CN208736686U - ATO performance test system for train acceleration and braking based on NVH - Google Patents

Abstract

The utility model relates to an NVH-based train acceleration and braking stage ATO performance testing system. The system comprises a distributed data acquisition sub-station and a data aggregation and processing center. The distributed data acquisition sub-station comprises sequentially connected sub-stations. Various sensors, data acquisition cards and controllers, the data aggregation processing center includes a multi-channel switch and a server station host, the controller and the server station host are respectively attached to the multi-channel switch, and the distributed Data collection sub-stations are distributed in each carriage of the train. Compared with the prior art, the utility model has the advantages of multi-channel, large data collection capability and the like.

Description

ATO performance test system for train acceleration and braking based on NVH

technical field

The utility model relates to the technical field of urban rail transit, in particular to an ATO performance testing system based on NVH (abbreviation for Noise, Vibration, Harshness) in train acceleration and braking stages.

Background technique

ATO (Automatic Train Operation, ATO for short) controls the train to travel along the set speed-displacement curve, and controls the acceleration and deceleration of the vehicle body; due to the existence of inertia, the passengers in the carriage will tilt forward and backward Upward movement (commonly known as the nodding movement), the standing is unstable, which seriously affects the riding comfort of passengers. In order to evaluate the performance of the ATO system in the acceleration and braking phases and to provide a basis for optimizing the ATO control, it is necessary to propose an objective method for evaluating ride comfort.

After searching, the Chinese Patent Publication No. CN107860594A discloses a method for determining the comfort level of high-speed train passengers. First, the 27-DOF vibration model of the high-speed train and the vertical 9-DOF model of the human body are established; then, the track irregularity signal is used as the input excitation to load the train vibration model, and the vibration acceleration response at the measuring point is obtained; then the vibration acceleration response signal The vertical vibration model of the human body is input as the input excitation, and the simulation is carried out to obtain the vibration acceleration response and vibration degree response of the human body at the measuring point. Finally, the simulation results are analyzed to evaluate the ride comfort. However, the utility model requires complex parameter identification to establish a sufficiently accurate multi-degree-of-freedom model, which is difficult to achieve in practical applications; the track irregularity will affect the vertical vibration response, but the acceleration and deceleration of the train must also be considered, which leads to the traveling direction of the train. (i.e. longitudinal) vibration response; in addition, the detection of vibration signals only does not take into account another important factor affecting ride comfort - noise, so ride comfort cannot be fully assessed.

Utility model content

The purpose of the present utility model is to provide an NVH-based ATO performance testing system for train acceleration and braking stages in order to overcome the above-mentioned defects in the prior art.

The purpose of the present utility model can be achieved through the following technical solutions:

An NVH-based train acceleration and braking stage ATO performance testing system, the system includes a distributed data acquisition sub-station and a data aggregation processing center, the distributed data acquisition sub-station includes various sensors connected in sequence, A data acquisition card and a controller, the data aggregation processing center includes a multi-channel switch and a server station host, the controller and the server station host are respectively attached to the multi-channel switch, and the distributed data acquisition substation Distributed in each compartment of the train.

Preferably, the various types of sensors include acceleration sensors and audio sensors;

The acceleration sensor includes a three-axis acceleration sensor and a one-way acceleration sensor, the one-way acceleration sensor is set at the excitation source position, and the three-way acceleration sensor is set in the interior of the vehicle to obtain the excitation response.

Preferably, the distributed data acquisition sub-station further includes a connector adapter board, the controller is a PXI controller, the data acquisition card is a PXI data acquisition card, and the PXI controller is a PXI data acquisition card. The bus is connected with a PXI data acquisition card, and the PXI data acquisition card is connected with various sensors through a connector adapter board.

Preferably, the data aggregation processing center further includes a power supply module, a remote power supply enabling module, a clock server and a KVM, and the power supply module is respectively connected with the multi-channel switch, the server station host, the clock server and the KVM. The clock server and KVM are respectively connected with the server station host;

One end of the multi-channel switch is connected to the server station host, and the other optoelectronic interfaces are connected to all distributed data acquisition sub-stations, and the data published by all distributed data acquisition sub-stations are aggregated to the server station host through the multi-channel switch.

Preferably, the multi-channel switch is a multi-channel multi-mode switch that supports 100M and Gigabit Ethernet, supports more than 20 channels of access, and supports optical and electrical interfaces.

Preferably, the server station host is a workstation-level host, and the KVM includes a keyboard, a mouse and a display.

Compared with the prior art, the utility model has the following advantages:

1. The sensor network of the present invention collects such signals through acceleration sensors to extract vibration characteristics, and also collects such signals through audio sensors to extract noise characteristics, and measures the comfort of train operation from multiple dimensions.

2. The power supply module of the present invention can obtain electric energy from the main power supply system of the train nearby; in order to reduce the influence of unstable power supply on the train on the data acquisition system, an uninterruptible power supply is equipped.

3. The clock server of the utility model supports GPS, Beidou or IRIG timing, which provides precise time for the server of the server station, and the server station synchronizes the local time to each data acquisition sub-station, thereby achieving the time synchronization of each distributed acquisition sub-station. Effect.

4. The sensor network of the present invention is spread all over the interior and exterior of the vehicle, and can obtain the original signal in a large scale and at a high sampling rate.

Description of drawings

Fig. 1 is the structure topology diagram of the NVH evaluation system of the present invention;

FIG. 2 is a schematic diagram of the arrangement of the evaluation system of the present invention.

Among them, 1 is the distributed data acquisition sub-station, and 2 is the data aggregation processing center;

11 is PXI controller, 12 is PXI acquisition card, 13 is various sensors, 131 is acceleration sensor, 132 is audio sensor, 21 is server station host, 22 is multi-channel switch, 23 is power supply module, 24 is clock server, 25 is KVM.

Detailed ways

The technical solutions in the embodiments of the present invention will be clearly and completely described below. Obviously, the described embodiments are part of the embodiments of the present invention, but not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative work shall fall within the protection scope of the present invention.

As shown in Figures 1 and 2, an NVH-based ATO performance testing system for train acceleration and braking stages takes the NVH parameters of urban rail trains as the basis for ATO performance evaluation, and the system includes a distributed data acquisition sub-station 1 and a data aggregation processing center 2, the distributed data acquisition sub-station 1 includes various types of sensors 13, data acquisition cards and controllers connected in sequence, the data aggregation processing center 2 includes a multi-channel switch 22 and a server station host 21. The controller and the server station host are respectively attached to the multi-channel switch, and the distributed data acquisition sub-stations are distributed in each carriage of the train, and the collected acceleration and audio signals are sent to the server station host, The host of the server station analyzes and processes the received data to obtain the ride comfort.

The various types of sensors 13 include an acceleration sensor 131 and an audio sensor 132. The acceleration sensor collects acceleration signals to extract vibration characteristics, and the audio sensor collects audio signals to extract noise characteristics. The vibration characteristics are synthesized. and noise characteristics to obtain the NVH parameters of the train; the acceleration sensor 131 includes a three-axis acceleration sensor and a one-way acceleration sensor, the one-way acceleration sensor is located at the excitation source position, and the three-way acceleration sensor is located at The interior of the car gets the stimulus response.

The distributed data acquisition sub-station 1 also includes a connector adapter board 15, the controller is a PXI controller 11, the data acquisition card is a PXI data acquisition card 12, and the PXI controller 11 The PXI data acquisition card 12 is connected to the PXI data acquisition card 12 through the PXI bus 14, and the PXI data acquisition card 12 is connected to various sensors 13 through the connector adapter board 15;

The PXI controller runs a real-time operating system to meet the requirements of a large number of data acquisition and processing; the programs running on the PXI controller include data flow management, filtering, engineering quantity conversion, and fast Fourier transform modules, which can be used to calculate all channel signals. eigenvalues.

The data aggregation processing center 2 also includes a power supply module 23, a remote power supply enabling module, a clock server 24 and a KVM 25, and the power supply module 23 is respectively connected with the multi-channel switch 22, the server station host 21, the clock server 24 and the KVM 25. , the clock server 24 and the KVM 25 are respectively connected with the server station host;

The power supply module can obtain electric energy from the train power supply system nearby to ensure the normal operation of the server station host, and is equipped with an uninterruptible power supply to reduce the influence of the unstable power supply on the train on the device; the remote power supply enabling module enables The operator can turn on or off the power supply of the distributed data acquisition sub-stations in the cab; the clock server supports GPS or Beidou timing, and can provide accurate time for the server station host; the server station host synchronizes the local time to each station. Distributed data acquisition sub-stations, so as to achieve the effect of time synchronization of each distributed data acquisition sub-station;

The multi-channel switch 22 is connected to the server station host at one end, and the other optoelectronic interfaces are connected to all distributed data acquisition sub-stations, and the data released by all distributed data acquisition sub-stations are aggregated to the server station host through the multi-channel switch; The control instructions of the program are also sent to each distributed data acquisition sub-station through the multi-channel switch.

The multi-channel switch 22 is a multi-channel multi-mode switch, supports 100M and Gigabit Ethernet, supports more than 20 channels of access, and supports optical and electrical interfaces.

The server station host 21 is a workstation-level host, the KVM includes a keyboard, a mouse and a display, and the KVM is connected to the server station host and can access the resources of the server.

Ride comfort index calculated based on NVH:

Ride comfort is determined by both vibration and noise, and may be recorded as vibration comfort and noise comfort respectively.

The vibration comfort reference standard "UIC 513-1994 Evaluation of Riding Comfort of Railway Vehicles" is calculated (when there are more than two frequency components in the vibration response of the same measuring point):

in,

Here W is the synthetic vibration stability index, A _i is the vibration acceleration amplitude when the frequency is f _i after the vibration waveform is subjected to spectrum analysis.

The noise comfort level is calculated according to the reference standard "GB T 3449-2011 Acoustic Rail Vehicle Interior Noise Vehicles". Considering that the noise in the cabin is undulating and discontinuous noise, the noise energy average method is used to evaluate the impact of noise on people, that is, the equivalent continuous (A-weighted) sound level, which is expressed by L _Aeq :

Among them, P _A (t) represents the instantaneous A-weighted sound pressure; P ₀ is the reference sound pressure. L _Aeq directly describes noise comfort.

As shown in Figure 1 and Figure 2, each of the sensors described includes an acceleration sensor array and an audio sensor array; the analog signal collected by the sensor network in a single car enters the front end of the data acquisition board through the analog signal conditioning circuit, and is converted by AD into The digital signal is acquired by the high-performance rugged controller, and after calculation and conversion, it is released through the Ethernet; similarly, the acceleration and audio analog signals collected in other cars are filtered, AD converted, calculated and released through the Ethernet. Each distributed data acquisition substation is attached to the multi-channel switch, and the #9 server station host is also attached to the multi-channel switch, so that the server station host can access the content published by all the data substations, and can also send data to each substation through the switch. A sub-station issues control commands. The clock server provides timing pulses for the server station host and then synchronizes the time of all distributed substations.

For the project example, the system needs to be equipped with at least 1 workstation-level host, 1 clock server, 1 high-performance switch, 8 distributed data acquisition sub-stations (for the 8-section marshalling of A-type vehicles), laying optical fibers or super five A twisted pair shielded network cable is used to build an Ethernet network path, several acceleration sensors and audio sensors.

The system is equipped with strain sensors and displacement sensors to provide a basis for locating noise and vibration sources; the system is equipped with GPS or Beidou modules to obtain coordinate information and draw the speed-displacement curve of train operation; the system's train comfort index calculation also supports GB 5599-85 standard.

The spectral characteristics of the noise and vibration signals of a mechanical system are determined by the characteristics of the excitation and the inherent characteristics of the system itself. Therefore, the noise signal and vibration signal generated by the mechanical system contain both the dynamic characteristics of the excitation and the inherent characteristics of the system. The utility model can also use the frequency spectrum characteristics of noise and vibration signals to diagnose the cause of abnormal vibration and noise of the train.

The above are only specific embodiments of the present invention, but the protection scope of the present invention is not limited to this. Equivalent modifications or replacements should be included within the protection scope of the present invention. Therefore, the protection scope of the present invention should be subject to the protection scope of the claims.

Claims (6)

1. The system is characterized by comprising a distributed data acquisition substation and a data collection processing center, wherein the distributed data acquisition substation comprises various sensors, a data acquisition card and a controller which are sequentially connected, the data collection processing center comprises a multi-channel switch and a server station host, the controller and the server station host are respectively connected to the multi-channel switch in a hanging manner, and the distributed data acquisition substation is distributed in each carriage of the train.

2. The system for testing ATO performance of train in acceleration and braking stage based on NVH of claim 1, wherein said various sensors include acceleration sensor and audio sensor;

the acceleration sensor comprises a triaxial acceleration sensor and a one-way acceleration sensor, the one-way acceleration sensor is arranged at the position of an excitation source, and the triaxial acceleration sensor is arranged in the carriage to obtain excitation response.

3. The system for testing ATO performance of train in acceleration and braking phase based on NVH of claim 1, wherein said distributed data acquisition substation further comprises a connector adapter plate, said controller is a PXI controller, said data acquisition card is a PXI data acquisition card, said PXI controller is connected with the PXI data acquisition card through PXI bus, said PXI data acquisition card is connected with various sensors through the connector adapter plate.

4. The system for testing ATO performance of train in acceleration and braking stage based on NVH of claim 1, wherein said data summarization processing center further comprises a power supply module, a remote power supply enabling module, a clock server and a KVM, said power supply module is respectively connected with a multi-channel switch, a server station host, a clock server and a KVM, said clock server and a KVM are respectively connected with the server station host;

one end of the multi-channel switch is connected with the server station host, other photoelectric interfaces are connected with all the distributed data acquisition substations, and data issued by all the distributed data acquisition substations are gathered to the server station host through the multi-channel switch.

5. The system for testing ATO performance of train in acceleration and braking phase based on NVH as claimed in claim 4, wherein said multi-channel switch is a multi-channel multi-mode switch supporting hundreds and thousands of mega Ethernet, supporting more than 20 channels of access, and supporting optical-electrical interface.

6. The system according to claim 4, wherein the server station host is a workstation level host, and the KVM comprises a keyboard, a mouse and a display.