CN214728845U - Rail engineering vehicle operation safety monitoring system - Google Patents
Rail engineering vehicle operation safety monitoring system Download PDFInfo
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- CN214728845U CN214728845U CN202120466771.5U CN202120466771U CN214728845U CN 214728845 U CN214728845 U CN 214728845U CN 202120466771 U CN202120466771 U CN 202120466771U CN 214728845 U CN214728845 U CN 214728845U
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Abstract
The monitoring unit is fixed at the monitoring position in a running and transmission system of the rail engineering vehicle and transmits the processed monitoring information to a vehicle-mounted display unit of the rail engineering vehicle for display through the signal acquisition and processing unit. The utility model discloses an install the monitoring unit and walk the line in track engineering vehicle, on the monitoring position of each key part among the transmission system, and feedback to on-vehicle display element shows after carrying out real-time processing with the signal of monitoring unit feedback through signal acquisition and processing unit, realize that track engineering vehicle walks the line, the monitoring early warning of each key part among the transmission system, failure diagnosis, the life-span prediction, big data analysis and intelligent maintenance function such as, reach the full life cycle health management to track engineering vehicle, guarantee driving safety, reduce the operation maintenance cost.
Description
Technical Field
The utility model belongs to the technical field of power transmission system operation safety monitoring, concretely relates to track engineering vehicle operation safety monitoring system.
Background
With the rapid development of the rail transit industry in recent years, rail engineering vehicles have the application characteristics of high density, high frequency, high bearing capacity and the like, and a series of vehicle component failure problems are caused. Although our country has started the research on train safety monitoring from the last 90 s and has achieved certain achievements in various host plants and related research institutes and colleges in terms of components and system health management technologies for rail vehicles, such as braking, traction, pantograph, wheel rail, motor and the like, the existing research and application generally lacks a safety monitoring and intelligent maintenance system for a running gear, and mainly has the following defects: (1) the running part transmission system is a service life limiting key part of a railway vehicle, large-scale accidents are easy to happen, factors such as working conditions, environments and the like are comprehensively considered, reliable monitoring, early warning, diagnosis and prediction of the running part transmission system are achieved, and the value of deeply mined data is a short board for current research and application; (2) the existing system is generally limited to research and application on a certain subsystem and part, the monitoring function is single, each monitoring system is relatively independent, and the defects of non-uniformity in aspects such as standards, functions, installation, human-computer interfaces, maintenance and management, incomplete monitoring content, lack of information interaction among the systems, difficulty in comprehensive diagnosis and linkage and the like exist; (3) the lack of a unified large data platform capable of integrating the functions of state monitoring, fault diagnosis and active operation and maintenance service makes it difficult to implement effective application of monitoring data, and does not provide a key support for operation and maintenance decision management.
SUMMERY OF THE UTILITY MODEL
The utility model provides a technical problem: the monitoring unit is arranged at the monitoring position of each key component in the rail engineering vehicle running and transmission system, and the signal fed back by the monitoring unit is processed in real time by the signal acquisition and processing unit and then fed back to the vehicle-mounted display unit for display, so that the functions of monitoring and early warning, fault diagnosis, service life prediction, big data analysis, intelligent maintenance and the like of each key component in the rail engineering vehicle running and transmission system are realized, the full life cycle health management of the rail engineering vehicle is achieved, the driving safety is guaranteed, and the operation and maintenance cost is reduced.
The utility model adopts the technical proposal that: the track engineering vehicle operation safety monitoring system comprises a vehicle-mounted PHM system, wherein the vehicle-mounted PHM system comprises a monitoring unit and a signal acquisition and processing unit connected with the monitoring unit, the monitoring unit is fixed at a monitoring position in a running and transmission system of the track engineering vehicle, and transmits processed monitoring information to a vehicle-mounted display unit of the track engineering vehicle for display through the signal acquisition and processing unit.
The running and transmission system of the rail engineering vehicle comprises a transmission shaft, an elastic coupling, a diesel engine, a hydraulic transmission case, a transmission shaft I, a secondary axle gear case, a bogie, a primary axle gear case, a transfer case and an air compressor.
Furthermore, the monitoring unit comprises an acceleration sensor I, an acceleration sensor II, an acceleration sensor III, an acceleration sensor IV, an acceleration sensor V, an acceleration sensor VI, an acceleration sensor VIII and an acceleration sensor IX; the acceleration sensor I is arranged at the free end of the diesel engine connected with the end part of the elastic coupling and is used for monitoring the motion states of the transmission shaft and the elastic coupling; the acceleration sensor II is arranged at the input end of the secondary axle gear box and is used for monitoring the motion state of the transmission shaft I; the acceleration sensor III is arranged on the secondary axle gear box and is used for monitoring the transmission state of a gear in the secondary axle gear box; the acceleration sensor IV is arranged on the primary axle gear box and is used for monitoring the transmission state of a gear in the primary axle gear box; the acceleration sensor V, the acceleration sensor VI, the acceleration sensor VII and the acceleration sensor VIII are arranged on the bogie and are respectively used for monitoring the motion states of axle box bearings at two ends of two axles; and the acceleration sensor IX is installed on the air compressor and is used for monitoring the working state of a driving belt on the air compressor.
Furthermore, the acceleration sensor I, the acceleration sensor II, the acceleration sensor III, the acceleration sensor IV, the acceleration sensor V, the acceleration sensor VI, the acceleration sensor VII, the acceleration sensor VIII and the acceleration sensor IX are all connected with the signal acquisition and processing unit through signal lines.
The utility model has the advantages compared with the prior art:
1. according to the technical scheme, the monitoring unit is arranged at the monitoring position of each key component in the rail engineering vehicle running and transmission system, and the signal fed back by the monitoring unit is processed in real time by the signal acquisition and processing unit and then fed back to the vehicle-mounted display unit for display, so that the functions of monitoring and early warning, fault diagnosis, service life prediction, big data analysis, intelligent maintenance and the like of each key component in the rail engineering vehicle running and transmission system are realized, and the running safety is further ensured;
2. the running safety monitoring system of the rail engineering vehicle integrates a running system, a power transmission system and a vehicle-mounted PHM system, covers key and important transmission parts of the engineering vehicle, and is wide in coverage area;
3. according to the technical scheme, the key components of the track engineering vehicle traveling system and the power transmission system are monitored in real time, so that the labor intensity of operators is further reduced, and the operation and maintenance cost is reduced;
4. in the technical scheme, in order to achieve the purposes of rapid diagnosis and timely early warning, a threshold updating technology is adopted, the flow data characteristics are used as input, the threshold is dynamically managed and updated, the accuracy and reliability of the early warning of the equipment state are effectively guaranteed, and the full-life-cycle health management of the rail engineering vehicle is achieved.
Drawings
FIG. 1 is a schematic structural diagram of a running and transmission system of a conventional railway engineering vehicle;
fig. 2 is the mounting position and control schematic diagram of the present invention.
Detailed Description
An embodiment of the present invention will be described in conjunction with fig. 1-2, so that the technical solution will be described clearly and completely, and it is obvious that the described embodiment is only a part of the embodiment of the present invention, not the whole embodiment.
In the description of the present invention, it is to be understood that the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, should not be construed as limiting the present invention.
Track engineering vehicle operation safety monitoring system, its characterized in that: the system comprises a vehicle-mounted PHM system, wherein the vehicle-mounted PHM system comprises a monitoring unit 1 and a signal acquisition processing unit 2 connected with the monitoring unit 1, the monitoring unit 1 is fixed at a monitoring position in a running and transmission system 4 of the rail engineering vehicle, and processed monitoring information is transmitted to a vehicle-mounted display unit 3 of the rail engineering vehicle for display through the signal acquisition processing unit 2; in the structure, the monitoring unit 1 is arranged at the monitoring position of each key component in the running and transmission system 4 of the rail engineering vehicle, and the signal fed back by the monitoring unit 1 is processed in real time by the signal acquisition and processing unit 2 and then fed back to the vehicle-mounted display unit 3 for display, so that the functions of monitoring and early warning, fault diagnosis, service life prediction, big data analysis, intelligent maintenance and the like of each key component in the running and transmission system of the rail engineering vehicle are realized, and the running safety is further ensured; the rail engineering vehicle operation safety monitoring system integrates a traveling system, a power transmission system and a vehicle-mounted PHM system, covers key important transmission parts of an engineering vehicle and is wide in coverage area;
as shown in fig. 1, the running and transmission system 4 of the rail engineering vehicle is specifically as follows: the running and transmission system 4 of the rail engineering vehicle comprises a transmission shaft 4-1, an elastic coupling 4-2, a diesel engine 4-3, a hydraulic transmission case 4-4, a transmission shaft I4-5, a secondary axle gear case 4-6, a bogie 4-7, a primary axle gear case 4-8, a transfer case 4-9 and an air compressor 4-10.
As shown in fig. 2, the monitoring unit 1 specifically includes the following parts: the monitoring unit 1 comprises acceleration sensors I1-1, acceleration sensors II 1-2, acceleration sensors III 1-3, acceleration sensors IV 1-4, acceleration sensors V1-5, acceleration sensors VI 1-6, acceleration sensors VII 1-7, acceleration sensors VIII 1-8 and acceleration sensors IX 1-9;
the acceleration sensor I1-1 is arranged at the free end of the diesel engine 4-3 connected with the end part of the elastic coupling 4-2 and used for monitoring the motion states of the transmission shaft 4-1 and the elastic coupling 4-2, and because the rotation states of the transmission shaft 4-1 and the elastic coupling 4-2 can be influenced by loosening of a fastening bolt for connecting the elastic coupling 4-2 with the free end of the diesel engine 4-3, the acceleration sensor I1-1 is used for monitoring the fastening state of the fastening bolt, and when the acceleration sensor I1-1 monitors that the working states of the transmission shaft 4-1 and the elastic coupling 4-2 are abnormal, the fastening bolt needs to be adjusted;
the acceleration sensor II 1-2 is arranged at the input end of the secondary axle gear box 4-6 and used for monitoring the motion state of the transmission shaft I4-5, and the balance block is arranged on the transmission shaft I4-5, and after a bolt used for connecting the transmission shaft I4-5 with the secondary axle gear box 4-6 is loosened, the rotation state of the transmission shaft I4-5 is also influenced, so that the arrangement of the acceleration sensor II 1-2 can monitor whether the balance block on the transmission shaft I4-5 falls off or is abnormal, and detect whether the connecting bolt is loosened, and therefore faults can be quickly and efficiently eliminated;
the acceleration sensors III 1-3 are mounted on the secondary axle gear box 4-6 and used for monitoring the transmission state of the gears in the secondary axle gear box 4-6, the working state of the secondary axle gear box 4-6 can be influenced by gear beating, abnormal abrasion or poor contact of the gears in the secondary axle gear box 4-6 in the transmission process, meanwhile, noise can be generated due to poor contact of the gears, and the faults can be effectively eliminated due to the arrangement of the acceleration sensors III 1-3;
the acceleration sensors IV 1-4 are mounted on the primary axle gear box 4-8 and used for monitoring the transmission state of the gears in the primary axle gear box 4-8, the working state of the primary axle gear box 4-8 can be influenced by gear beating, abnormal abrasion or poor contact of the gears in the primary axle gear box 4-8 in the transmission process, meanwhile, the poor contact of the gears can generate noise, and the faults can be effectively eliminated by the arrangement of the acceleration sensors IV 1-4;
the acceleration sensors V1-5, VI 1-6, VII 1-7 and VIII 1-8 are mounted on the bogies 4-7 and are respectively used for monitoring the motion states of the axle box bearings at the two ends of the two axles 4-11, and the problems of retainer falling, bearing abrasion, abnormal ball abrasion and the like of the corresponding axle box bearings can be solved according to the monitored abnormal signals by the arrangement of the acceleration sensors V1-5, VI 1-6, VII 1-7 and VIII 1-8;
the acceleration sensors IX 1-9 are mounted on the air compressors 4-10 and used for monitoring the working states of driving belts on the air compressors 4-10, and the acceleration sensors IX 1-9 can eliminate faults such as breakage and falling of the air compressor belts according to abnormal monitoring signals.
The signals of the various parts of the monitoring unit 1 run as follows: the acceleration sensor I1-1, the acceleration sensor II 1-2, the acceleration sensor III 1-3, the acceleration sensor IV 1-4, the acceleration sensor V1-5, the acceleration sensor VI 1-6, the acceleration sensor VII 1-7, the acceleration sensor VIII 1-8 and the acceleration sensor IX 1-9 are all connected with the signal acquisition processing unit 2 through signal lines.
In the scheme, an acceleration sensor I1-1, an acceleration sensor II 1-2, an acceleration sensor III 1-3, an acceleration sensor IV 1-4, an acceleration sensor V1-5, an acceleration sensor VI 1-6, an acceleration sensor VII 1-7, an acceleration sensor VIII 1-8 and an acceleration sensor IX 1-9 are arranged at corresponding positions of key components in a rail engineering vehicle running and transmission system 4, physical information of the running state of a locomotive is collected to obtain an analog signal, the state data of the locomotive is processed in real time through a signal acquisition processing unit 2, statistical characteristics are calculated, an index representing the state degradation of equipment is constructed, intelligent early warning and alarming are carried out according to the degradation index, and the index is used for decision making of a construction site; meanwhile, according to the early warning and alarming results, different data storage strategies are adopted, original data of a certain time before and after the alarming time are stored, and fault analysis and alarming tracing are carried out; the rapid fault identification, the real-time display and the on-site maintenance decision are realized on the vehicle-mounted display unit 3; therefore, the working states of key components of a track engineering vehicle traveling system and a power transmission system are monitored in real time; in the technical field of rail vehicles, the signal acquisition and processing unit 2 is the prior art and is not described herein.
According to the technical scheme, the key components of the track engineering vehicle traveling system and the power transmission system are monitored in real time, the labor intensity of operators is further reduced, the operation and maintenance cost is reduced, in the vehicle-mounted PHM system, for the purposes of rapid diagnosis and timely early warning, a threshold updating technology is adopted, the flow data characteristic is used as input, the threshold is dynamically managed and updated, the accuracy and the reliability of early warning of the equipment state are effectively guaranteed, and the full life cycle health management of the track engineering vehicle is achieved.
The above-mentioned embodiments are merely preferred embodiments of the present invention, and not intended to limit the scope of the present invention, so that all equivalent changes made by the contents of the claims of the present invention should be included in the scope of the claims of the present invention.
Claims (4)
1. Track engineering vehicle operation safety monitoring system, its characterized in that: the vehicle-mounted PHM system comprises a monitoring unit (1) and a signal acquisition and processing unit (2) connected with the monitoring unit (1), wherein the monitoring unit (1) is fixed at a monitoring position in a running and transmission system (4) of the rail engineering vehicle and transmits processed monitoring information to a vehicle-mounted display unit (3) of the rail engineering vehicle for display through the signal acquisition and processing unit (2).
2. The rail work vehicle operation safety monitoring system of claim 1, wherein: the running and transmission system (4) of the rail engineering vehicle comprises a transmission shaft (4-1), an elastic coupling (4-2), a diesel engine (4-3), a hydraulic transmission case (4-4), a transmission shaft I (4-5), a secondary axle gear case (4-6), a bogie (4-7), a primary axle gear case (4-8), a transfer case (4-9) and an air compressor (4-10).
3. The rail work vehicle operation safety monitoring system of claim 2, wherein: the monitoring unit (1) comprises an acceleration sensor I (1-1), an acceleration sensor II (1-2), an acceleration sensor III (1-3), an acceleration sensor IV (1-4), an acceleration sensor V (1-5), an acceleration sensor VI (1-6), an acceleration sensor VII (1-7), an acceleration sensor VIII (1-8) and an acceleration sensor IX (1-9); the acceleration sensor I (1-1) is arranged at the free end of the diesel engine (4-3) connected with the end part of the elastic coupling (4-2) and is used for monitoring the motion states of the transmission shaft (4-1) and the elastic coupling (4-2); the acceleration sensor II (1-2) is arranged at the input end of the secondary axle gear box (4-6) and is used for monitoring the motion state of the transmission shaft I (4-5); the acceleration sensor III (1-3) is arranged on the secondary axle gear box (4-6) and is used for monitoring the transmission state of a gear in the secondary axle gear box (4-6); the acceleration sensors IV (1-4) are mounted on the primary axle gear boxes (4-8) and are used for monitoring the transmission states of the gears in the primary axle gear boxes (4-8); the acceleration sensors V (1-5), VI (1-6), VII (1-7) and VIII (1-8) are mounted on the bogies (4-7) and are respectively used for monitoring the motion states of axle box bearings at two ends of two axles (4-11); the acceleration sensor IX (1-9) is installed on the air compressor (4-10) and used for monitoring the working state of a driving belt on the air compressor (4-10).
4. The rail work vehicle operation safety monitoring system of claim 3, wherein: the device comprises an acceleration sensor I (1-1), an acceleration sensor II (1-2), an acceleration sensor III (1-3), an acceleration sensor IV (1-4), an acceleration sensor V (1-5), an acceleration sensor VI (1-6), an acceleration sensor VII (1-7), an acceleration sensor VIII (1-8) and an acceleration sensor IX (1-9), which are all connected with a signal acquisition and processing unit (2) through signal lines.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202120466771.5U CN214728845U (en) | 2021-03-04 | 2021-03-04 | Rail engineering vehicle operation safety monitoring system |
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| CN202120466771.5U CN214728845U (en) | 2021-03-04 | 2021-03-04 | Rail engineering vehicle operation safety monitoring system |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114633774A (en) * | 2022-03-30 | 2022-06-17 | 东莞理工学院 | Rail transit fault detection system based on artificial intelligence |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114633774A (en) * | 2022-03-30 | 2022-06-17 | 东莞理工学院 | Rail transit fault detection system based on artificial intelligence |
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