is provided for big data analysis when the bow net system is to be repaired.
The parameter reporting module has the capability of analyzing, judging and sorting the detected data, displays the operating states of the contact temperature acquisition data, the out-of-limit parameters, the regulating variable parameters and the like in real time, and reports the operating states of the pantograph regulating system and the control unit to the vehicle-mounted driving safety monitoring system in real time; and fault information of equipment, transmission communication and the like is reported to the vehicle-mounted driving safety monitoring system so as to carry out fault processing.
The above description is only a few preferred embodiments of the present invention, but the scope of the present invention is not limited thereto, and the idea of the present invention can be applied to the application program authority management on any intelligent terminal, and those skilled in the art should understand that the changes and substitutions in form and detail of the present invention should be covered within the scope of the present invention, and in conclusion, the scope of the present invention is subject to the protection scope of the claims.
Claims (10)
1. A method for non-contact detection of locomotive pantograph characteristic parameters is characterized by comprising the following steps: the method for detecting the characteristic parameters of the locomotive pantograph in a non-contact manner comprises the following steps: firstly, fixedly installing an optical fiber temperature measuring sensor (2) with an induction range covering a pantograph-catenary contact point (1) on a pantograph underframe, wherein the optical fiber temperature measuring sensor (2) detects the temperature of the pantograph-catenary contact point (1) in a non-contact manner; in the non-contact detection of the temperature of the pantograph and catenary contact point (1), the temperature of the pantograph and catenary contact point (1) during the running of a train is collected in real time by a temperature collection module through a data interface channel of the optical fiber temperature measuring sensor (2), the background noise reduction processing of the ambient temperature is carried out, and the acquired temperature of the pantograph and catenary contact point (1) is transmitted to a closed-loop regulation module by a pantograph regulation system; the closed-loop adjusting module obtains the contact temperature of the pantograph and the contact network, which represents dynamic contact force of the pantograph and pantograph-catenary following and current collection characteristics, based on the non-contact detection of the temperature of the contact point of the pantograph and the pantograph-catenary, controls the contact force from the pantograph to the contact line and adjusts the tension of the contact point of the pantograph and the pantograph-catenary; the closed-loop adjusting module inquires and compares the obtained real-time contact temperature with a contact temperature-contact coupling degree tension parameter table which is established in advance, calculates an adjusting curve and selects a control strategy according to the comparison result, controls the contact temperature within a normal range by utilizing a PID (proportion integration differentiation) control algorithm, or linear control, or self-adaptive control strategy, and ensures that the pantograph is well coupled with the contact wire; the pantograph control unit generates driving tension in a hydraulic or pneumatic mode according to the adjustment command of the closed-loop adjustment module, so that the pantograph is guaranteed to be well coupled with the contact line; and the parameter reporting module reports the fault information of the adjustment control process data, the equipment state and the transmission communication to the vehicle-mounted traffic safety monitoring system so as to facilitate fault processing.
2. The method of claim 1, wherein the method comprises the steps of: the optical fiber temperature sensor (2) is arranged at a target distance which is more than or equal to 1 meter from a pantograph net contact and has the sensing point size of 6-12mm, a monitoring and detecting unit of the pantograph is formed according to a distance relation diagram of target measurement focusing characteristics and the optical fiber temperature sensor (2), a temperature signal in a sensor range of 0-1000 ℃ is detected, a voltage signal corresponding to the temperature is output by adopting an embedded temperature acquisition and signal conditioning circuit and software, the voltage signal is sent to an analog-to-digital conversion channel, the acquired voltage signal is converted into a temperature signal according to a characteristic curve of the optical fiber temperature sensor, and the functions of acquiring, conditioning, processing and outputting the temperature signal are realized.
3. The method of claim 1, wherein the method comprises the steps of: the temperature acquisition module acquires the temperature of the pantograph-catenary contact sensed by the optical fiber temperature measuring sensor (2) in advance and outputs data, and establishes a contact temperature parameter table for representing the temperature limit change range of the pantograph-catenary contact (1) caused by the upper and lower limit fluctuation of pantograph-catenary tension parameters, wherein the contact temperature parameter table is a group of data pre-installed in a memory of a pantograph control unit and is accessed and read by the closed-loop adjusting module.
4. The method of claim 3 for non-contact sensing of a characteristic parameter of a locomotive pantograph, wherein: the closed-loop adjusting module is connected with pantograph contact network equipment and an optical fiber temperature measuring sensor (2) in series through the pantograph control unit to form a pantograph closed-loop adjusting circuit, the temperature of a contact point of a pantograph head and a contact line is acquired in real time through the temperature acquisition module, contact force adjustment of the pantograph and the contact network is controlled, and the temperature of the pantograph head and the contact line is controlled in a parameter range of a contact point temperature parameter table in a closed-loop mode; the pantograph control unit controls the lifting of the pantograph and adjusts the contact force between the pantograph and the contact network to enable the pantograph to be normally coupled.
5. The method of claim 4, wherein the method further comprises the step of: the closed loop regulation loop of the pantograph adopts a PID control algorithm to introduce a differential first-order and an incomplete differential link according to a comparison result of a contact temperature parameter table, combines a fuzzy algorithm and a PID algorithm, introduces the differential link, improves the dynamic characteristic of a system, adds a first-order inertia ring in the incomplete differential PID algorithm, directly adds the first-order inertia link to the differential link, controls P, I, D three parameters according to proportion, integration and differentiation, wherein the P, I, D three parameters can be used independently, can be used in a two-by-two combination way or can be used in a three-by-three combination way to play three different regulation functions and are superposed into input, errors under the static condition are reduced through the regulation of a proportional unit P or an integral unit I, controlled physical quantities are enabled to be close to a target as much as possible, or the speed of the physical quantities is enabled to be close to 0 through the regulation of the differential unit D, the hysteresis of a controlled object is overcome through the action similar to damping, or the PID control algorithm is synthesized for adjustment, the target subtracts the 'adjustment force' of the currently obtained deviation adjusting device, a PD linear function relation which enables the physical quantity to be kept stable is established, the relation of the input e (t) and the output u (t) is formed as u (t) ═ kp (e (t) 1/TI fe (t) dtTD de (t)/dt), in the formula, the upper limit and the lower limit of the integral are respectively 0 and t, and therefore the transfer function is as follows: g(s) ═ u (s)/e(s) ═ kp (11/(TI ^ s) TD ^ s), where kp is a proportionality coefficient, TI is an integration time constant, and TD is a differentiation time constant.
6. The method of claim 1, wherein the method comprises the steps of: the PID control algorithm utilizes the difference between an input measured value and a given value of a PID controller to obtain delta P = Kp × e, and the most basic 'proportional' control is realized; or a nonlinear algorithm, an optimal control algorithm or an adaptive control algorithm, wherein the control strategies ensure that the temperature of the contact point of the pantograph head and the contact line is within a normal preset range when the train runs so as to ensure that the pantograph is well coupled with the contact line, Kp is a proportional gain, and e is a deviation.
7. The method of claim 1, wherein the method comprises the steps of: a pantograph control unit of a pantograph adjusting system core is internally provided with a contact temperature-contact coupling parameter table, a closed-loop adjusting module and a parameter reporting module, an optical fiber temperature measuring sensor (2) is connected with a temperature acquisition module, and the temperature acquisition module acquires output data of the pantograph-catenary contact temperature when a train operates and acquires the temperature of the pantograph-catenary contact (1) and transmits the temperature to the closed-loop adjusting module through the parameter reporting module in series connected with the closed-loop adjusting module; comparing the contact temperature-contact coupling degree parameter table, judging whether the temperature value is in the normal operating temperature range of the pantograph-catenary contact, if the temperature value is out of the normal operating temperature range, outputting the temperature value to a pantograph tension driving unit through a closed-loop adjusting module to adjust the tension of a pantograph head and a contact wire until the contact temperature value returns to the normal operating range of the parameters; and reporting the running state parameters and the system fault information.
8. The method of claim 1, wherein the method comprises the steps of: pantograph monitoring system includes: the monitoring network system formed by a plurality of front-end monitoring points and the field control center for detecting the pantograph by using a machine vision method, wherein the front-end monitoring points are provided with high-resolution high-speed cameras for collecting images of passing locomotives and transmitting the collected images to the field control center, and a computer of the field control center carries out intelligent analysis on the collected images to find the fault state of the pantograph in time, thereby effectively preventing accidents.
9. The method of claim 1, wherein the method comprises the steps of: a pantograph monitoring system is based on a pantograph-catenary dynamic contact pressure detection method taking a DSP (digital signal processor) as a core, a detection method for detecting the quality of electric energy in the power industry is introduced into the detection of the current collection condition of a pantograph, a corresponding circuit and a DSP control program of a signal digital processor are arranged, the conduction quality of the current of a contact net is detected, and the contact pressure between the pantograph and the contact net is dynamically adjusted in real time through a stepping motor to reach a standard value specified by the industry.
10. The method of claim 1, wherein the method comprises the steps of: the parameter reporting module automatically identifies states of foreign matters on the roof, key parts on the roof and end positions of a pantograph head, dynamically and non-contact automatic image analysis and processing are carried out through visual observation and indoor judgment of a remote transmission channel, a central line deviation value of a pantograph of a locomotive and a pantograph slide plate abrasion value of a motor train unit are recorded, a working position contact pressure value of the pantograph is automatically and dynamically detected and recorded, query, statistics, comprehensive analysis, printing, fault early warning and network sharing management of detection results are provided, and indoor visual observation of the state of the pantograph roof is achieved.
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