CN115598456B - Train fault on-line monitoring method and system - Google Patents

Train fault on-line monitoring method and system Download PDF

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Publication number
CN115598456B
CN115598456B CN202211506720.6A CN202211506720A CN115598456B CN 115598456 B CN115598456 B CN 115598456B CN 202211506720 A CN202211506720 A CN 202211506720A CN 115598456 B CN115598456 B CN 115598456B
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train
signal
sensor
fault
abnormal
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CN115598456A (en
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吴杰
陆伟
杜凯峰
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Controlway Industrial Automation Systems Suzhou Co Ltd
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Controlway Industrial Automation Systems Suzhou Co Ltd
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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/005—Testing of electric installations on transport means
    • G01R31/008—Testing of electric installations on transport means on air- or spacecraft, railway rolling stock or sea-going vessels
    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • 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
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • 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
    • G01M13/02—Gearings; Transmission mechanisms
    • G01M13/021—Gearings
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • 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
    • G01M13/02—Gearings; Transmission mechanisms
    • G01M13/028—Acoustic or vibration analysis
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • 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
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • 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
    • 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
    • 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
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R19/00—Arrangements for measuring currents or voltages or for indicating presence or sign thereof
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01R—MEASURING ELECTRIC VARIABLES; MEASURING MAGNETIC VARIABLES
    • G01R31/00—Arrangements for testing electric properties; Arrangements for locating electric faults; Arrangements for electrical testing characterised by what is being tested not provided for elsewhere
    • G01R31/28—Testing of electronic circuits, e.g. by signal tracer
    • 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
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles

Abstract

The invention discloses a train fault on-line monitoring system, which is characterized in that a current sensor and a voltage sensor are arranged on a traction inverter of a train main circuit system to monitor a train main circuit on line, a vibration sensor and a temperature composite sensor are arranged on an asynchronous traction motor of a train driving system, a vibration sensor and a speed sensor are arranged on a gear box to monitor a train mechanical driving system on line, the train mechanical driving system is correspondingly on the same time coordinate through data processing and conversion, and the type of the train fault is judged through on-line coupling of main parameters of the train main circuit system and the train mechanical driving system, so that a fault cause can be accurately positioned, and a basis is provided for maintenance of the train.

Description

Train fault on-line monitoring method and system
Technical Field
The invention relates to the technical field of train safety monitoring, in particular to an on-line monitoring method and system for distinguishing mechanical faults or electrical faults of a train.
Background
Rail transit including railways, subways, tramways and the like are important infrastructures in China, are backbones of transportation systems, and play an important role in transportation processes. Along with the opening of more and more rail transit, the safety performance of rail transit is more and more paid attention to, and in order to ensure the safety of rail transit, it is important to be able to detect the faults in the running process of the train on line so as to prevent the faults.
The train faults are mainly divided into an electric fault and a mechanical fault, and the factors causing the faults are often various, for example, the faults which are externally expressed in terms of mechanical performance are sometimes caused by the electric faults, but what is now possible is only "pain doctors, feet and pain doctors", when the mechanical performance of the rail transit is faulty, only the mechanical parts which are faulty are maintained, but the mode cannot play a role in "root-mean-square". At present, all rail train monitoring devices cannot effectively distinguish whether faults occur due to electrical reasons or mechanical reasons, so that great difficulty is caused to correct maintenance and repair of a train, and proper drug delivery is difficult to achieve, so that potential safety hazards are brought to train operation, and therefore, an online monitoring system and an online monitoring method capable of effectively distinguishing the electrical faults and the mechanical faults of the train are needed to be designed.
Disclosure of Invention
In order to overcome the defects in the prior art, the invention aims to develop an on-line monitoring method and system capable of accurately distinguishing whether the fault type of the train is a mechanical cause or an electrical cause.
A train fault on-line monitoring method comprises the following steps:
step 1: the voltage input end and the voltage output end of the train traction inverter are respectively provided with a voltage input detection sensor and a voltage output detection sensor, and input voltage signals of the traction inverter are collected
Figure DEST_PATH_IMAGE001
And traction inverter output voltage signal +.>
Figure 734920DEST_PATH_IMAGE002
A current sensor is arranged on a bus of a traction inverter of a train to collect a current signal of a traction power supply system +.>
Figure DEST_PATH_IMAGE003
；
Step 2: a motor bearing vibration sensor and a temperature sensor are arranged on a train traction motor bearing seat, and motor bearing vibration signals are respectively acquired
Figure 6632DEST_PATH_IMAGE004
And temperature signal->
Figure DEST_PATH_IMAGE005
；
Step 3: the speed sensor and the gear box vibration detection sensor are arranged on the train wheel set gear box, and the speed sensor is used for collecting the rotating speed signal of the power output gear
Figure 755277DEST_PATH_IMAGE006
Collecting a vibration signal of a gear box through a vibration detection sensor of the gear box
Figure DEST_PATH_IMAGE007
；
Step 4: will input a voltage signal
Figure 338705DEST_PATH_IMAGE001
Output voltage signal->
Figure 588420DEST_PATH_IMAGE002
Current signal->
Figure 714639DEST_PATH_IMAGE003
Vibration signal of motor bearing
Figure 24398DEST_PATH_IMAGE004
Temperature signal->
Figure 95122DEST_PATH_IMAGE005
Power take-off gear speed signal +.>
Figure 148529DEST_PATH_IMAGE006
Gearbox vibration signal->
Figure 988309DEST_PATH_IMAGE007
Converting the signals into time domain signals through Fourier transformation and correspondingly on the same time axis;
step 5: and (3) coupling the sinusoidal components of the time domain signals converted in the step (4), and judging the type of the train fault according to the type of the acquisition signals corresponding to the abnormal sinusoidal components when the abnormal sinusoidal components appear.
Preferably, the fourier transform method for each signal in step 4 is as follows:
by using
Figure 78756DEST_PATH_IMAGE008
Represents->
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、/>
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、/>
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、/>
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、/>
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、/>
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、/>
Figure DEST_PATH_IMAGE015
One set of signals, the fourier transform of which is given by:
Figure 449508DEST_PATH_IMAGE016
order the
Figure DEST_PATH_IMAGE017
Is a fixed positive real number, N is a fixed positive integer, when +.>
Figure 635770DEST_PATH_IMAGE018
At this time, +.>
Figure DEST_PATH_IMAGE019
，
At a fixed time interval T, T is small enough that each T is spaced apart
Figure 30979DEST_PATH_IMAGE020
In, x (t) varies little, then the integral can be approximated as:
Figure DEST_PATH_IMAGE021
Figure 189559DEST_PATH_IMAGE022
(1)
in the case where N is sufficiently large, for all
Figure DEST_PATH_IMAGE023
Integer of (2), amplitude>
Figure 277601DEST_PATH_IMAGE024
If it is small, the formula (1) becomes:
Figure DEST_PATH_IMAGE025
(2)
when (when)
Figure 544634DEST_PATH_IMAGE026
When formula (2) becomes:
Figure DEST_PATH_IMAGE027
(3)
wherein X [ K ]]Representing the sensor signal x n]N-point DFT of =x (nT), let last
Figure 353322DEST_PATH_IMAGE028
The above formula becomes:
Figure DEST_PATH_IMAGE029
K =0、1、2、3……N-1 (4)
first, FFT is used to calculate X [ k ]]Then, k=0, 1,2 … … N-1 was obtained
Figure 22200DEST_PATH_IMAGE030
。
The patent also discloses a train trouble on-line monitoring system, it includes: the input voltage sensor is arranged at the voltage input end of the traction inverter of the train and is used for collecting input voltage signals of the traction inverter
Figure 281143DEST_PATH_IMAGE001
The method comprises the steps of carrying out a first treatment on the surface of the The output voltage sensor is arranged at the voltage output end of the traction inverter of the train and is used for collecting output voltage signals of the traction inverter +.>
Figure 668697DEST_PATH_IMAGE002
The method comprises the steps of carrying out a first treatment on the surface of the The current sensor is arranged on a power supply bus of the train traction inverter and is used for collecting a current signal of a traction power supply system>
Figure 671288DEST_PATH_IMAGE003
The method comprises the steps of carrying out a first treatment on the surface of the The motor bearing vibration monitoring sensor is used for collecting motor bearing vibration signals +.>
Figure 194673DEST_PATH_IMAGE004
The method comprises the steps of carrying out a first treatment on the surface of the A temperature sensor for detecting a temperature signal of the motor bearing +.>
Figure 358939DEST_PATH_IMAGE005
The method comprises the steps of carrying out a first treatment on the surface of the The speed sensor is arranged in a wheel set gear box of the train and is used for collecting a power output gear rotating speed signal +.>
Figure 475930DEST_PATH_IMAGE006
The method comprises the steps of carrying out a first treatment on the surface of the The gearbox vibration monitoring sensor is arranged in the wheel set gearbox and is used for monitoring a gearbox vibration signal +.>
Figure DEST_PATH_IMAGE031
The method comprises the steps of carrying out a first treatment on the surface of the A data conversion module for inputting the voltage signal +.>
Figure 16633DEST_PATH_IMAGE001
Output voltage signal->
Figure 394525DEST_PATH_IMAGE002
Current signal->
Figure 995270DEST_PATH_IMAGE003
Vibration signal of motor bearing>
Figure 599558DEST_PATH_IMAGE004
Temperature signal->
Figure 943952DEST_PATH_IMAGE005
Power take-off gear speed signal +.>
Figure 441929DEST_PATH_IMAGE006
Gearbox vibration signal->
Figure 947997DEST_PATH_IMAGE031
Converting the signals into time domain signals through Fourier transformation and correspondingly on the same time axis; the fault analysis and judgment module is used for coupling the sinusoidal components of the time domain signals output by the data conversion module, and judging the type of the train fault according to the acquisition signals corresponding to the abnormal sinusoidal components when the abnormal sinusoidal components occur.
Preferably, the speed sensor is a non-contact hall speed sensor, and the speed sensor is installed on one side of the power output gear of the wheel pair gear box.
Preferably, the motor bearing vibration monitoring sensor and the temperature sensor are compound sensors, and the compound sensors are arranged on the traction motor bearing seat at positions close to the bearing outer ring.
The technical scheme has the following beneficial effects: according to the train fault on-line monitoring method and system, the current sensor and the voltage sensor are arranged on the traction inverter of the train main circuit system to conduct on-line monitoring on the train main circuit, meanwhile, the vibration sensor and the temperature sensor are arranged on the traction motor bearing seat of the train traction system, the vibration sensor and the speed sensor are arranged on the wheel pair gear box to conduct on-line monitoring on the train mechanical driving system, the signals are correspondingly on the same time coordinate through data conversion, the main parameters of the train main circuit system and the train mechanical driving system are monitored and coupled on line, fault reasons can be accurately located through abnormal signals, whether the train is an electrical fault or a mechanical fault can be judged rapidly, and a basis is provided for maintenance and repair of the train.
Drawings
Fig. 1 is a block diagram of a system structure according to an embodiment of the present invention.
FIG. 2 is a flow chart of an embodiment of the present invention.
Detailed Description
Further advantages and effects of the present invention will become apparent to those skilled in the art from the disclosure of the present invention, which is described by the following specific examples.
Example embodiments will now be described more fully with reference to the accompanying drawings. However, the exemplary embodiments may be embodied in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of the example embodiments to those skilled in the art. The described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided to give a thorough understanding of embodiments of the invention. One skilled in the relevant art will recognize, however, that the invention may be practiced without one or more of the specific details, or with other methods, components, devices, steps, etc. In other instances, well-known aspects have not been shown or described in detail to avoid obscuring aspects of the invention.
As shown in fig. 1, the present patent discloses an on-line train fault monitoring system, which mainly includes an input voltage sensor 11, an output voltage sensor 12, a current sensor 13, a motor bearing vibration monitoring sensor 14, a temperature sensor 15, a gearbox vibration monitoring sensor 16, a speed sensor 17, a data conversion module 2 and a fault analysis and judgment module 3 as monitoring units.
An input voltage sensor 11 is arranged at the voltage input end of the traction inverter of the train and is used for collecting input voltage signals of the traction inverter
Figure 774002DEST_PATH_IMAGE001
The method comprises the steps of carrying out a first treatment on the surface of the An output voltage sensor 12 is arranged at the voltage output end of the traction inverter of the train, and the output voltage sensor 12 is used for collecting the output voltage signal of the traction inverter>
Figure 656507DEST_PATH_IMAGE002
The method comprises the steps of carrying out a first treatment on the surface of the The current sensor 13 is arranged on the bus of the train traction inverter and is used for measuring the current13 for detecting the current signal of the traction inverter +.>
Figure 8991DEST_PATH_IMAGE003
. The main circuit system of the existing train adopts an alternating current transmission system formed by traction inverters and asynchronous traction motors, and each traction inverter supplies power for 4 traction motors on the same motor train. The train main circuit system takes current from the overhead contact system through the pantograph, the traction inverter converts DC1500V direct current into three-phase alternating current with adjustable frequency and voltage and supplies power to the asynchronous traction motor, and therefore the traction inverter is a core component of the train main circuit. When the vehicle is in traction working condition, the direct current power supply voltage enters the inverter through high-voltage devices such as a high-speed circuit breaker, a line contactor and a reactor, and three-phase variable frequency and voltage (VVF) alternating current is output to supply power to the traction motor through inversion of the inverter, and possible faults of the whole train power supply circuit can be monitored through the arrangement of the input voltage sensor 11, the output voltage sensor 12 and the current sensor 13.
The mechanical part of the traction system of the train mainly comprises a traction motor and a wheel set gear box, a motor bearing vibration monitoring sensor 14 and a temperature sensor 15 are arranged at the position, close to the outer ring of the bearing, on a bearing seat of the traction motor, and the motor bearing vibration monitoring sensor is used for monitoring motor bearing vibration signals
Figure 685960DEST_PATH_IMAGE004
The temperature sensor is used for monitoring the temperature of the motor bearing +.>
Figure 999261DEST_PATH_IMAGE005
As a preferred embodiment, the motor bearing vibration monitoring sensor 14 and the temperature sensor 15 may be a composite sensor, so that the installation of the sensor is more convenient, and the sensor is a germany Hansford sensor.
The gear boxes of the train are mostly driven by single-stage cylindrical helical gears, mainly comprises a traction gear, a box body, a supporting system, a lubricating system, a power output gear,And the power output gear is coaxially and fixedly connected with the support shaft of the train wheel pair. After passing through the coupling, the torque and the rotation speed of the traction motor are transmitted to the intermediate gear of the gear box and then transmitted to the power output gear to drive the wheel pair to advance. The speed sensor 17 is arranged right above the power output gear of the gear box, the speed sensor 17 adopts a non-contact Hall speed sensor, and the speed sensor 17 can collect the rotating speed signal of the power output gear in the wheel pair gear box
Figure 685457DEST_PATH_IMAGE006
. The gearbox vibration monitoring sensor 16 is arranged at the end cover of the thrust bearing on the outer side of the gearbox body of the gearbox, the high-speed running of the gearbox is monitored in real time, and the gearbox vibration monitoring sensor 16 is used for collecting gearbox vibration signals +.>
Figure 892447DEST_PATH_IMAGE031
. By outputting a gear speed signal->
Figure 5897DEST_PATH_IMAGE032
The speed of the train and its trajectory can also be calculated so that it can be determined on the basis of the gearbox vibration signal +.>
Figure 931128DEST_PATH_IMAGE031
And comprehensively judging the appearance defects of the train wheel set.
The input voltage sensor 11, the output voltage sensor 12, the current sensor 13, the motor bearing vibration monitoring sensor 14, the temperature sensor 15, the gear box vibration monitoring sensor 16 and the speed sensor 17 are all connected with the data conversion module 2, and the data conversion module 2 is used for inputting the input voltage signals
Figure 30802DEST_PATH_IMAGE001
Output voltage signal->
Figure 357878DEST_PATH_IMAGE002
Current signal->
Figure 642229DEST_PATH_IMAGE003
The vibration signal of the motor bearing is +.>
Figure 789176DEST_PATH_IMAGE004
The temperature signal is->
Figure 692541DEST_PATH_IMAGE005
Power take-off gear speed signal +.>
Figure 874124DEST_PATH_IMAGE006
Vibration signal of gearbox body>
Figure 329376DEST_PATH_IMAGE031
Fourier transform is performed to convert the signals into time domain signals and correspond to the time domain signals on the same time axis.
The fault analysis and judgment module 3 is connected with the data conversion module 2, and the fault analysis and judgment module 3 is used for coupling sinusoidal components of the time domain signals output by the data conversion module 2, and judging the fault type of the train according to acquisition signals corresponding to the abnormal sinusoidal components when the abnormal sinusoidal components occur.
As shown in fig. 2, the monitoring method of the train fault on-line monitoring system specifically comprises the following steps: the input voltage signals are firstly collected by the sensors arranged on the electric part and the mechanical part of the train respectively
Figure 229199DEST_PATH_IMAGE001
Output voltage signal->
Figure 795310DEST_PATH_IMAGE002
Current signal->
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The vibration signal of the motor bearing is +.>
Figure 332918DEST_PATH_IMAGE004
The temperature signal is->
Figure 454458DEST_PATH_IMAGE005
Power take-off gear speed signal +.>
Figure 824260DEST_PATH_IMAGE006
Vibration signal of gearbox body>
Figure 980434DEST_PATH_IMAGE015
The acquired signals are then transmitted to a data conversion module 2 for fourier transformation, and converted into time domain signals corresponding to the same time axis.
As a specific embodiment, the fourier transform of the above signal may be performed in the following manner:
the method for carrying out Fourier transform on each signal in the step 4 is as follows:
by using
Figure DEST_PATH_IMAGE033
Represents->
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Figure 261691DEST_PATH_IMAGE010
、/>
Figure 169604DEST_PATH_IMAGE011
、/>
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、/>
Figure 23608DEST_PATH_IMAGE013
、/>
Figure 119740DEST_PATH_IMAGE014
、/>
Figure 831344DEST_PATH_IMAGE015
One set of signals, the fourier transform of which is given by:
Figure 962111DEST_PATH_IMAGE034
order the
Figure 976334DEST_PATH_IMAGE017
Is a fixed positive real number, N is a fixed positive integer, when +.>
Figure 294183DEST_PATH_IMAGE018
At this time, +.>
Figure 809478DEST_PATH_IMAGE019
，
At a fixed time interval T, T is small enough that each T is spaced apart
Figure 794752DEST_PATH_IMAGE020
In, x (t) varies little, then the integral can be approximated as:
Figure 104510DEST_PATH_IMAGE021
Figure 785022DEST_PATH_IMAGE022
(1)
in the case where N is sufficiently large, for all
Figure 838428DEST_PATH_IMAGE023
Integer of (2), amplitude>
Figure 678208DEST_PATH_IMAGE024
If it is small, the formula (1) becomes:
Figure 158868DEST_PATH_IMAGE025
(2)
when (when)
Figure 716888DEST_PATH_IMAGE026
When formula (2) becomes:
Figure 183773DEST_PATH_IMAGE027
(3)
wherein X [ K ]]Representing the sensor signal x n]N-point DFT of =x (nT), let last
Figure 143639DEST_PATH_IMAGE028
The above formula becomes:
Figure 795200DEST_PATH_IMAGE029
K =0、1、2、3……N-1 (4)
first, FFT is used to calculate X [ k ]]Then, k=0, 1,2 …, N-1 was found
Figure 574937DEST_PATH_IMAGE030
。
After the fourier transformation of each acquired signal is completed, coupling sinusoidal components in the transformed time domain signal, and judging the type corresponding to the fault according to the acquired signal corresponding to the abnormal sinusoidal component when the abnormal sinusoidal component occurs, if the sinusoidal component of the signal acquired by the mechanical part only occurs abnormal in the monitoring process, the fault is basically judged to be caused by the mechanical reason, and the mechanical part of the train is correspondingly detected according to the position of the sensor corresponding to the abnormal signal, so that the specific mechanical fault can be judged. However, if the signals collected by the electric part and the mechanical part in the monitoring process are abnormal at the same time, the mechanical fault caused by the electric fault is considered to be possible, so that the electric part of the train needs to be detected first, and if the electric part is determined to be abnormal caused by the electric fault, the mechanical part does not need to be detected. Therefore, the system can rapidly judge whether the position where the fault occurs is a mechanical fault or an electrical fault, and can greatly improve the speed of fault removal.
According to the train fault on-line monitoring method and system, the current sensor and the voltage sensor are arranged on the traction inverter of the train main circuit system, the train main circuit is monitored on line, the vibration sensor and the temperature sensor are arranged on the asynchronous traction motor of the train driving system, the vibration sensor and the speed sensor are arranged on the gear box, the train mechanical driving system is monitored on line, the data processing and the conversion are carried out on the same time coordinate, and the main parameters of the train main circuit system and the train mechanical driving system are monitored and coupled on line, so that the fault cause can be accurately positioned, whether the electric fault or the mechanical fault is judged rapidly, and the basis is provided for the maintenance and the service of the train.
The system can also be used for constructing an electromechanical integrated digital twin train, provides use prediction for key components in the whole life cycle of the train, and changes the train from timing maintenance to state maintenance, thereby effectively reducing the operation cost of the train.
The above embodiments are merely illustrative of the principles of the present invention and its effectiveness, and are not intended to limit the invention. Modifications and variations may be made to the above-described embodiments by those skilled in the art without departing from the spirit and scope of the invention. Accordingly, it is intended that all equivalent modifications and variations of the invention be covered by the claims, which are within the ordinary skill of the art, be within the spirit and scope of the present disclosure.

Claims (5)

1. The train fault on-line monitoring method is characterized by comprising the following steps of:
step 1: a voltage input detection sensor and a voltage output detection sensor are respectively arranged at a voltage input end and an output end of a train traction inverter, a traction inverter input voltage signal V (t) and a traction inverter output voltage signal V' (t) are collected, and a current sensor is arranged on a bus of the train traction inverter to collect a current signal I (t) of a traction power supply system;
step 2: a motor bearing vibration sensor and a temperature sensor are arranged on a train traction motor bearing seat, and a motor bearing vibration signal Z (t) and a temperature signal W (t) are respectively acquired;
step 3: a speed sensor and a gear box vibration detection sensor are arranged on a train wheel set gear box, a power output gear rotating speed signal S (t) is acquired through the speed sensor, and a gear box vibration signal D (t) is acquired through the gear box vibration detection sensor;
step 4: converting an input voltage signal V (t), an output voltage signal V' (t), a current signal I (t), a motor bearing vibration signal Z (t), a temperature signal W (t), a power output gear rotating speed signal S (t) and a gear box vibration signal D (t) into time domain signals through Fourier transformation and correspondingly on the same time axis;
step 5: coupling the sinusoidal components of the time domain signals converted in the step 4, and judging the type of the train fault according to the type of the acquired signals corresponding to the abnormal sinusoidal components when the abnormal sinusoidal components appear;
if only the sine component of the signal acquired by the mechanical part is abnormal in the monitoring process, the fault can be judged to be caused by mechanical reasons, and the mechanical part of the train is correspondingly detected according to the position of the sensor corresponding to the abnormal signal, so that the specific mechanical fault can be judged; however, if the signals collected by the electric part and the mechanical part in the monitoring process are abnormal at the same time, the electric part of the train needs to be detected first, and if the electric part is determined to be abnormal caused by electric faults, the mechanical part does not need to be detected.
2. The on-line train fault monitoring method according to claim 1, wherein the fourier transform of each signal in step 4 is as follows:
the fourier transform of a set of signals, of V (t), V' (t), I (t), Z (t), W (t), S (t), D (t), is represented by x (t), given by:
Figure FDA0004213356660000011
let Γ be a fixed positive real number, N be a fixed positive integer, when ω=kΓ, k=0, 1,2. X (ω) can be calculated using the FFT algorithm,
in a fixed time interval T, T is small enough that the interval nT.ltoreq.t < (n+1) T for each T, the variation in x (T) is small, then the integral can be approximated as:
Figure FDA0004213356660000021
in the case where N is sufficiently large, for all integers n.gtoreq.N, the magnitude |x (nT) | is small, and then the formula (1) becomes:
Figure FDA0004213356660000022
when ω=2pi k/NT, formula (2) becomes:
Figure FDA0004213356660000023
where X [ K ] represents the N-point DFT of the sensor signal X [ N ] =x (nT), and let Γ=2pi/nT, the above formula becomes:
Figure FDA0004213356660000024
first, X [ k ] is calculated by FFT, and then X (kΓ) is calculated when k=0, 1,2.
3. A train fault on-line monitoring system, comprising:
the input voltage sensor is arranged at the voltage input end of the traction inverter of the train and is used for collecting an input voltage signal V (t) of the traction inverter;
the output voltage sensor is arranged at the voltage output end of the traction inverter of the train and is used for collecting an output voltage signal V' (t) of the traction inverter;
the current sensor is arranged on a power supply bus of the train traction inverter and is used for collecting a current signal I (t) of a traction power supply system;
the motor bearing vibration monitoring sensor is used for collecting motor bearing vibration signals Z (t);
the temperature sensor is used for collecting a temperature signal W (t) of the motor bearing;
the speed sensor is arranged in a wheel set gear box of the train and is used for acquiring a power output gear rotating speed signal S (t);
a gearbox vibration monitoring sensor mounted within the wheelset gearbox for monitoring a gearbox vibration signal D (t);
the data conversion module is used for converting an input voltage signal V (t), an output voltage signal V' (t), a current signal I (t), a motor bearing vibration signal Z (t), a temperature signal W (t), a power output gear rotating speed signal S (t) and a gear box vibration signal D (t) into time domain signals through Fourier transformation and correspondingly on the same time axis;
the fault analysis judging module is used for coupling the sinusoidal components of the time domain signals output by the data conversion module, and judging the type of the train fault according to the acquisition signals corresponding to the abnormal sinusoidal components when the abnormal sinusoidal components occur; if only the sine component of the signal acquired by the mechanical part is abnormal in the monitoring process, the fault can be judged to be caused by mechanical reasons, and the mechanical part of the train is correspondingly detected according to the position of the sensor corresponding to the abnormal signal, so that the specific mechanical fault can be judged; however, if the signals collected by the electric part and the mechanical part in the monitoring process are abnormal at the same time, the electric part of the train needs to be detected first, and if the electric part is determined to be abnormal caused by electric faults, the mechanical part does not need to be detected.
4. A train fault on-line monitoring system according to claim 3, wherein: the speed sensor is a non-contact Hall speed sensor, and is arranged on one side of the power output gear of the wheel pair gear box.
5. A train fault on-line monitoring system according to claim 3, wherein: the motor bearing vibration monitoring sensor and the temperature sensor are compound sensors, and the compound sensors are arranged on the traction motor bearing seat and close to the bearing outer ring.
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