CN210478700U - Rail transit infrastructure detection system - Google Patents
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Abstract
The utility model discloses a track traffic infrastructure detecting system, this system includes: the system comprises a positioning synchronization subsystem, and a track geometry detection subsystem, a track outline detection subsystem, a track state detection subsystem, a rail wheel force detection subsystem, a contact net geometry parameter detection subsystem and a pantograph-catenary current collection parameter detection subsystem which are connected with the positioning synchronization subsystem. The utility model discloses infrastructure structural feature and operation mode based on urban rail transit, with a plurality of detection subsystem integrations on urban rail transit circular telegram passenger train, realized urban rail transit infrastructure's multiple synchronous acquisition and the accurate measurement that detects the parameter, improved detection efficiency, reduced urban rail transit operation cost of maintenance, but the wide application is in urban rail transit construction and operation maintenance.
Description
Technical Field
The utility model relates to an urban rail transit technical field especially relates to a rail transit infrastructure detecting system.
Background
Urban rail transit plays more and more important roles in guiding and supporting urban development, meeting the traveling of people, relieving traffic congestion, reducing air pollution and the like, and becomes a preferred public transportation mode for daily traveling of people in large cities. In recent years, urban rail transit in China is rapidly developed, and the safe operation pressure and the challenge of urban rail transit are increasingly increased while the operation mileage and the passenger flow are rapidly increased. The safety assessment before operation and the daily dynamic detection after operation of the track line, the wheel-rail relation, the bow net relation, the communication signal and other major are important for ensuring the safe operation of urban rail transit.
The urban rail transit infrastructure detection method comprises the steps of adding, manually patrolling, detecting trolleys, measuring instrument detection and measurement and the like, and in addition, more and more cities start to use rail detection vehicles, contact net detection vehicles and net rail comprehensive detection vehicles. The prior rail transit has applied professional rail detection vehicles and pantograph-catenary detection vehicles to detect the application states of rails and catenary and guide maintenance work. In order to improve the detection efficiency, in recent years, various subway companies gradually integrate detection functions into one detection vehicle, and although active attempts are made by various subway companies, the detection specialties of the existing professional detection vehicles are relatively independent, and the rail and contact network detection system is simply spliced together by the rail and rail comprehensive detection vehicle, so that the rail and contact network comprehensive detection vehicle lacks space-time synchronization and integrated analysis functions, and has low detection efficiency and few functions.
In view of the above problems, no effective solution has been proposed.
SUMMERY OF THE UTILITY MODEL
The embodiment of the utility model provides a track traffic infrastructure detecting system for it is low to solve current detecting system detection efficiency, detects the technical problem that the function is few. The system comprises:
the system comprises a positioning synchronization subsystem, a track geometry detection subsystem, a track outline detection subsystem, a track state detection subsystem, a rail wheel force detection subsystem, a contact net geometry parameter detection subsystem and a pantograph-catenary current collection parameter detection subsystem, wherein the track geometry detection subsystem, the track outline detection subsystem, the track state detection subsystem, the rail wheel force detection subsystem, the contact net geometry parameter detection subsystem and the pantograph-catenary current collection parameter detection subsystem are communicated with;
the positioning synchronization subsystem includes a synchronization signal generator for generating a synchronization signal, the synchronization signal including at least: time synchronization signal, mileage synchronization signal;
the track geometry detection subsystem comprises: the system comprises a first image acquisition device, a first angular velocity sensor, a second angular velocity sensor, a first acceleration sensor and a second acceleration sensor, wherein the first image acquisition device is connected with a synchronous signal generator respectively, and acquires an image of the top of a rail to be detected based on a synchronous signal; the first angular velocity sensor acquires the roll angular velocity of a detection beam positioned below the detection vehicle based on the synchronous signal; the second angular velocity sensor acquires the head shaking angular velocity of the detection beam positioned below the detection vehicle based on the synchronous signal; the first acceleration sensor acquires the vertical acceleration of a detection beam positioned below the detection vehicle based on the synchronous signal; the second acceleration sensor acquires the transverse acceleration of a detection beam positioned below the detection vehicle based on the synchronous signal;
the track profile detection subsystem includes: the second image acquisition equipment is connected with the synchronous signal generator and used for acquiring an image of the outline of the track to be detected based on the synchronous signal;
the track condition detection subsystem includes: the third image acquisition equipment is connected with the synchronous signal generator and is used for acquiring multi-angle images of the track to be detected based on the synchronous signals;
the rail-wheel force detection subsystem includes: the first pressure sensor is connected with the synchronous signal generator and used for acquiring interaction force between the wheel rails based on the synchronous signals;
the catenary geometric parameter detection subsystem comprises: the laser phase scanner and the vibration sensor are respectively connected with the synchronous signal generator, wherein the laser phase scanner acquires the spatial position of a contact line based on the synchronous signal, and the vibration sensor acquires the vehicle body vibration data of the detection vehicle based on the synchronous signal;
the pantograph-catenary current-collecting parameter detection subsystem comprises a second pressure sensor, a third acceleration sensor and a spark sensor, wherein the second pressure sensor, the third acceleration sensor and the spark sensor are respectively connected with the synchronous signal generator, the second pressure sensor collects contact force between a pantograph and a catenary on the basis of synchronous signals, the third acceleration sensor collects acceleration of the pantograph on the basis of synchronous signals, and the spark sensor collects spark signals of the pantograph-catenary on the basis of synchronous signals.
In the embodiment of the utility model, the positioning synchronization subsystem generates the synchronization signal; the track geometry detection subsystem acquires an image of the top of the track to be detected, the roll angular velocity, the yaw angular velocity, the vertical acceleration and the transverse acceleration of the detection beam based on the synchronous signals; the track outline detection subsystem acquires an image of the outline of the track to be detected based on the synchronous signal; the track state detection subsystem acquires multi-angle images of the track to be detected based on the synchronous signals; the rail wheel force detection subsystem acquires the interaction force between the wheel rails based on the synchronous signals; the geometric parameter detection subsystem of the contact network acquires the space position of a contact line and vehicle body vibration data based on a synchronous signal; bow net current collection parameter detection subsystem is based on contact force between synchronous signal collection pantograph and the contact net, the acceleration of pantograph and the spark signal of bow net, the embodiment of the utility model provides a based on urban rail transit's infrastructure structural feature and operation mode, with a plurality of detection subsystem integrations on urban rail transit circular telegram passenger train, realized urban rail transit infrastructure's multiple synchronous acquisition and the accurate measurement of detecting the parameter, improved detection efficiency, reduced urban rail transit operation cost of maintenance, but wide application is in urban rail transit construction and operation maintenance.
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In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts. In the drawings:
fig. 1 is a schematic diagram of a rail transit infrastructure detection system according to an embodiment of the present invention;
fig. 2 is a schematic view of a B-type vehicle structure of a metro vehicle in the embodiment of the present invention;
fig. 3 is a schematic view of a first inspection vehicle according to an embodiment of the present invention;
fig. 4 is a schematic view of a second inspection vehicle according to an embodiment of the present invention;
fig. 5 is a schematic view of a third inspection vehicle according to an embodiment of the present invention;
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the embodiments of the present invention are described in further detail below with reference to the accompanying drawings. The exemplary embodiments and descriptions of the present invention are provided to explain the present invention, but not to limit the present invention.
Along with the continuous expansion of urban rail transit line scale, develop many specialty joint detection and be the important development direction that urban rail transit infrastructure detected, in order to improve urban rail transit infrastructure detecting system's detection efficiency, strengthen detecting system's detectability, the embodiment of the utility model provides a rail transit infrastructure detecting system is provided, fig. 1 is the embodiment of the utility model provides an in the embodiment of the schematic diagram of rail transit infrastructure detecting system structure, as shown in fig. 1, this system includes:
the system comprises a positioning synchronization subsystem 01, and a track geometry detection subsystem 02, a track outline detection subsystem 03, a track state detection subsystem 04, a rail wheel force detection subsystem 05, a contact net geometry parameter detection subsystem 06 and a pantograph current collection parameter detection subsystem 07 which are communicated with the positioning synchronization subsystem.
In specific implementation, as shown in fig. 2, the urban rail infrastructure inspection vehicle takes a type B subway vehicle as a carrier, and adopts a + Mc-M-Mc + (Mc is a semi-motor vehicle, M is a motor vehicle, and + represents the direction of the vehicle head) 3 inspection vehicle groups, wherein the first inspection vehicle and the third inspection vehicle are semi-motor vehicles, the second inspection vehicle is a motor vehicle, and the highest running speed of the inspection vehicle is 160 km/h. As shown in fig. 3, fig. 4 and fig. 5, a positioning synchronization subsystem 01, a track geometry detection subsystem 02, a track contour detection subsystem 03, a catenary geometry parameter detection subsystem 06, a pantograph current-receiving parameter detection subsystem 07 can be installed on a first detection vehicle, a track state detection subsystem 04 can be installed on a second detection vehicle, a rail wheel force detection subsystem 05 can be installed on a third detection vehicle, the detection vehicle provides an operation space for detection work so as to meet the activity requirement of detection personnel, personnel work is carried out according to the requirement of each professional detection work, and the design of living space is realized.
The positioning synchronization subsystem 01 includes a synchronization signal generator for generating a synchronization signal, the synchronization signal including at least: time synchronization signal, mileage synchronization signal.
In one embodiment, the synchronization signal generator may include: the device comprises a time synchronization generator and a mileage synchronization generator, wherein the time synchronization generator is used for generating a time synchronization signal, and the mileage synchronization generator is used for acquiring a mileage synchronization signal.
During specific implementation, the time synchronization generator and each detection subsystem of the detection vehicle perform real-time synchronization based on a network clock protocol (NTP), so that the time of each detection subsystem of the detection vehicle is synchronized with the time of the time synchronization generator and kept within a higher precision range. The time synchronization generator calibrates the self clock and the satellite time through a built-in satellite clock time service module, and the calibrated time precision can reach 1 us. After the time synchronization generator completes self clock calibration through the satellite clock time service module, the built-in HQ-OCXO crystal oscillator moduleThe calibrated clock always keeps high precision (the aging rate is 1 multiplied by 10)-10Day). The time synchronization generator synchronizes the time of the time synchronization generator with the satellite time, and simultaneously provides synchronous time information based on NTP for each detection subsystem of the detection vehicle, so that the error between the clock of each detection module and the satellite clock is always kept within 10 ms.
The mileage synchronous generator can comprise a radio frequency reader and RFID electronic tags, the radio frequency reader is installed at the bottom and two sides of the vehicle body of the first detection vehicle, the RFID electronic tags are installed in the middle of track plates where a plurality of mileage points are located and are in contact with a net rod or a tunnel wall, 1 piece of RFID electronic tags is installed at each 5-6 km and at long and short chain positions, when the detection vehicle runs to a preset mileage point, the radio frequency reader can automatically identify the tag information of the RFID electronic tags, the current real-time mileage is obtained, and the mileage information is sent to each detection subsystem of the detection vehicle.
In one embodiment, the positioning synchronization subsystem 01 may further include: photoelectric encoder and GNSS antenna, photoelectric encoder installs at first detection vehicle bogie axle box both ends for gather the distance pulse signal who detects the car, the GNSS antenna is installed at the first vertical central line in roof that detects the car, and horizontal installation can receive the GPS positioning signal of USA, Russian's GLONASS positioning signal, and the big dipper positioning signal of china, adopts differential signal to carry out the high accuracy location.
When the detection vehicle is started, the other equipment initializes the mileage information such as the line information, the vehicle head information, the mileage increasing and decreasing information and the like of the detection vehicle, selects an information source of the mileage correction information according to a line, sends the initialized mileage information to each detection subsystem, corrects the mileage information according to the distance pulse signal, the positioning signal and the real-time mileage of the detection vehicle and issues a mileage correction information packet to each detection subsystem of the detection vehicle in a broadcasting mode when the detection vehicle passes through a preset mileage point or the mileage jumps, and finishes the mileage correction after each detection subsystem receives the mileage correction information packet. In the actual communication process, the transmission of the mileage correction information packet has time delay, after each detection subsystem receives the mileage correction information packet, the mileage correction information packet is secondarily corrected according to the time of the detection subsystem, the time in the mileage correction information packet and the mileage information, and the mileage correction information packet after secondary correction can be used as final mileage correction information to correct the mileage information of each detection subsystem.
The track geometry detection subsystem 02 includes: the system comprises a first image acquisition device, a first angular velocity sensor, a second angular velocity sensor, a first acceleration sensor and a second acceleration sensor, wherein the first image acquisition device is connected with a synchronous signal generator respectively, and acquires an image of the top of a rail to be detected based on a synchronous signal; the first angular velocity sensor acquires the roll angular velocity of a detection beam positioned below the detection vehicle based on the synchronous signal; the second angular velocity sensor acquires the head shaking angular velocity of the detection beam positioned below the detection vehicle based on the synchronous signal; the first acceleration sensor acquires the vertical acceleration of a detection beam positioned below the detection vehicle based on the synchronous signal; the second acceleration sensor collects the lateral acceleration of the detection beam below the detection vehicle based on the synchronous signal.
In one embodiment, the first image capturing device includes: the device comprises a camera and a laser, wherein the laser is used for emitting laser, and the camera is used for collecting images of the top of the rail to be measured.
During specific implementation, first image acquisition equipment can be a laser camera, and the laser camera is installed in the detection roof beam both sides of first detection car below, and built-in high-speed camera and the laser instrument of having put, and the laser instrument forms the higher narrow light band of energy at the rail top, and the high-speed camera gathers the orbital image that awaits measuring. The laser camera adopts a size miniaturization design to meet the design of a light detection beam on a B-type vehicle bogie, and adopts a high-resolution and large-view-field high-speed camera aiming at the characteristics of more small radius curves of urban rail traffic and larger displacement of a framework relative to a steel rail, and in order to meet the requirements of real-time acquisition and transmission of left and right rail images, the images are acquired and preprocessed by adopting an FPGA (field programmable gate array) in the high-speed camera. The laser adopts the design that the optical part and the driving power supply are separated, so that the installation volume of the laser in the detection beam can be reduced, and the damage of the driving power supply caused by vibration and temperature can be avoided.
In one embodiment, the first angular velocity sensor and the second angular velocity sensor are mounted in the middle of the detection beam below the detection vehicle.
In one embodiment, the first acceleration sensor and the second acceleration sensor are mounted in the middle of the detection beam below the detection vehicle.
In a specific implementation, the angular velocity sensor may be a gyroscope, the acceleration sensor may be an accelerometer, at least two orthogonal gyroscopes and two orthogonal accelerometers are installed in the middle of the detection beam below the first detection vehicle, the two orthogonal gyroscopes are used for measuring the roll angular velocity (ω x) and the pan angular velocity (ω z) of the detection beam, and the two orthogonal accelerometers are used for measuring the vertical Acceleration (AV) and the lateral Acceleration (AL) of the middle of the detection beam.
And the other equipment processes the image at the top of the rail to be detected and performs coordinate transformation to calculate the displacement of the detection beam relative to the top surfaces of the left and right rails, corrects the vertical acceleration and the transverse acceleration through the roll angular velocity and the yaw angular velocity, respectively establishes the inertial references of left and right height measurement and rail direction measurement, and calculates the geometric parameters such as the rail distance, the rail direction, the height, the level, the triangular pit, the curvature, the curve radius and the like by combining the displacement of the detection beam relative to the top surfaces of the left and right rails. The geometric parameters of the track and the original measurement data can be displayed through a oscillogram, the oscillogram can be browsed, measured, configured and printed, and can also be derived through a txt text format for third-party processing, the data display channel and the proportion of the oscillogram can be adjusted, the oscillogram has a historical data comparison function, two times of detection data of the same line can be compared, and the change of the line can be rapidly found.
The track profile detection subsystem 03 comprises: and the second image acquisition equipment is connected with the synchronous signal generator and is used for acquiring the image of the outline of the track to be detected based on the synchronous signal.
When the system is specifically implemented, the second image acquisition equipment can be installed on a detection beam below the first detection vehicle, a high-speed camera and a laser are arranged in the second image acquisition equipment, the laser emits linear structured light, a light plane is perpendicular to the running direction of a detected track, the structured light irradiates the track to form a track section contour line, the high-speed camera acquires an image containing the track section contour line from a certain angle, the high-speed camera adopts a large-scale parallel computing programmable logic device FPGA to complete image acquisition and preprocessing, the FPGA outputs light spot positions and image gray values exceeding a certain threshold value, and image data of the left track and the right track are acquired and then fused into the number of frame area array cameras.
One other device carries out profile recognition and tracking on image data of a track profile to be detected, determines an interest area for extracting and analyzing the track profile, then extracts a central line of a laser stripe in the interest area for extracting and analyzing the track profile to obtain an image coordinate of the track profile, converts the two-dimensional image coordinate of the extracted central line of the laser stripe into a three-dimensional physical coordinate through coordinate transformation according to a parameter matrix of a high-speed camera calibrated in advance to obtain a three-dimensional profile of the track, respectively extracts arc areas with the curvature radius of 20mm on left and right side rail profiles in the three-dimensional profile through a shape registration method, carries out space registration according to two circle centers fitted by the arc areas as reference points, unifies the actually measured three-dimensional profile of the track and the profile of a standard track under the same space coordinate system for matching, and calculates the Euclidean distance between each point on the track profile to be detected and a matching point on the corresponding standard track, and obtaining the abrasion value of each point on the track profile.
The track condition detection subsystem 04 includes: and the third image acquisition equipment is connected with the synchronous signal generator and is used for acquiring multi-angle images of the track to be detected based on the synchronous signals.
When the system is specifically implemented, the third image acquisition equipment is installed below the second detection vehicle, and the system can comprise an integrated linear array image acquisition machine and an integrated laser light source imaging component, wherein the integrated linear array image acquisition machine is a highly integrated image acquisition system, a standard 6U rack type structure is adopted, the system has the functions of multi-camera acquisition synchronous control, high-speed image encoding and decoding, high-definition line scanning camera component acquisition control, full-system power-off protection, mileage synchronization and the like, the integrated laser light source imaging component is image acquisition equipment integrating a linear array camera and a laser light source, a circuit board is used inside the component to control a laser light source, high integration of the infrared laser light source module and the high-definition line scanning camera module is realized, high-definition imaging in a high-speed running state can be realized, and the characteristic of sunlight interference can be effectively.
One other device generates a track defect identification model through a machine vision and deep learning method, automatically identifies typical defects of track facilities in an image, the defects mainly comprise track fastener abnormity and steel rail surface defects, the track fastener abnormity can be intelligently classified and identified, and the track fastener abnormity comprises: the detection rate is greater than or equal to 80%, the surface defects of the steel rail with the size of greater than or equal to 15mm multiplied by 15mm can be intelligently identified, the detection rate is greater than or equal to 80%, and the detection precision (image resolution) is less than 2 mm.
The rail-wheel force detection subsystem 05 includes: and the first pressure sensor is connected with the synchronous signal generator and used for acquiring the interaction force between the wheel rails based on the synchronous signal.
In one embodiment, the first pressure sensor is mounted on a wheel of the test vehicle.
In specific implementation, the first pressure sensor is mounted on a wheel of the third detection vehicle, and may include a bridge and a slip ring device, and a bridge signal of the load cell wheel set is transmitted during rotation of the wheel set by the slip ring device mounted at an axial end of the load cell wheel set.
Firstly, analyzing the stress distribution of a wheel pair spoke plate by adopting a physical test method, continuously measuring the vertical force and the transverse force of the interaction between the wheel and the rail, loading the vertical force (the loading position of the vertical force is the top of a wheel rim, a rolling circle and the outward displacement of the rolling circle is 30mm) on a force measuring wheel pair calibration test bed and testing the stress distribution condition of the wheel pair by sticking a strain gauge in the diameter direction of the wheel spoke plate through the physical test of the stress distribution, wherein the stress of the wheel spoke plate under the vertical and transverse unit loads is periodically changed along with the rotation angle of the wheel, and the stress change under the vertical and transverse loads is in an even-symmetric relation. Web stress variation versus lateral load along the wheel radiusThe response of (2) is most sensitive and furthermore, the lateral position change of the contact point has a large influence on the node stress change response and should therefore be eliminated when the load wheel is designed for the bridge. And then, according to the wheel stress distribution test result, carrying out continuous measurement on the force measuring wheel pair by adopting a single-period double-bridge sine and cosine synthesis method. The two sensitivity coefficients form a bridge with sine and cosine relations to measure the acting force in the same direction, the wheel rotates for a circle, and the output sensitivity change of the bridge correspondingly forms a complete sine (cosine) period. And performing square sum and square evolution processing on the sine and cosine signals to obtain real vertical force and real transverse force of interaction between the wheel and the rail. Whether vertical or horizontal, the operation relation (ASinX) of sine and cosine functions is used2+(ACosX)2＝A2The signal superposition synthesis is carried out (A is vertical force or transverse force, X is wheel rotation angle), and the vertical force bridge and the transverse force bridge are both in sine and cosine relationship, so that the main output and the crosstalk output are in constant proportion at any angle position, and therefore, the crosstalk component can be eliminated through a decoupling equation, and the effective data of the wheel-track force can be solved. In this scheme, the stress distribution characteristics of the spokes need to be obtained through precise measurement or calculation analysis, so as to design the number of the strain gauges in the bridge and the distribution mode of the strain gauges. During the design of the measuring bridges, a limit fluctuation is given for each bridge for controlling the proximity to the sinusoidal waveform. The vertical force bridge and the transverse force bridge are designed by adopting a single-period double-bridge sine and cosine synthesis method, and according to the optimal result of the bridges, the vertical force bridge and the transverse force bridge are symmetrically distributed on the spoke plate surface of the vehicle wheel, two groups of four bridges are provided, and the error of the analog output of the bridges deviating from the sine and cosine function is controlled to be below 2%.
The catenary geometric parameter detection subsystem 06 comprises: the laser phase scanner and the vibration sensor are respectively connected with the synchronous signal generator, wherein the laser phase scanner acquires the space position of the contact line based on the synchronous signal, and the vibration sensor acquires the vehicle body vibration data of the detection vehicle based on the synchronous signal.
In one embodiment, the laser phase scanner is mounted on the roof of the inspection vehicle.
In one embodiment, the vibration sensor is mounted to the underside of the test vehicle.
During specific implementation, the laser scanner is installed on the roof of the first detection vehicle and used as front-end data signal source acquisition equipment, and information acquisition work of the spatial position of the contact line is completed by taking the roof installation platform as a reference. The vibration sensor can be a vehicle body vibration compensator, is arranged under the first detection vehicle, adopts a string pulling displacement compensation device to compensate the vibration displacement of the vehicle body, and can measure the transverse and vertical displacement of the vehicle body relative to the rail plane by the compensation device arranged at the lower part of the vehicle body.
One other device obtains a contact line pull-out value and a contact line height based on the track plane based on the contact line spatial position and the vehicle body vibration data. The distance pulse signal of the detection vehicle, the contact line pull-out value and the contact line height detection data can be synthesized, and finally, the detection data record with the speed and kilometer marks is output in real time and stored in a file form.
The pantograph-catenary current collection parameter detection subsystem 07 is characterized by comprising a second pressure sensor, a third acceleration sensor and a spark sensor, wherein the second pressure sensor, the third acceleration sensor and the spark sensor are respectively connected with the synchronous signal generator, the second pressure sensor collects contact force between a pantograph and a catenary on the basis of synchronous signals, the third acceleration sensor collects acceleration of the pantograph on the basis of synchronous signals, and the spark sensor collects spark signals of the pantograph-catenary on the basis of synchronous signals.
In one embodiment, the second pressure sensor and the third acceleration sensor are mounted on the high-voltage side of the pantograph above the inspection vehicle.
In one embodiment, the spark sensor is mounted on the low pressure side of the test vehicle roof.
When the pressure sensor is developed, four same pressure sensing resistors are manufactured on the silicon elastic diaphragm in a determined crystal direction by using a semiconductor device manufacturing technology and are connected into a full-arm bridge to be connected with an external power supply. The compensation acceleration sensor is processed by adopting a piezoelectric material, a packaging shell is processed on a high-precision numerical control machine tool by adopting a high-strength titanium alloy material, and the pressure sensor and the acceleration sensor are packaged into a rigid body. The bow net pressure sensor has the advantages of being good in dynamic response characteristic, high in precision, good in linearity, large in output signal, strong in overload capacity, anti-electromagnetic interference, high in resonant frequency and the like, meets the bow net contact force detection requirement, carries out rigid synthesis on the pressure sensor and the compensation acceleration sensor, adopts titanium alloy materials to carry out waterproof sealing packaging, has high-strength mechanical performance, and can shield external strong electromagnetic field interference.
The third acceleration sensor can be hard point sensor, and hard point sensor installs the pantograph high-voltage side in first detection car top, measures the shock acceleration that receives when the pantograph moves through the accelerometer at pantograph slide bottom surface installation, and this acceleration has two directions: the horizontal and vertical accelerations are generally used to evaluate the safety of pantograph operation and the smoothness of the contact line. The influence of the acceleration on the current receiving state of the pantograph-catenary is the irregularity of a contact line, if the contact line is hard bent, the bottom surface is distorted, a positioner is adjusted, the gradient of the contact line exceeds the standard, the contact line switching point of an anchor section joint and the like exist, the impact acceleration is generated on the pantograph-catenary slide plate, and the phenomena of continuous arcing and the peak value change of the pantograph-catenary contact force are reflected on the performance of the pantograph-catenary. The acceleration value is the impact acceleration value received by the pantograph slide plate in the operation process, and the analysis frequency is generally higher. The accelerometer selected by the hard spot sensor has strong overload capacity, the maximum overload capacity is 3000g, the output signal is high, generally voltage level, the anti-interference capacity is strong, and the installation is easy.
The spark sensor is arranged on the low-voltage side of the roof of the first detection vehicle, an ultraviolet photoelectric tube is used as a basic sensor, the detection spectral range of the sensor is 190nm-280nm, and the peak wave spectrum is 220 nm. The sensor adopts a side window type light inlet, the light window material is ultraviolet transmitting glass, the working voltage of the device is DC300V, and the reaction time requirement is less than 100 mus. The sensor is arranged at the position of the opening direction of the pantograph at the roof, is 370mm away from the longitudinal axis of the train in the running direction and is 1290mm away from the center position of the head of the pantograph. The size of the installation position is a rectangle of 300mm multiplied by 150mm, and the vertical distance between the sensor and the pantograph head under the normal working state is 1200 mm. The sensor fixing plate is fixed with the mounting position of the car roof by bolts, and the sensor is fixed with the fixing plate by bolts. The whole rotary hole adjustable mode is adopted, and the angle correction of the sensor is guaranteed.
One other equipment confirms bow net current collection parameter according to contact force between pantograph and the contact net, the acceleration of pantograph, spark signal, and the bow net current collection parameter includes: maximum value of bow net contact force, minimum value of bow net contact force, average value of vertical acceleration, bow net arcing frequency and bow net arcing rate.
In one embodiment, the bow net current collection parameter detection subsystem 07 may further include:
and the isolation transformer is respectively connected with the second pressure sensor and the third acceleration sensor and is used for converting low-voltage electric energy in the detection vehicle into high-voltage electric energy and supplying electric energy to the second pressure sensor and the third acceleration sensor.
In specific implementation, limited by the roof power supply mode of the urban rail detection vehicle, a method for supplying power to high-voltage equipment by acquiring electric energy on a guide line of the detection vehicle by using an alternating current transducer on a traditional rail detection vehicle cannot be adopted. Because the voltage grade of the urban rail detection vehicle is low, the size and the weight of a transformer can be well controlled when the isolation transformer is used for carrying out a method for transmitting electric quantity from low voltage to high voltage. The method for supplying power to the high-voltage equipment by adopting the isolation transformer is not influenced by the outage of a contact network in the phase passing process, can ensure the continuous and reliable power supply of the detection system, and can effectively ensure the electrical safety of car roof overhaul testers due to the low power supply voltage of the system. The isolation transformer adopts the structural design of full shielding and uniform field intensity, ensures the capability of tolerating overvoltage, reduces the level of apparent partial discharge to the maximum extent, can control the level of partial discharge below 5pC, and calculates that the short-circuit current density delta is 5.936A/mm2Is far less than that adopted180A/mm of T2 copper wire2The safety margin of the short-circuit current density is very large. In the technology of inhibiting temperature rise, the nano magnetic conductive material is adopted as the iron core, and the zero load loss is extremely low. In the anti-cracking technology, the power supply isolation transformer is vacuum cast by HCEP epoxy resin, and all structural members encapsulated by the epoxy resin are provided with buffer layers made of high-quality elastic materials on the surface layers combined with the resin, so as to absorb internal stress. Since the internal stresses are absorbed by the buffer layer, there is no risk of cracking of the cast body.
In one embodiment, the bow net current collection parameter detection subsystem 07 may further include:
and the high-voltage signal transmission equipment is respectively connected with the second pressure sensor and the third acceleration sensor and is used for transmitting data acquired by the second pressure sensor and the third acceleration sensor based on optical fibers.
In specific implementation, because the pressure sensor and the hard spot sensor on the high-voltage side work in a voltage environment of 1.5kV, if the collected electric signals are directly transmitted from the high-voltage side to the in-vehicle equipment on the low-voltage side, accidents such as short circuit on the high-voltage side and the low-voltage side can be caused, and therefore, the high-voltage side signals need to be transmitted by adopting a high-voltage and low-voltage isolation transmission technology. Based on the optical fiber transmission high-voltage side signal, the signal transmission equipment mainly amplifies, shapes, converts V/F and converts optical signals of analog electric signals collected by a pressure sensor and a hard point sensor on the high-voltage side, and meanwhile, the signal transmission equipment also comprises a power supply filtering processing module, a remote control switch module and the like, and a high-voltage side signal wireless transmission module is reserved. The signal transmission equipment can simultaneously transmit 8 paths of signals, the sampling frequency is greater than 5kHz, in addition, in the aspect of avoiding electrostatic discharge (ESD), the signal transmission equipment enables an external electrostatic field not to directly contact and discharge or indirectly discharge air to the equipment by methods of increasing an electrical gap, a creeping distance and the like, and static electricity cannot enter the equipment through shielding of the all-metal sealing case and the EMC cage; in the aspect of shielding radiation interference, plate-level radiation interference suppression is performed, and the radiation interference influence of equipment is reduced by adopting an all-metal shell, a metal aviation plug and a metal optical fiber coupling plug; in the aspect of a coupling approach, transient interference absorption devices are connected to an input/output part of an equipment power module and a signal input part of each signal conditioning circuit board so as to transfer or absorb interference energy beyond a bearing range, board-level protection of the equipment is used as the last fine protection, and each signal conditioning board is provided with a low-pass filter to inhibit interference influence.
In specific implementation, in order to detect the radio-magnetic environment, the wireless field intensity coverage and the network service quality of the rail transit infrastructure detection system, in one embodiment, the rail transit infrastructure detection system may further include a communication detection subsystem, the communication detection subsystem includes a communication antenna and may be installed on a second detection vehicle, and in order to ensure the universality of the communication detection subsystem on different urban rail transit lines, a mode of installing the communication antenna on both sides of the vehicle roof and the vehicle body is adopted.
To sum up, in the embodiment of the present invention, the positioning synchronization subsystem generates a synchronization signal; the track geometry detection subsystem acquires an image of the top of the track to be detected, the roll angular velocity, the yaw angular velocity, the vertical acceleration and the transverse acceleration of the detection beam based on the synchronous signals; the track outline detection subsystem acquires an image of the outline of the track to be detected based on the synchronous signal; the track state detection subsystem acquires multi-angle images of the track to be detected based on the synchronous signals; the rail wheel force detection subsystem acquires the interaction force between the wheel rails based on the synchronous signals; the geometric parameter detection subsystem of the contact network acquires the space position of a contact line and vehicle body vibration data based on a synchronous signal; bow net current collection parameter detection subsystem is based on contact force between synchronous signal collection pantograph and the contact net, the acceleration of pantograph and the spark signal of bow net, the embodiment of the utility model provides a based on urban rail transit's infrastructure structural feature and operation mode, with a plurality of detection subsystem integrations on urban rail transit circular telegram passenger train, realized urban rail transit infrastructure's multiple synchronous acquisition and the accurate measurement of detecting the parameter, improved detection efficiency, reduced urban rail transit operation cost of maintenance, but wide application is in urban rail transit construction and operation maintenance.
The above-mentioned embodiments, further detailed description of the objects, technical solutions and advantages of the present invention, it should be understood that the above-mentioned embodiments are only specific embodiments of the present invention, and are not intended to limit the scope of the present invention, and any modifications, equivalent substitutions, improvements and the like made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (12)
1. A rail transit infrastructure detection system, comprising: the system comprises a positioning synchronization subsystem, and a track geometry detection subsystem, a track outline detection subsystem, a track state detection subsystem, a rail wheel force detection subsystem, a contact net geometry parameter detection subsystem and a pantograph-catenary current collection parameter detection subsystem which are communicated with the positioning synchronization subsystem;
the positioning synchronization subsystem comprises a synchronization signal generator for generating a synchronization signal, the synchronization signal comprising at least: time synchronization signal, mileage synchronization signal;
the track geometry detection subsystem comprises: the first image acquisition equipment, the first angular velocity sensor, the second angular velocity sensor, the first acceleration sensor and the second acceleration sensor are respectively connected with the synchronous signal generator, wherein the first image acquisition equipment acquires an image of the top of the rail to be detected based on the synchronous signals; the first angular velocity sensor acquires the roll angular velocity of a detection beam positioned below the detection vehicle based on the synchronous signal; the second angular velocity sensor acquires the head shaking angular velocity of the detection beam positioned below the detection vehicle based on the synchronous signal; the first acceleration sensor acquires the vertical acceleration of a detection beam positioned below the detection vehicle based on the synchronous signal; the second acceleration sensor acquires the transverse acceleration of a detection beam positioned below the detection vehicle based on the synchronous signal;
the track profile detection subsystem comprises: the second image acquisition equipment is connected with the synchronous signal generator and is used for acquiring an image of the outline of the track to be detected based on the synchronous signal;
the track condition detection subsystem includes: the third image acquisition equipment is connected with the synchronous signal generator and is used for acquiring multi-angle images of the track to be detected based on the synchronous signals;
the rail-wheel force detection subsystem comprises: the first pressure sensor is connected with the synchronous signal generator and used for acquiring interaction force between the wheel rails based on the synchronous signals;
the catenary geometric parameter detection subsystem comprises: the laser phase scanner and the vibration sensor are respectively connected with the synchronous signal generator, wherein the laser phase scanner acquires the spatial position of a contact line based on a synchronous signal, and the vibration sensor acquires the vehicle body vibration data of the detection vehicle based on the synchronous signal;
the pantograph-catenary current collection parameter detection subsystem comprises a second pressure sensor, a third acceleration sensor and a spark sensor, wherein the second pressure sensor, the third acceleration sensor and the spark sensor are respectively connected with the synchronous signal generator, the second pressure sensor collects contact force between a pantograph and a contact net based on synchronous signals, the third acceleration sensor collects acceleration of the pantograph based on the synchronous signals, and the spark sensor collects spark signals of the pantograph-catenary based on the synchronous signals.
2. The system of claim 1, wherein the synchronization signal generator comprises: the system comprises a time synchronization generator and a mileage synchronization generator, wherein the time synchronization generator is used for generating a time synchronization signal, and the mileage synchronization generator is used for collecting mileage information and generating a mileage synchronization signal according to the mileage information.
3. The system of claim 1, wherein the first image acquisition device comprises: the device comprises a camera and a laser, wherein the laser is used for emitting laser, and the camera is used for collecting images of the top of the rail to be measured.
4. The system of claim 1, wherein the first and second angular velocity sensors are installed in a middle portion of the sensing beam under the sensing car.
5. The system of claim 1, wherein the first acceleration sensor and the second acceleration sensor are mounted in a middle portion of the inspection beam below the inspection vehicle.
6. The system of claim 1, wherein the first pressure sensor is mounted on a wheel of the test vehicle.
7. The system of claim 1, wherein the laser phase scanner is mounted on a roof of the inspection vehicle.
8. The system of claim 1, wherein the vibration sensor is mounted to the underside of the test vehicle.
9. The system of claim 1, wherein the second pressure sensor and the third acceleration sensor are mounted on a high voltage side of a pantograph above a test vehicle.
10. The system of claim 1, wherein the spark sensor is mounted to detect a low pressure side of a vehicle roof.
11. The system of claim 1, wherein the bow net current collection parameter detection subsystem further comprises:
and the isolation transformer is respectively connected with the second pressure sensor and the third acceleration sensor and is used for converting low-voltage electric energy in the detection vehicle into high-voltage electric energy and supplying electric energy to the second pressure sensor and the third acceleration sensor.
12. The system of claim 1, wherein the bow net current collection parameter detection subsystem further comprises:
and the high-voltage signal transmission equipment is respectively connected with the second pressure sensor and the third acceleration sensor and is used for transmitting data acquired by the second pressure sensor and the third acceleration sensor based on optical fibers.
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