CN106672016A - Subway wheel diameter real-time detection system and method by using laser emission detectors - Google Patents
Subway wheel diameter real-time detection system and method by using laser emission detectors Download PDFInfo
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- CN106672016A CN106672016A CN201611160014.5A CN201611160014A CN106672016A CN 106672016 A CN106672016 A CN 106672016A CN 201611160014 A CN201611160014 A CN 201611160014A CN 106672016 A CN106672016 A CN 106672016A
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- 238000001514 detection method Methods 0.000 claims abstract description 77
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L1/00—Devices along the route controlled by interaction with the vehicle or train
- B61L1/18—Railway track circuits
- B61L1/181—Details
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
- B61K9/12—Measuring or surveying wheel-rims
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
The invention discloses a subway wheel diameter real-time detection system and method by using laser emission detectors. The subway wheel diameter real-time detection system includes a ground device and a vehicle-mounted device. Two transponders are selected, wherein a distance between the two transponders is L in a straight road; expansion laser emission detectors of the ground device are arranged on Delta L positions outside sections of the transponders; a detected reference length of an L+2 Delta L wheel diameter can be acquired on the basis of a laser baffle plate of the vehicle-mounted plate, and the foundation of the wheel diameter detection precision is established; a time chip is embedded in the vehicle-mounted device; the measurement unit of a wheel shaft speed sensor is accurate to non-integer round, and the wheel diameter detection precision is improved further; the wheel diameter detection system is independent on a CBTC, can only receive a CBTC signal but not send the CBTC signal, and can eliminate interference in the CBTC; fault diagnosis of the subway wheel diameter detection system can be achieved by means of redundancy information of the expansion laser emission detectors and the transponders; fault diagnosis of the subway wheel diameter wear rate can be achieved on the basis of wear rate statistical data; and fault diagnosis can improve the running quality of the subway.
Description
Technical field
The invention belongs to the detection technique category of subway wheel footpath；Particularly relate to using laser correlative detector, ground using wheel footpath
The subway wheel footpath real-time detecting system of loss rate statistical data and method.
Background technology
On December 3rd, 2014, high moral is issued《The China's main cities traffic analysis report of the third season in 2014》, report to
Urban congestion sequence list is gone out：The very best Beijing, the Hangzhou second place at palace examination.On April 5th, 2015, famous navigation Service business TomTom issues complete
Ball congestion city TOP 30, Hangzhou honor of having the honor is stepped on and fallen in lines.With expanding economy and the progress of society, vehicle guaranteeding organic quantity is lasting
It is incremented by, road is crowded to capacity.In March, 2013, Hangzhou main city zone vehicle guaranteeding organic quantity breaks through 1,000,000；Average 3 people one, people
The super Beijing of private car owning rate, national first.Consider from the visual angle of traffic relation between supply and demand, Demand-side is supplied in situation is risen
Side must increase supply --- enlarging road；It is limited by the resource constraint of Hangzhou soil natural endowment, the increasing of the real difficult cooperation Demand-side of supply side
It is long.The m of Hangzhou main city zone path area 38,350,000 in 20062, increase to 43,850,000 m within 20112, the extraordinary growth of 2.0%/year；Same period machine
Motor-car speedup is 10 times of road, and " terror " two word was not！Road area per capita is from 15.39m2Reduce to 13.95m2, in other words
Road area per capita declines 9.4%.In the face of the awkward situation of traffic semiparalysis, rely on private car for counsel and meet the travel pattern of trip requirements and
The end is arrived.Recall past pains, greatly develop green, efficiently, easily public transport is only and solves the unique of Hangzhou traffic quagmire
Outlet.
Public transport is a kind of High-efficiency Conveyance System, represents the general orientation of Sustainable Development for Urban Traffic System；Cut-off 2012 12
Month, Hangzhou routine bus system trip share rate statistical data go from bad to worse, it is depressing：
2000,15.3 kilometers of routine bus system average speed per hour, share rate 22.2% of going on a journey；
2005,14.9 kilometers of routine bus system average speed per hour, share rate 21.4% of going on a journey；
2010,12.5 kilometers of routine bus system average speed per hour, share rate 20.9% of going on a journey；
2011,12.3 kilometers of routine bus system average speed per hour, trip share rate was down to the lowest point 20%.
On 2 22nd, 2013, city's Plan made public transport become the preferred manner of citizens' activities with the time of 10 years or so,
Quantitative target >=50% of public transport share rate in 2021；The quality that the height of bus trip share rate is experienced with citizen's bus trip
Sad correlation.For existing engineering technology and land resource, bus trip share rate routine bus system is improved hard to assume the main responsibilities, non-ly
Ferrum does not belong to.Subway freight volume is big, take up an area less, quickly, it is convenient, on schedule, energy consumption is low, pollution less, ride comfort and safety.1969,
First subway of China is built up in Beijing；In May, 2013, altogether 16 cities build up subway.In October, 2012,48 kilometers of total length
The phase of Hangzhou Subway Line 1 one formally run, then the average daily volume of the flow of passengers is up to 23.24 ten thousand people times/day；Using AC frequency conversion transformation B
Type car, four dynamic two drag, six marshallings, the people of staffing 1240, design F-Zero 80km/h, standard running interval 120s.2013,
Bus trip share rate in Hangzhou welcomes the important breakthrough that counteroffensive increases by 3.20% finally, and the declining trend for day by day declining is reversed at one stroke.
2013, Hangzhou Subway transported 8483.1 ten thousand person-times of citizen；2014,14450.4 ten thousand person-times；2015,17629.5 ten thousand people
It is secondary；Accumulative transport passenger is nearly 400,000,000 person-times within 3 years.On May 1st, 2015, Hangzhou Subway gauze passenger flow has created odd-numbered day transport
125.33 ten thousand person-times of new peak.Obviously, subway plays very important role in public trip share rate.Hangzhou Subway is transported
Since battalion is open to traffic, the operating line of about 82 kilometers of total length is built up, the coming years will also continue to extend；The plan Asian Games in 2022
Before holding, there will be ten circuits to build up and put into operation, 192 kilometers of covering areas of the whole city 9 of total kilometrage.Propulsion subway construction, optimally
Face traffic, works along both lines and realizes that 50% bus trip share rate target is on the make.The operational mode of subway train has
Not in high ferro：Although the remote inferior high ferro of the speed of subway train, the remote little high ferro in interval of subway train, the interval of usual two car
Time≤120s, or even it is compressed to 90s or shorter.
At present, traditional subway Train Detection and Identification (the Track-circuit Based Train based on track circuit
Control, TBTC) controlled based on the subway train operation for communicating (Communication Based Train Control,
CBTC) replace, the Train Detection and Identification of high ferro is similar with subway.There is Siemens in the well-known manufacturer of CBTC systems
(Siemens), Canada Pang Badi (Bombardier), French Alstom (Alstom) and Alcatel (Alcatel).
In CBTC systems, reliability and the precision of speed/detection and localization are the basic guarantees of subway train high density security operating mode.Often
Speed/position finding and detection method has：Odometer positioning, track circuit positioning, transponder are positioned, slotted waveguide is positioned,
Inductive line intersected positioning, GPS or Big Dipper positioning, map match positioning；Wheel shaft speed sensor velocity measurement, Doppler radar test the speed
Deng；Wherein wheel shaft speed-position detection method is range of application most wide, usage history technology at most in track train industry.Wheel shaft tests the speed
The advantage of positioning mode is that principle is simple, technology maturation, easy-to-use reliability；Short slab is the bigger error of detection, and it is empty that error is derived from train
Turn, slide and the abrasion of train wheel footpath.In view of the popularization of multi-sensor fusion technology, and Train Control dispatching technique and rail paving
If the progress of technique, " idle running " and " is slided " accident error that produces day by day reduces；But the constant error that wheel footpath abrasion is caused
" the country remains the same ".Additionally, real-time and precise detection wheel footpath abrasion is also relate to the safe operation of train and the number of maintenance work amoun.
According to wheel life cycle, the canonical parameter of subway train wheel footpath is：New wheel Ф 840mm, half abrasion wheels Ф
805mm, greatest wear wheel Ф 770mm；Wheel footpath abrasion canonical parameter be：The km of 0.159mm/ ten thousand.Real-time and precise detection wheel footpath mill
Damage is a subway difficult problem urgently to be resolved hurrily, and more representational relevant knowledge property right Summary on research results is as follows：
Patent of invention " a kind of Automatic train wheel diameter bearing calibration " (ZL2013106544480), proposes to choose flat line
The basis reference that the two neighboring transponder in road is corrected as wheel footpath, measures the distance between two transponders；Speed according to determining is obtained
The range ability within the specified time, according to range ability and measurement distance ratio, and wheel footpath initial value, obtain wheel footpath updated value.
Patent of invention " a kind of locomotive wheel diameter automatic calibration system and its method based on satellite fix "
(ZL200810222045.8), system includes locating module, map-matching module, data recordin module, communication module and main place
Reason device, and map data base；Propose to calibrate locomotive wheel diameter using GNSS location informations, reduce wheel wear and cause wheel footpath
The position error that change causes, improves train positioning precision.
(ZL201410038768.8), proposition adopts arteries and veins to patent of invention " calibration steps and calibration system of train wheel footpath "
Range unit enumerator and velometer enumerator are rushed respectively to the pulse of pulse ranging device and velometer step-by-step counting, according to speed
The accumulative travel distance of the difference and train of meter counted number of pulses and velometer counted number of pulses obtains train wheel footpath.
Above-mentioned to benefit our pursuits, first patent proposes the reference range corrected as wheel footpath using two neighboring transponder, leads to
Third wheel shaft speed sensor tests the speed and obtains range ability；By reference range and the difference of range ability, wheel footpath updated value is obtained；But look into
Ask -- the positioning precision of transponder 50cm levels is not good enough, i.e. the precision of reference range is low, therefore the precision of wheel footpath correction is not high.Second
Patent proposes the wheel footpath calibration system and method based on satellite fix, and the framing signal provided by satellite calibrates wheel footpath；Because of ground
Underground is often built on iron wire road in, it is impossible to receive satellite-signal, and the low precision Strong people's wills of satellite fix 10m levels, therefore wheel footpath school
Accurate precision is not high and effectiveness of method leaves a question open.3rd patent proposes pulse ranging device enumerator and velometer enumerator
Respectively to the pulse of pulse ranging device and velometer step-by-step counting, drawn according to the accumulative travel distance of both difference and train
The wheel footpath of train；There is respective error in view of range unit enumerator and velometer enumerator, therefore the train wheel footpath for drawing
Precision is not high.It is " circle " that the not high another factor of three patent precision is the minimum measurement unit of wheel shaft speed sensor,
If configuring split-second precision chip during design, taking turns the minimum measurement unit of shaft speed sensor can be accurate to after arithmetic point
" circle " is described, and lifts wheel footpath accuracy of detection.Three patents remain the deficiency in single function, and real-time and precise detection wheel footpath removes school
Outside positive wheel footpath, if comparing with wear rate statistical data, the fault diagnosis and fault prediction of train wheel, the safety of train will be helped and transported
Row and O＆M.The exploration of relevant knowledge property right achievement has reference value, but achievement still suffers from limitation.Therefore, it is necessary to existing
On the basis of achievement, make further innovative design.
The content of the invention
The purpose of the present invention is to overcome the deficiencies in the prior art, there is provided a kind of subway wheel footpath based on laser correlative detector
Real-time detecting system and method.
It is made up of ground installation, car-mounted device using the subway wheel footpath real-time detecting system of laser correlative detector, ground
Device includes the first expanded laser light correlative detector, the second expanded laser light correlative detector；Choosing on straight track circuit should
2, two transponders of device 1 and transponder are answered at a distance of L, as the length object of reference of wheel footpath detection；In transponder 1 and the area of transponder 2
Between two ends at Wai Ce ⊿ L, be respectively configured the first expanded laser light correlative detector, the second expanded laser light correlative detector, two
The distance of laser correlative detector=L+2 ⊿ L, apart from the datum length that L+2 ⊿ L are detected as wheel footpath；First expanded laser light pair
The transponder 11 for penetrating detector is located at the L+2 ⊿ L of transponder 2 to the extensions of transponder 1, the second expanded laser light correlative detector
Transponder 21 is located at the L+2 ⊿ L of transponder 1 to the extensions of transponder 2；The Laser emission of the first expanded laser light correlative detector
End, laser pick-off end vertical track circuit are arranged on track both sides, the setting height(from bottom)=H of Laser emission/receiving terminal, height H=
The laser shutter setting height(from bottom) of car-mounted device, the Laser emission end of the second expanded laser light correlative detector, laser pick-off end peace
Dress mode is identical with the first expanded laser light correlative detector.
The first described expanded laser light correlative detector is with DA208Y-1 type laser correlative detectors as core, including laser
Transmitting terminal, laser pick-off end, transponder 1, the wireless communication module of CC2500 types 2.4G, using the master control of MSP430F149 chips
Module；The MSP430F149 feet 32,33 of main control module are connected respectively with wireless communication module port 2,1, main control module
MSP430F149 feet 34,35 are connected respectively with the port 2,1 of transponder 1, the MSP430F149 feet 12,16 of main control module respectively with swash
Light transmitting terminal port 1, laser pick-off end port 2 are connected；1 reception of transponder does not send radiofrequency signal, that is, receive train standard configuration
The message of the adjacent transponder response of radiofrequency signal/reading of requestor transmitting, as opening for the first expanded laser light correlative detector
Dynamic/fault diagnosis signal；The laser beam of Laser emission end transmitting is blocked by car-mounted device laser shutter, and laser pick-off end generates
Subway wheel footpath real-time detection interrupts 1, and what the shutdown signal and subway wheel footpath as the first expanded laser light correlative detector was detected opens
Dynamic signal；
The structure of the second expanded laser light correlative detector is identical with the first expanded laser light correlative detector, and transponder 2 only connects
Receipts do not send radiofrequency signal, that is, read the radiofrequency signal of the message/reception train standard configuration requestor transmitting of adjacent transponder response,
As the startup/fault diagnosis signal of the second expanded laser light correlative detector；The laser beam of Laser emission end transmitting is by vehicle-mounted dress
The blocking of laser shutter is put, laser pick-off end generates subway wheel footpath real-time detection and interrupts 2, as the second expanded laser light to penetrating detection
The shutdown signal of device and the end signal of subway wheel footpath detection.
The in-vehicle wireless communication module of described car-mounted device including CC2500 types 2.4G, using TDC_GP21 chips when
Between measurement module, the vehicle-mounted main control module using MSP430F149 chips, laser shutter；Vehicle-mounted main control module
MSP430F149 feet 32,33 are connected respectively with in-vehicle wireless communication module port 2,1, the MSP430F149 feet of vehicle-mounted main control module
27th, 28,31,29,30 are connected respectively with the TDC_GP21 feet 8,9,10,11,12 of measure of time module, vehicle-mounted main control module with
DF16/1.200fadk type wheel shafts tachogenerator is connected；Laser shutter is arranged on train head, and setting height(from bottom) H=laser is sent out
Penetrate/the setting height(from bottom) of receiving terminal.
The flow process of described subway wheel footpath real-time detection method includes the real-time detection flow process and subway wheel footpath of subway wheel footpath
Fault diagnosis flow scheme, the fault diagnosis flow scheme of subway wheel footpath by subway wheel footpath real-time detecting system fault diagnosis flow scheme,
The fault diagnosis flow scheme composition of iron tyre footpath wear rate；
The real-time detection flow process of described subway wheel footpath is as follows：
1. the first expanded laser light correlative detector starts：
Transponder 11 receives/responds train requestor radiofrequency signal；Transponder 1 receives the response message of transponder 11；Master control
Module starts the first expanded laser light correlative detector；Launch laser beam in Laser emission end；Laser pick-off end receives laser beam；
2. wheel footpath detection starts：
Laser shutter blocking laser beam；Laser pick-off end generates detection and interrupts 1；The transmitting inspection of main control module Jing communication modules
Survey enabling signal；Main control module Jing communication modules receive detection enabling signal；Measure of time module record detection starting time
tstart；
3. -1 first expanded laser light correlative detector is closed：
Time delay t after main control module transmitting detection enabling signaldelay；Main control module closes the first expanded laser light to penetrating detection
Device；
3. -2 wheel footpaths detection：
Vehicle-mounted main control module reads the count pulse of wheel shaft tachogenerator；Measure of time module records all measurements and obtains
Count pulse time t1、t2、……tN；
4. the second expanded laser light correlative detector starts：
Transponder 2 receives train requestor radiofrequency signal；Main control module starts the second expanded laser light correlative detector；Laser
Transmitting terminal launches laser beam；Laser pick-off end receives laser beam；
5. wheel footpath detection terminates：
Laser shutter blocking laser beam；Laser pick-off end generates detection and interrupts 2；The transmitting inspection of main control module Jing communication modules
Survey end signal；Main control module Jing communication modules receive detection end signal；The measure of time module record detection end time
tend；
6. the second expanded laser light correlative detector is closed：
Time delay t after main control module transmitting detection end signaldelay；Main control module closes the second expanded laser light to penetrating detection
Device；
7. wheel footpath is calculated：
Calculate non-integer circle number DS when startingdecimal=(t1- tstart)/(t2- t1)；Non-integer circle number at the end of calculating
DEdecimal=(tend- tN)/(tN- tN-1)；Calculate wheel footpath detection number of turns K=N+DSdecimal+DEdecimal；Calculating wheel footpath Φ=
[L+2⊿L]÷K÷π；The corresponding train mileage D of storage wheel footpath Φmileage；
The fault diagnosis flow scheme of described subway wheel footpath real-time detecting system：
If transponder 1 receives requestor radiofrequency signal but does not read the response message of adjacent transponder 11, the event of transponder 11
Barrier；If transponder 1 does not receive requestor radiofrequency signal but requestor reads the adjacent message of transponder 11, the failure of transponder 1；If should
Answer device 1 and receive the response message of transponder 11 but non-emissive detection enabling signal, then first laser correlative detector failure；Second expands
The fault diagnosis of exhibition laser correlative detector is identical with the first expanded laser light correlative detector；
The fault diagnosis flow scheme of described subway wheel footpath wear rate：
Read wheel footpath wear coefficient DparameterThe km of=0.125mm/ ten thousand；
Read wheel footpath value Φ that the front one-shot measurement of storage is obtained1, mileage D1mileageThe wheel footpath value obtained with rear one-shot measurement
Φ2, mileage D2mileage；
Wear rate fault diagnosis：
Ji Suan ⊿ Φ=[Φ2- Φ1]/[D2mileage- D1mileage]；Ruo ⊿ Φ >=2Dparameter, then wheel footpath abrasion event
Barrier.
The present invention has an advantageous effect in that compared with background technology：
Based on laser high brightness, high directivity characteristic, two expanded laser light correlative detectors are configured；In car-mounted device laser
Under shutter coordinates, the accurate datum length of wheel footpath detection is obtained, improve wheel footpath accuracy of detection.Time chip is embedded in vehicle-mounted dress
Put, taking turns the measurement unit of shaft speed sensor can be represented with non-integer " circle ", further increase wheel footpath accuracy of detection.Wheel footpath is examined
The independent parallel work of examining system, only receives and does not send out CBTC signals, eliminates the interference to CBTC；Wheel footpath detecting system is in subway standard configuration
Transponder support under, determine the working time window of laser correlative detector, reduce the interference to laser correlative detector.Borrow
The redundancy of subway standard configuration transponder and laser correlative detector is helped, implements the fault diagnosis of subway wheel footpath detecting system；It is vertical
Sufficient wear rate statistical data, implements the fault diagnosis of subway wheel footpath wear rate；Fault diagnosis contributes to lifting the product of subway circulation
Matter.
Description of the drawings
Fig. 1 is the structured flowchart of subway wheel footpath real-time detecting system；
Fig. 2 (a) is the theory diagram of the first expanded laser light correlative detector；
Fig. 2 (b) is the circuit diagram of the first expanded laser light correlative detector；
Fig. 3 (a) is the theory diagram of car-mounted device；
Fig. 3 (b) is the circuit diagram of car-mounted device；
Fig. 4 (a) is the flow chart of subway wheel footpath detection method；
Fig. 4 (b) is the Troubleshooting Flowchart of subway wheel footpath；
Fig. 4 (c) is the overhaul flow chart of subway wheel footpath；
Fig. 4 (d) is the Troubleshooting Flowchart of subway wheel footpath detecting system；
Fig. 4 (e) is the Troubleshooting Flowchart of subway wheel footpath wear rate.
Specific embodiment
As shown in figure 1, subway wheel footpath detecting system is made up of ground installation 300, car-mounted device 400, ground installation 300 is wrapped
Include the first expanded laser light correlative detector 100, the second expanded laser light correlative detector 200；Choosing on straight track circuit should
2, two transponders of device 1 and transponder are answered at a distance of L, as the length object of reference of wheel footpath detection；In transponder 1 and the area of transponder 2
Between two ends at Wai Ce ⊿ L, be respectively configured the first expanded laser light correlative detector 100, the second expanded laser light correlative detector
200, the distance=L+2 ⊿ L of two laser correlative detectors, apart from the datum length that L+2 ⊿ L are detected as wheel footpath；First expands
The transponder 11 of exhibition laser correlative detector 100 is located at the L+2 ⊿ L of transponder 2 to the extensions of transponder 1, the second expanded laser light
Correlative detector 200 is similar；The Laser emission end of the first expanded laser light correlative detector 100, laser pick-off end vertical rails diatom
Road is arranged in opposite directions track both sides, and the setting height(from bottom)=H of Laser emission/receiving terminal, the laser of height H=car-mounted devices 400 hides
Baffle plate setting height(from bottom), the Laser emission end of the second expanded laser light correlative detector 200, laser pick-off end mounting means are similar.
Illustrate 1：Without loss of generality, the traffic direction of subway train is made from left to right.Because the first expanded laser light is to penetrating detection
Device and the second expanded laser light correlative detector, transponder 1 and transponder 2 are symmetrical, if the traffic direction of subway train from
Dextrad is left, and the testing process of subway wheel footpath is constant；Expanded laser light correlative detector sequence number, and synchronous exchange response need to only be exchanged
Device sequence number.The message transmissions distance of 2 ⊿ L≤0.5 transponder responses, it is ensured that transponder reliably reads the response report of adjacent transponder
Text；L >=inquiry-transponder operating distance, the vehicle-mounted requestor model of transponder is AI1422 (Transcore companies AT5112
Type inquiry-transponder).Vehicle-mounted requestor is arranged on train lower head, and transponder 11 and transponder 21 are oneself marks for having of subway
With equipment.
As shown in Fig. 2 (a), Fig. 2 (b), the first expanded laser light correlative detector 100 is with the detection of DA208Y-1 types laser-correlation
Device is core, including the Laser emission end 110 of DA208Y-1 type laser correlative detectors, laser pick-off end 120 and transponder 1
The wireless communication module 140 of 130 and CC2500 types 2.4G, using the main control module 150 of MSP430F149 chips；Main control module
150 MSP430F149 feet 32,33 are connected respectively with the port 2,1 of wireless communication module 140, main control module 150
MSP430F149 feet 34,35 are connected respectively with the port 2,1 of transponder 1 130, the MSP430F149 feet 12,16 of main control module 150
It is connected with the port 1 of Laser emission end 110, the port 2 of laser pick-off end 120 respectively；Transponder 1 130 is received and does not send radio frequency letter
Number -- the message of the adjacent transponder response of radiofrequency signal/reading of train standard configuration requestor transmitting is received, is swashed as the first extension
Startup/the fault diagnosis signal of light correlative detector 100；The laser beam of the transmitting of Laser emission end 110 is by the laser of car-mounted device 400
Shutter is blocked, and laser pick-off end 120 generates subway wheel footpath real-time detection and interrupts 1, used as the first expanded laser light correlative detector
100 shutdown signal and the enabling signal of subway wheel footpath detection；
Second expanded laser light correlative detector 200 is similar, and 2 230 receptions of transponder do not send radiofrequency signal -- read phase
The radiofrequency signal of the message of adjacent transponder response/reception train standard configuration requestor transmitting, as the second expanded laser light to penetrating detection
Startup/the fault diagnosis signal of device；The laser beam of the transmitting of Laser emission end 210 is blocked by the laser shutter of car-mounted device 400, is swashed
Optical receiving end 220 generates subway wheel footpath real-time detection and interrupts 2, used as the shutdown signal of the second expanded laser light correlative detector 200
With the end signal of subway wheel footpath detection.
As shown in Fig. 3 (a), Fig. 3 (b), Fig. 1, car-mounted device 400 includes the in-vehicle wireless communication module of CC2500 types 2.4G
410th, using the measure of time module 420 of TDC_GP21 chips, the vehicle-mounted main control module 430 using MSP430F149 chips, swash
Light shutter 440；The MSP430F149 feet 32,33 of vehicle-mounted main control module 430 respectively with the port 2 of in-vehicle wireless communication module 410,
1 is connected, the MSP430F149 feet 27,28,31,29,30 of vehicle-mounted main control module 430 respectively with the TDC_ of measure of time module 420
GP21 feet 8,9,10,11,12 are connected, and vehicle-mounted main control module 430 is connected with DF16/1.200fadk type wheel shaft tachogenerators；Swash
Light shutter 440 is arranged on train head, the setting height(from bottom) of setting height(from bottom) H=Laser emission/receiving terminal.
As shown in Fig. 4 (a), Fig. 4 (b), Fig. 4 (c), Fig. 4 (d), Fig. 4 (e), the flow process bag of subway wheel footpath real-time detection method
The real-time detection flow process of subway wheel footpath and the fault diagnosis flow scheme of subway wheel footpath are included, the fault diagnosis flow scheme of subway wheel footpath is by subway
The fault diagnosis flow scheme of wheel footpath real-time detecting system, the fault diagnosis flow scheme composition of subway wheel footpath wear rate.
The real-time detection flow process of subway wheel footpath is as follows：
1. the first expanded laser light correlative detector starts：
Transponder 11 receives/responds train requestor radiofrequency signal
Transponder 1 130 receives the response message of transponder 11
Main control module 150 starts the first expanded laser light correlative detector 100
Launch laser beam in Laser emission end 110
Laser pick-off end 120 receives laser beam
2. wheel footpath detection starts：
The blocking laser beam of laser shutter 440
Laser pick-off end 120 generates detection and interrupts 1
The transmitting detection enabling signal of 150 Jing communication modules of main control module 140
430 Jing communication modules of main control module 410 receive detection enabling signal
Record detection starting time t of measure of time module 420start
3. -1 first expanded laser light correlative detector is closed：
Time delay t after the transmitting detection enabling signal of main control module 150delay
Main control module 150 closes the first expanded laser light correlative detector 100
3. -2 wheel footpaths detection：
Main control module 430 reads the count pulse of wheel shaft tachogenerator
The time t of the record count pulse of measure of time module 4201、t2、……tN, tNFor last (i.e. n-th) meter
The time of rapid pulse punching
4. the second expanded laser light correlative detector starts：
Transponder 2 230 receives train requestor radiofrequency signal
Main control module 250 starts the second expanded laser light correlative detector 200
Launch laser beam in Laser emission end 210
Laser pick-off end 220 receives laser beam
5. wheel footpath detection terminates：
The blocking laser beam of laser shutter 440
Laser pick-off end 220 generates detection and interrupts 2
The transmitting detection end signal of 250 Jing communication modules of main control module 240
430 Jing communication modules of main control module 410 receive detection end signal
The record detection end time t of measure of time module 420end
6. the second expanded laser light correlative detector is closed：
Time delay t after the transmitting detection end signal of main control module 250delay
Main control module 250 closes the second expanded laser light correlative detector 200
7. wheel footpath is calculated：
Calculate non-integer circle number DS when startingdecimal=(t1- tstart)/(t2- t1)
Non-integer circle number DE at the end of calculatingdecimal=(tend- tN)/(tN- tN-1)
Calculate wheel footpath detection number of turns K=N+DSdecimal+DEdecimal
Calculate wheel footpath Φ=[L+2 ⊿ L] ÷ K ÷ π
The corresponding train mileage D of storage wheel footpath Φmileage；
The fault diagnosis flow scheme of subway wheel footpath real-time detecting system：
If transponder 1 130 receives requestor radiofrequency signal,
But the response message of adjacent transponder 11 is not read, then shows the failure of transponder 11
If transponder 1 130 does not receive requestor radiofrequency signal,
But requestor reads the message of adjacent transponder 11, then show the failure of transponder 1 130
If transponder 1 130 receives the response message of transponder 11,
But non-emissive detects enabling signal, then show first laser correlative detector failure
The fault diagnosis of the second expanded laser light correlative detector 200 is similar with the first expanded laser light correlative detector 100；
The fault diagnosis flow scheme of subway wheel footpath wear rate：
Read wheel footpath wear coefficient DparameterThe km of=0.125mm/ ten thousand
Read wheel footpath value Φ, the mileage D of storagemileage；Need to read what front one-shot measurement was obtained respectively during this
Wheel footpath value Φ1, mileage D1mileageWith wheel footpath value Φ obtained when pre-test2, mileage D2mileage
Wear rate fault diagnosis
Ji Suan ⊿ Φ=[Φ2- Φ1]/[D2mileage- D1mileage]
Ruo ⊿ Φ >=2Dparameter, then wheel footpath wear-out failure.
Illustrate 2：The car-mounted device of hot backup redundancy framework is made up of two sets of identical devices, the parallel independent work of two covering devices
Make, with highly reliable availability；Using offline periodic maintenance strategy.Therefore, it is vehicle-mounted that subway wheel footpath detecting system is not related to herein
The fault diagnosis of device.
Claims (4)
1. the subway wheel footpath real-time detecting system of a kind of employing laser correlative detector, it is characterised in that system is by ground installation
(300), car-mounted device (400) composition, ground installation (300) includes the first expanded laser light correlative detector (100), the second extension
Laser correlative detector (200)；2, two transponders of transponder 1 and transponder L apart is chosen on straight track circuit, as
The length object of reference of wheel footpath detection；Two ends at transponder 1 and the interval Wai Ce ⊿ L of transponder 2, are respectively configured the first extension and swash
Light correlative detector (100), the second expanded laser light correlative detector (200), the distance=L+2 ⊿ of two laser correlative detectors
L, apart from the datum length that L+2 ⊿ L are detected as wheel footpath；The transponder 11 of the first expanded laser light correlative detector (100) is located at
At the L+2 ⊿ L of transponder 2 to the extensions of transponder 1, the transponder 21 of the second expanded laser light correlative detector (200) is located at response
At the L+2 ⊿ L of device 1 to the extensions of transponder 2；Laser emission end, the laser pick-off end of the first expanded laser light correlative detector (100)
Vertical track circuit is arranged on track both sides, the setting height(from bottom)=H of Laser emission/receiving terminal, height H=car-mounted devices (400)
Laser shutter setting height(from bottom), the Laser emission end of the second expanded laser light correlative detector (200), laser pick-off end installation side
Formula is identical with the first expanded laser light correlative detector (100).
2. the subway wheel footpath real-time detecting system of employing laser correlative detector according to claim 1, it is characterised in that
The first described expanded laser light correlative detector (100) is with DA208Y-1 type laser correlative detectors as core, including laser is sent out
Penetrate end (110), laser pick-off end (120), the wireless communication module (140) of transponder 1 (130), CC2500 types 2.4G, employing
The main control module (150) of MSP430F149 chips；The MSP430F149 feet 32,33 of main control module (150) respectively with radio communication
Module (140) port 2,1 is connected, the MSP430F149 feet 34,35 of main control module (150) respectively with the port 2 of transponder 1 (130),
1 is connected, the MSP430F149 feet 12,16 of main control module (150) respectively with Laser emission end (110) port 1, laser pick-off end
(120) port 2 is connected；Transponder 1 (130) is only received and does not send radiofrequency signal, that is, receive penetrating for train standard configuration requestor transmitting
The message of frequency signal/adjacent transponder response of reading, examines as the startup/failure of the first expanded laser light correlative detector (100)
Break signal；The laser beam of Laser emission end (110) transmitting is blocked by car-mounted device (400) laser shutter, laser pick-off end
(120) generate subway wheel footpath real-time detection and interrupt 1, the shutdown signal and ground as the first expanded laser light correlative detector (100)
The enabling signal of iron tyre footpath detection；
The structure of the second expanded laser light correlative detector (200) is identical with the first expanded laser light correlative detector (100), transponder
2 (230) receptions do not send radiofrequency signal, that is, read message/reception train standard configuration requestor transmitting of adjacent transponder response
Radiofrequency signal, as the startup/fault diagnosis signal of the second expanded laser light correlative detector；Launch at Laser emission end (210)
Laser beam blocked by car-mounted device (400) laser shutter, laser pick-off end (220) generate subway wheel footpath real-time detection and interrupt
2, the end signal of the shutdown signal and subway wheel footpath detection as the second expanded laser light correlative detector (200).
3. the subway wheel footpath real-time detecting system of employing laser correlative detector according to claim 1, it is characterised in that
Described car-mounted device (400) is including the in-vehicle wireless communication module (410) of CC2500 types 2.4G, using TDC_GP21 chips
Measure of time module (420), the vehicle-mounted main control module (430) using MSP430F149 chips, laser shutter (440)；It is vehicle-mounted
The MSP430F149 feet 32,33 of main control module (430) are connected respectively with in-vehicle wireless communication module (410) port 2,1, vehicle-mounted master
The TDC_GP21 feet 8 respectively with measure of time module (420) of MSP430F149 feet 27,28,31,29,30 of control module (430),
9th, 10,11,12 are connected, and vehicle-mounted main control module (430) is connected with DF16/1.200fadk type wheel shaft tachogenerators；Laser is blocked
Plate (440) is installed in train head, the setting height(from bottom) of setting height(from bottom) H=Laser emission/receiving terminal.
4. a kind of subway wheel footpath real-time detection method using system as claimed in claim 1, it is characterised in that subway wheel footpath reality
When detection method flow process including subway wheel footpath real-time detection flow process and the fault diagnosis flow scheme of subway wheel footpath, subway wheel footpath
Fault diagnosis flow scheme is by the fault diagnosis flow scheme of subway wheel footpath real-time detecting system, the fault diagnosis flow scheme of subway wheel footpath wear rate
Composition；
The real-time detection flow process of described subway wheel footpath is as follows：
1. the first expanded laser light correlative detector starts：
Transponder 11 receives/responds train requestor radiofrequency signal；Transponder 1 (130) receives the response message of transponder 11；Master control
Module (150) starts the first expanded laser light correlative detector (100)；Launch laser beam in Laser emission end (110)；Laser pick-off end
(120) laser beam is received；
2. wheel footpath detection starts：
Laser shutter (440) blocking laser beam；Laser pick-off end (120) generates detection and interrupts 1；Main control module (150) Jing leads to
Letter module (140) transmitting detection enabling signal；Main control module (430) Jing communication modules (410) receive detection enabling signal；Time
Measurement module (420) record detection starting time tstart；
3. -1 first expanded laser light correlative detector is closed：
Time delay t after main control module (150) transmitting detection enabling signaldelay；Main control module (150) closes the first expanded laser light to penetrating
Detector (100)；
3. -2 wheel footpaths detection：
Vehicle-mounted main control module (430) reads the count pulse of wheel shaft tachogenerator；Measure of time module (420) records all surveys
The time t of the count pulse for measuring1、t2、……tN；
4. the second expanded laser light correlative detector starts：
Transponder 2 (230) receives train requestor radiofrequency signal；Main control module (250) starts the second expanded laser light to penetrating detection
Device (200)；Launch laser beam in Laser emission end (210)；Laser pick-off end (220) receives laser beam；
5. wheel footpath detection terminates：
Laser shutter (440) blocking laser beam；Laser pick-off end (220) generates detection and interrupts 2；Main control module (250) Jing leads to
Letter module (240) transmitting detection end signal；Main control module (430) Jing communication modules (410) receive detection end signal；Time
Measurement module (420) record detection end time tend；
6. the second expanded laser light correlative detector is closed：
Time delay t after main control module (250) transmitting detection end signaldelay；Main control module (250) closes the second expanded laser light to penetrating
Detector (200)；
7. wheel footpath is calculated：
Calculate non-integer circle number DS when startingdecimal=(t1- tstart)/(t2- t1)；Non-integer circle number DE at the end of calculatingdecimal=
(tend- tN)/(tN- tN-1)；Calculate wheel footpath detection number of turns K=N+DSdecimal+DEdecimal；Calculate wheel footpath Φ=[L+2 ⊿ L]
÷K÷π；The corresponding train mileage D of storage wheel footpath Φmileage；
The fault diagnosis flow scheme of described subway wheel footpath real-time detecting system：
If transponder 1 (130) receives requestor radiofrequency signal but does not read the response message of adjacent transponder 11, the event of transponder 11
Barrier；If transponder 1 (130) does not receive requestor radiofrequency signal but requestor reads the adjacent message of transponder 11, transponder 1
(130) failure；If transponder 1 (130) receives the response message of transponder 11 but non-emissive detection enabling signal, first laser pair
Penetrate breakdown detector；The fault diagnosis of the second expanded laser light correlative detector (200) and the first expanded laser light correlative detector
(100) it is identical；
The fault diagnosis flow scheme of described subway wheel footpath wear rate：
Read wheel footpath wear coefficient DparameterThe km of=0.125mm/ ten thousand；
Read wheel footpath value Φ that the front one-shot measurement of storage is obtained1, mileage D1mileageWheel footpath value Φ obtained with rear one-shot measurement2, it is inner
Journey D2mileage；
Wear rate fault diagnosis：
Ji Suan ⊿ Φ=[Φ2- Φ1]/[D2mileage- D1mileage]；Ruo ⊿ Φ >=2Dparameter, then wheel footpath wear-out failure.
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| CN107748113A (en) * | 2017-10-09 | 2018-03-02 | 长沙开元仪器股份有限公司 | A kind of rail vehicle and its rail vehicle wheel wear detection means |
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| CN113060181B (en) * | 2021-04-06 | 2022-04-08 | 中车青岛四方车辆研究所有限公司 | Train wheel diameter calibration system and method |
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