A PHM system for subway train fault detection

Abstract

This application discloses a PHM (Prognostics and Health Management) system for subway train fault detection, relating to the field of subway train fault detection technology. It includes an onboard host and gearbox, a dynamic PHM fault diagnosis module, and a static PHM fault diagnosis module. The gearbox contains a gear set. The technical advantages of this application are: by combining the static and dynamic PHM fault diagnosis modules, when the subway train is noisy, the dynamic PHM fault diagnosis module performs gearbox fault detection on the lubricating oil; when the subway train is stationary, the static PHM fault diagnosis module performs a secondary judgment on the previously occurred fault warnings; a liquid level photoelectric sensor provides an upper limit warning for the oil level during oil filling, and through modification, it can also detect major gearbox oil leakage faults; when the train is stationary, a color sensor detects whether the lubricating oil has emulsified; and when the train is moving, a color sensor can also preliminarily detect whether a gear tooth breakage fault has occurred.

Description

Technical Field

[0001] This application relates to the field of subway train fault detection technology, and in particular to a PHM system for subway train fault detection. Background Technology

[0002] Gearbox transmission systems are used in subway trains due to the excellent mechanical properties of their gears. As the most important component of the subway train transmission system, the gearbox is installed on the bogie, with one end elastically suspended from the bogie frame and the other end connected to the bogie axle. During normal operation, subway vehicles are affected by the complex working conditions of the track, and the bogie is frequently subjected to vibration and impact from the track. In order to improve the performance of the gearbox, the lubrication method of the gearbox bearings and gears is to drive the flow of lubricating oil in the gearbox by the rotation of the gears, which generates splashed oil mist that acts on the meshing surfaces between the gears and other parts of the gearbox to achieve cooling and lubrication of the gearbox.

[0003] Gears are important transmission components in gearboxes, and the vibration generated by gear meshing is also the main source of vibration in gearboxes. The gearbox housing protects the transmission gears and supports the bearings. The housing contains a large amount of lubricating oil that splashes lubricating oil, and the sealing of the housing ensures the cleanliness of the lubricating oil inside the housing.

[0004] In existing technologies, the lubricating oil in gearboxes can experience discoloration, emulsification, and deterioration. The main cause of emulsification is that external dust, dirt, and moisture are drawn into the gearbox through the vent or seals. This is especially problematic when subway trains pass through tunnels, where negative pressure creates a vacuum at the vent, allowing fine polluting particles to flow back and cause the lubricating oil to emulsify or turn black. Therefore, subway trains need to have the capability to detect emulsification faults in the lubricating oil. Furthermore, because the gearbox uses a non-contact labyrinth seal structure, splashed oil mist can overflow along the labyrinth seal gaps, and some of this mist continues to diffuse and leak outwards. Gearbox housing damage caused by external forces will lead to changes in lubricating oil levels, therefore subway trains also need to have the ability to detect gearbox oil leakage faults; gears may break teeth during operation, which is a major fault, mainly caused by fatigue or overload, therefore the ability to detect broken gear teeth is also required; in addition, the train's fault integration and fault information remote transmission capabilities need to be improved; therefore, given that existing devices cannot fully realize the above functions, there is an urgent need to design a unified solution for subway train gearbox fault detection mechanism and train health management system. Summary of the Invention

[0005] This invention provides a PHM (Prognostics and Health Management) system for subway train fault detection. By combining a static PHM fault diagnosis module with a dynamic PHM fault diagnosis module, when the subway train experiences high noise levels, the dynamic PHM module detects the color of the lubricating oil to determine if a gearbox malfunction has occurred. After the subway train comes to a stop, the static PHM module uses gear vibration analysis to perform a secondary assessment of the previously detected faults, thereby improving the safety and stability of the subway train during operation. The specific implementation method is as follows:

[0006] A PHM system for detecting faults in subway trains, comprising:

[0007] The on-board host unit's output is connected to the remote urban rail intelligent operation and maintenance platform, the on-site execution module, and the parking station via signals.

[0008] The gearbox has a drive shaft and a driven shaft extending outwards from the side. The two shafts are connected by a gear set, which is built into the gearbox. The driven shaft is connected to a linkage. The gearbox is used for the transmission of subway trains.

[0009] The static PHM fault diagnosis module is specifically a composite sensor electrically connected to the input terminal of the vehicle host. The composite sensor is located on the side of the gearbox. It collects vibration and impact signals and extracts the characteristic quantities of vibration and impact through time-frequency domain analysis. Based on the characteristic frequency, it makes fault judgments on the gearbox.

[0010] The dynamic PHM fault diagnosis module consists of a first detection component and a second detection component, both of which are electrically connected to the input terminal of the vehicle host. The first detection component is installed in the oil inlet of the gearbox, and the second detection component is installed in the oil drain of the gearbox. The first and second detection components are used to detect whether the gearbox has broken teeth or lubricating oil emulsification during operation. They can also be used to detect the upper and lower oil levels in the gearbox.

[0011] By adopting the above technical solutions, the PHM system can improve the fault detection and health management capabilities of subway trains during operation. The receiver of the onboard host is electrically connected to the composite sensor, as well as the photoelectric sensors in the first and second detection components, and can also communicate with the urban rail intelligent operation and maintenance platform for data interaction. At the station, through the vehicle's sensors and processors, sensor data can be collected and processed in real time to realize functions such as online fault diagnosis and sub-health prediction, achieving onboard fault prediction and health management. Maintenance personnel can use mobile phones and tablets on the subway train to collect detection data and conduct online monitoring, enabling unified application and ensuring train safety. The dynamic PHM fault diagnosis module can be used in the gear... The system eliminates the impact of noise on fault diagnosis during gearbox operation and utilizes the disordered movement of lubricating oil within the gearbox during train operation to improve the accuracy of fault diagnosis. The composite sensor in the static PHM fault diagnosis module is a conventional use of existing technology. Because it is highly susceptible to noise interference during train operation, it serves as an auxiliary means to the dynamic PHM fault diagnosis module. After the train stops and there is no noise, the gear set is unloaded via a linkage, and the static PHM fault diagnosis module is used to further determine the fault situation. The composite sensor specifically includes an acceleration sensor for collecting gearbox vibration signals and can also be equipped with a temperature sensor for measuring the internal temperature of the gearbox.

[0012] Furthermore, the gearbox is composed of a first housing and a second housing connected together. The oil inlet is located at the upper part of the gearbox, and the oil outlet is located at the lower part of the gearbox. The first detection component passes through the oil inlet, and cylindrical protrusions are provided outward at the penetration positions on both sides of the oil inlet. Similarly, cylindrical protrusions are also provided at the penetration positions of the second detection component on both sides of the oil outlet. The second detection component is arranged in a direction parallel to the drive shaft, and the first detection component is arranged in a direction perpendicular to the drive shaft.

[0013] By adopting the above technical solutions, the second detection component is equipped with a color photoelectric sensor for detecting broken gears and lubricating oil emulsification. The first detection component is placed at an angle with its oil inlet at a higher position. It contains a liquid level photoelectric sensor for detecting the oil level during inlet flow, and a color photoelectric sensor can also be added vertically. The simultaneous fault detection by these two color photoelectric sensors improves detection efficiency. Similarly, the second detection component can also be equipped with a liquid level photoelectric sensor. When a serious oil leak occurs in the gearbox, the lowest oil level can be detected while the train is stationary. The color photoelectric sensor determines the fault based on the color change of the oil in the gearbox. When black is detected during train operation or while stationary, the blackening of the lubricating oil in the gearbox is caused by iron filings or iron powder from the gearbox. The density of iron filings in the gearbox is low, so the detection light can pass through the iron filings to reach the receiving unit, indicating a fault warning. A secondary assessment of gear damage should then be performed using a composite sensor. When white light is detected while the train is stationary, it indicates that rainwater has dissolved into the lubricating oil, causing emulsification, and the lubricating oil must be replaced. The color sensor works by emitting white light, which is refracted and returns to the receiving unit. The receiving unit detects the amount of red, green, and blue light in the reflected light, and by comparison, the color of the lubricating oil can be determined. The liquid level photoelectric sensor works by containing a near-infrared LED and a photosensitive receiver. Light emitted from the LED enters the photosensitive receiver. When the liquid level is above the limit, the photosensitive receiver receives little or no light.

[0014] Furthermore, the linkage has a cylindrical structure with an installation groove at its end for inserting a wheel axle, and a circular linkage assembly cavity on its inner side. Several telescopic drive components are equidistantly arranged on its side along the circumference of the linkage assembly cavity. The output end of the telescopic drive component is connected to a V-shaped plug block. The sliding track of the V-shaped plug block is connected to the linkage assembly cavity along the internal tangent direction of the linkage assembly cavity. The driven shaft includes a shaft body and a rotating plate fixed at the end of the shaft body. Several V-shaped positioning grooves are equidistantly arranged on the side of the rotating plate along the circumference. The inner surface of the V-shaped plug block matches the contour of the V-shaped positioning groove.

[0015] By adopting the above technical solutions, when the composite sensor is used to determine static gear faults, the external motor is connected to the drive shaft, and the actuator disengages the driven shaft from the load, causing the gear set to idle, so as to prevent the gear set from generating driving force on the train during the detection.

[0016] Furthermore, the first detection component and the second detection component have the same structure, the only difference being the type and number of photoelectric sensors used. Taking the second detection component as an example, it includes no fewer than two photoelectric refraction columns arranged equidistantly along the circumference, a detection end cap that slides against one end of the photoelectric refraction column, and an oil guiding end cap located at the other end of the photoelectric refraction column. Each photoelectric refraction column is fitted with a spacing adjustment ring for adjusting the radial spacing. The detection end cap and the oil guiding end cap are respectively threaded to the cylindrical protrusion of the oil drain, and the spacing adjustment ring is located on the outside of the cylindrical protrusion and the inside of the dust cover.

[0017] Furthermore, the end cap of the detection unit has a single-sided conductive mounting cavity, and the conductive part is equipped with a lens. The mounting cavity is equipped with a mounting plate, and a photoelectric signal transmitter and a photoelectric signal receiver are mounted on the mounting plate. The signal generating parts of the photoelectric signal transmitter and the photoelectric signal receiver are axially corresponding to the corresponding photoelectric refraction pillars, and the two photoelectric refraction pillars are in an opposing position.

[0018] Furthermore, the cross-section of a single photoelectric refraction column is fan-shaped, and its inner side is set as a plane along the axial direction. The photoelectric refraction column is composed of a reflective column and a transmission column connected in the axial direction, and the junction of the two is set as a reflective slope.

[0019] Furthermore, the spacing adjustment ring is composed of several arc-shaped rods connected end to end, and the number of arc-shaped rods is the same as the number of photoelectric refraction columns; one end of the arc-shaped rod is fixed with a plug rod, and the other side is provided with a receiving chamber, and a cylinder is provided in the receiving chamber. The receiving chamber is slidably connected to the plug rod of the adjacent arc-shaped rod, and the air arm end of the cylinder is connected to the end face of the plug rod; the spacing adjustment ring and the photoelectric refraction column are connected by a pressing block. The pressing block includes a horizontal plate, and a limiting protrusion is fixed on the outer side of the horizontal plate. A sliding groove is provided along the length direction of the straight section on the inner side of the arc-shaped rod. The limiting protrusion is slidably connected to the sliding groove. A connecting rod is fixed on the inner side of the horizontal plate. A positioning hole is provided on the back of the reflector column. The other end of the connecting rod passes through the cylindrical protrusion of the oil drain part and is connected to the positioning hole. A groove is provided at the mating point between the cylindrical protrusion and the connecting rod.

[0020] By adopting the above technical solution, the transmission column is made of glass, and the reflection column is made of platinum, silver, aluminum or copper metal. The detection light is reflected at the reflection slope. Under the action of the two opposing reflection slopes, the detection light makes two consecutive right-angle turns and finally reaches the photoelectric signal receiver. The spacing adjustment ring is used to adjust the distance between the two opposing photoelectric refraction columns, thereby adjusting the size of the detection space. When the photoelectric sensor detects, the distance can be finely adjusted by the spacing adjustment ring, so that metal debris of different sizes can enter the detection position.

[0021] Furthermore, the second detection component also includes a magnetic oil guide, which is axially sleeved on the inner side of each photoelectric refraction column. The magnetic oil guide and the end cap of the oil guide are integrated. The magnetic oil guide is formed by connecting a straight cylinder, a magnetic column and a buffer cylindrical plate axially in sequence. The magnetic column is fan-shaped and has the same number as the photoelectric refraction column along the circumference of the straight cylinder. There is an assembly gap between adjacent magnetic columns. The inner side of the straight cylinder is axially configured as an oil guide channel. Impurity detection cavities are formed between the straight cylinder and the buffer cylindrical plate axially and at the corresponding positions on the inner side of each magnetic column.

[0022] Furthermore, the sides of the fan-shaped magnetic column are arranged from the outside to the inside as magnetic prisms and magnetic inner inclined surfaces, and the magnetic inner inclined surfaces on both sides of the magnetic column are merged at the end.

[0023] Furthermore, there are installation gaps between each photoelectric refraction column, and each magnetic column has an installation gap that corresponds to its radial direction.

[0024] By adopting the above technical solutions, the magnetic oil guide component can collect metal shavings in the lubricating oil at the impurity detection chamber, thereby improving the detection efficiency; the lubricating oil entering and exiting the impurity detection chamber, as well as the detection light entering and exiting, all pass through the installation gaps between each photoelectric refraction column.

[0025] Furthermore, the oil guide end cap includes a sealing female cap threaded to the end of the cylindrical protrusion of the oil drain section. The sealing female cap has a circular through hole at the center that corresponds to the axial direction of the oil guide channel, and a sealing female cap is threaded to the sealing female cap at the position corresponding to the circular through hole.

[0026] By adopting the above technical solutions, the magnetic oil guide component can be pulled out axially after the sealing cover is opened to clean the metal impurities on its surface; opening only the sealing cover is to drain the waste lubricating oil from the oil guide channel.

[0027] In summary, this application includes the following beneficial technical effects:

[0028] 1. This invention manages gearbox malfunctions in subway trains by setting up a PHM system, and uploads and stores the malfunction information via data transmission;

[0029] 2. This invention combines a static PHM fault diagnosis module with a dynamic PHM fault diagnosis module. When the noise from the subway train is high, the dynamic PHM fault diagnosis module performs gearbox fault detection on the lubricating oil. When the subway train is stationary, the static PHM fault diagnosis module performs a secondary judgment on the previously triggered fault warnings.

[0030] 3. This invention uses a liquid level photoelectric sensor to provide an early warning of the upper limit of the oil level during oil filling. With modification, it can also be used to detect major oil leakage faults in the gearbox.

[0031] 4. This invention can detect whether the lubricating oil has emulsified when the train is stationary using a color sensor; and can also preliminarily detect whether a gear tooth breakage fault has occurred when the train is moving using a color sensor.

[0032] 5. In this invention, the spacing of the photoelectric refraction columns can be automatically adjusted by the spacing adjustment ring to automatically adjust the size of the detection space according to the size of the impurities, and to simultaneously install two sets of photoelectric sensors on a single detection component. Attached Figure Description

[0033] Figure 1 This is a schematic diagram of the structure of the present invention;

[0034] Figure 2 This is a cross-sectional view of the structure of the present invention;

[0035] Figure 3 This is a cross-section of the oil inlet structure in this invention. Figure 1 ;

[0036] Figure 4 This is a cross-section of the oil inlet structure in this invention. Figure 2 ;

[0037] Figure 5 This is a cross-sectional view of the driven shaft after it explodes relative to the linkage in this invention;

[0038] Figure 6 This is a cross-sectional view of the linkage structure in this invention;

[0039] Figure 7 This is a schematic diagram of the structure of the second detection component after it explodes in this invention;

[0040] Figure 8 This is a schematic diagram of the structure of the second detection component in this invention;

[0041] Figure 9 This is a schematic diagram and cross-sectional view of the photoelectric refraction column in this invention;

[0042] Figure 10 This is a cross-sectional view of the front structure of the second detection component in this invention;

[0043] Figure 11 This is a schematic diagram of the structure of the magnetic oil-conducting component in this invention;

[0044] Figure 12 This is the present invention. Figure 11 Enlarged view of the middle section structure;

[0045] Figure 13 This is a cross-sectional view of the structure of the second detection component in this invention;

[0046] Figure 14This is a cross-sectional view of the second detection component structure after explosion in this invention;

[0047] Figure 15 This is a schematic diagram of the oil discharge section in this invention;

[0048] Figure 16 This is a cross-sectional view of the oil discharge section structure in this invention;

[0049] Figure 17 This is a cross-sectional view of the end cap structure of the detection unit in this invention;

[0050] Figure 18 This is a schematic diagram of the structure of the magnetic oil guiding component, the spacing adjustment ring, and the photoelectric refraction column in this invention;

[0051] Figure 19 This is an exploded view of the spacing adjustment ring in this invention;

[0052] Figure 20 This is the electrical schematic diagram of the present invention;

[0053] Figure 21 This is a cross-sectional view of the structure of the second detection component after the modified application of the present invention.

[0054] Explanation of reference numerals in the attached figures:

[0055] 1. Gearbox, 2. Gear set, 3. Drive shaft, 4. Driven shaft, 5. Linkage device, 6. First detection component, 7. Second detection component, 8. Composite sensor, 9. Urban rail intelligent operation and maintenance platform, 10. Field execution module, 11. Parking station, 12. On-board host, 101. First housing, 102. Second housing, 103. Oil inlet, 104. Oil outlet, 1041. Groove, 401. Shaft, 402. Rotating plate, 403. V-shaped positioning groove, 501. Telescopic drive component, 502. V-shaped plug block, 503. Mounting groove, 504. Linkage assembly cavity, 701. Magnetic oil guide component, 702. Oil guide end cover, 703. Spacing adjustment ring, 704. Dust cover, 705. Photoelectric refraction column, 706. Detection end cover, 707. Pressing block, 7011. Magnetic 7012. Straight cylinder, 7013. Buffer cylindrical plate, 7014. Oil guide channel, 7015. Impurity detection chamber, 70111. Magnetic inner inclined surface, 70112. Magnetic prism, 7021. Sealing female cover, 7022. Circular through hole, 7023. Sealing female cover, 7031. Arc rod, 7032. Receiving chamber, 7033. Insertion rod, 7034. Sliding groove, 7051. Reflecting column, 7052. Transmitting column, 7053. Reflecting inclined surface, 7054. Positioning hole, 7055. Planar, 7056. Metal detection groove, 7061. Lens, 7062. Mounting cavity, 7063. Mounting plate, 7064. Photoelectric signal transmitter, 7065. Photoelectric signal receiver, 7071. Horizontal plate, 7072. Connecting rod, 7073. Limiting protrusion. Detailed Implementation

[0056] The specific embodiments of the present invention are described below with reference to the accompanying drawings and examples:

[0057] It should be noted that the structures, proportions, sizes, etc. illustrated in the accompanying drawings of this specification are only used to complement the content disclosed in the specification, so that those skilled in the art can understand and read them, and are not intended to limit the conditions under which the present invention can be implemented. Any modifications to the structure, changes in the proportions, or adjustments to the size, without affecting the effects and objectives that the present invention can produce, should still fall within the scope of the technical content disclosed in the present invention.

[0058] Furthermore, the terms such as "upper," "lower," "left," "right," "middle," and "one" used in this specification are merely for clarity of description and are not intended to limit the scope of the invention. Any changes or adjustments to their relative relationships, without substantially altering the technical content, should also be considered within the scope of the invention.

[0059] The following is in conjunction with the appendix Figure 1-21 This application will be described in further detail.

[0060] This application discloses a PHM system for detecting faults in subway trains.

[0061] Example 1

[0062] Reference Figures 1 to 20 A fault detection (PHM) system for subway trains includes an onboard host 12, a gearbox 1, a static PHM fault diagnosis module, and a dynamic PHM fault diagnosis module. The onboard host 12 is connected to a remote urban rail intelligent operation and maintenance platform 9, a field execution module 10, and a parking station 11 via signals. The gearbox 1 has a drive shaft 3 and a driven shaft 4 extending outward from its side, connected by a gear set 2, which is built into the gearbox 1. The end of the driven shaft 4 is connected to a linkage 5. The static PHM fault diagnosis module is specifically a composite sensor 8, which is located on the side of the gearbox 1. The dynamic PHM fault diagnosis module consists of a first detection component 6 and a second detection component 7, which include photoelectric detection units. The first detection component 6 is installed in the oil inlet 103 of the gearbox 1, and the second detection component 7 is installed in the oil drain 104 of the gearbox 1. In this structure, by combining the static PHM fault diagnosis module and the dynamic PHM fault diagnosis module, accurate identification of gear faults in the gearbox 1 is achieved under the complex operating conditions of subway trains.

[0063] Reference Figures 2 to 6 The gearbox 1 is formed by inserting a first housing 101 and a second housing 102. The oil inlet 103 is located at the upper part of the gearbox 1, and the oil outlet 104 is located at the lower part of the gearbox 1. The first detection component 6 passes through the oil inlet 103, and cylindrical protrusions are provided outward at the through positions on both sides of the oil inlet 103. Similarly, cylindrical protrusions are also provided at the through positions on both sides of the oil outlet 104 where the second detection component 7 passes through. In this structure, the second detection component 7 is arranged in a direction parallel to the drive shaft 3, and the first detection component 6 is arranged in a direction perpendicular to the drive shaft 3.

[0064] Reference Figures 5 to 6 The linkage 5 is a cylindrical structure with an installation groove 503 at its end for inserting a wheel axle. A circular linkage assembly cavity 504 is provided on its inner side. Several telescopic drive members 501 are equidistantly arranged on its side along the circumference of the linkage assembly cavity 504. The output end of the telescopic drive member 501 is connected to a V-shaped plug block 502. The sliding track of the V-shaped plug block 502 is connected to the linkage assembly cavity 504 along the inner tangent direction of the linkage assembly cavity 504. In this structure, the driven shaft 4 includes a shaft body 401 and a rotating plate 402 fixed at the end of the shaft body 401. Several V-shaped positioning grooves 403 are equidistantly arranged on the side of the rotating plate 402 along the circumference. The inner surface of the V-shaped plug block 502 matches the contour of the V-shaped positioning groove 403 in order to better lock the driven shaft 4.

[0065] The specific working process is as follows: When the train is moving, the photoelectric sensor in the detection component dynamically detects the lubricating oil in the gearbox 1; when an abnormal color of the lubricating oil is detected, the on-board host 12 sends a fault warning to the urban rail intelligent operation and maintenance platform 9, the field execution module 10, and the station 11 respectively; after the train stops, the telescopic drive component 501, which can be a cylinder, retracts its arm to retract the V-shaped plug block 502 and disengage it from the V-shaped positioning groove 403, the linkage 5 loses its function, and the driven shaft 4 is freed from the connection with the load; subsequently, the external motor starts, the gearbox 1 idles, and the composite sensor 8 is used for secondary detection of gearbox faults to further improve the accuracy of fault detection; if a fault does occur, the urban rail intelligent operation and maintenance platform 9, the field execution module 10, and the station 11 are notified to report the shutdown and notify maintenance; if no fault occurs, the arm extends to re-insert the V-shaped plug block 502 into the V-shaped positioning groove 403, the linkage 5 resumes its function, and the motor continues to drive the load, and the subway train continues to run.

[0066] Example 2

[0067] Reference Figure 2 and Figure 7 In conjunction with Embodiment 1, this embodiment also provides a PHM system for detecting faults in subway trains. The first detection component 6 is equipped with a set of liquid level photoelectric sensors, and the second detection component 7 is equipped with a set of color photoelectric sensors. The color photoelectric sensors perform fault detection of gearbox 1 when the train is running and emulsification detection of lubricating oil when the train is stationary.

[0068] Reference Figures 7 to 10 The first detection component 6 and the second detection component 7 have the same structure. Taking the second detection component 7 as an example, it includes no fewer than two photoelectric refraction columns 705 arranged equidistantly along the circumference, a detection end cap 706 that slides against one end of the photoelectric refraction column 705, and an oil guide end cap 702 located at the other end of the photoelectric refraction column 705. Each photoelectric refraction column 705 is fitted with a spacing adjustment ring 703 for adjusting the radial spacing. In this structure, the spacing adjustment ring 703 adjusts the radial spacing between the photoelectric refraction columns 705 by expanding and contracting, thereby adjusting the width of the detection space and thus improving the detection accuracy.

[0069] The end cap 706 of the detection section and the end cap 702 of the oil guide section are respectively threaded to the cylindrical protrusion of the oil drain section 104, and the spacing adjustment ring 703 is located on the outside of the cylindrical protrusion and the inside of the dust cover 704. In this structure, the end cap 706 of the detection section and the end cap 702 of the oil guide section can be quickly disassembled relative to the oil drain section 104. At the same time, the oil guide port and the detection component are axially integrated into one place, which improves the space utilization. The dust cover 704 provides protection for the spacing adjustment ring 703.

[0070] Reference Figure 17 The end cap 706 of the detection section has a single-sided conductive mounting cavity 7062, and the conductive part is provided with a lens 7061. The mounting cavity 7062 is provided with a mounting plate 7063. A photoelectric signal transmitter 7064 and a photoelectric signal receiver 7065 are mounted on the mounting plate 7063. In this structure, the signal generating parts of the photoelectric signal transmitter 7064 and the photoelectric signal receiver 7065 are axially corresponding to the corresponding photoelectric refraction pillars 705, and the two photoelectric refraction pillars 705 are opposite to each other.

[0071] Reference Figure 9 The cross-section of a single photoelectric refraction column 705 is fan-shaped, and its inner side is set as a planar shape 7055 along the axial direction. The photoelectric refraction column 705 is composed of a reflective column 7051 and a transmission column 7052 connected axially, and the junction of the two is set as a reflective inclined surface 7053. In this structure, the reflective inclined surface 7053 is made of a high-density metal material to ensure the reflectivity of the detection light. The planar shape 7055 allows the detection light to be refracted and then pass directly through the transmission column 7052, thereby reducing the scattering rate of the detection light.

[0072] Reference Figure 19 The pitch adjustment ring 703 is composed of several arc-shaped rods 7031 connected end to end, and the number of arc-shaped rods 7031 is the same as the number of photoelectric refraction columns 705. One end of the arc-shaped rod 7031 is fixed with a plug rod 7033, and the other side is provided with a receiving chamber 7032. A cylinder is provided in the receiving chamber 7032. The receiving chamber 7032 is slidably connected to the plug rod 7033 of the adjacent arc-shaped rod 7031, and the air arm end of the cylinder is connected to the end face of the plug rod 7033. In this structure, the cylinders in each receiving chamber 7032 synchronously adjust the length of the air arm, which can cause the diameter of the entire pitch adjustment ring 703 to change.

[0073] Reference Figures 1 to 19 The spacing adjustment ring 703 and the photoelectric refraction column 705 are connected by a pressing block 707. The pressing block 707 includes a horizontal plate 7071. A limiting protrusion 7073 is fixed on the outer side of the horizontal plate 7071. A sliding groove 7034 is opened along the length direction on the straight section of the inner side of the arc-shaped rod 7031. The limiting protrusion 7073 is slidably connected to the sliding groove 7034. A connecting rod 7072 is fixed on the inner side of the horizontal plate 7071. A positioning hole 7054 is provided on the back of the reflective column 7051. The other end of the connecting rod 7072... The cylindrical protrusion passing through the oil drain section 104 is connected to the positioning hole 7054, and a groove 1041 is provided at the mating point between the cylindrical protrusion and the connecting rod 7072. In this structure, a sealing ring structure is provided at the sliding mating point between the connecting rod 7072 and the cylindrical protrusion of the oil drain section 104. The change in the diameter of the spacing adjustment ring 703 directly affects the spacing between the opposing photoelectric refraction columns 705 through the pressing block 707. In addition to affecting the detection distance, it can also axially change the detection plane between the photoelectric refraction columns 705, thereby improving the detection range.

[0074] Example 3

[0075] Reference Figure 1 and Figure 4 In conjunction with Embodiments 1 and 2, this embodiment also provides a PHM system for subway trains and its workbench. The first detection component 6 is equipped with a set of liquid level photoelectric sensors, and the second detection component 7 is equipped with a set of liquid level photoelectric sensors and a set of color photoelectric sensors. The liquid level photoelectric sensors and color photoelectric sensors in the second detection component 7 are arranged in a cross shape on the mounting plate 7063, and each of the two photoelectric sensors has a pair of corresponding photoelectric refraction columns 705. In this structure, the set of liquid level photoelectric sensors in the first detection component 6 is used to provide an early warning of the oil level during oil filling to prevent the oil level from exceeding the upper limit of use.

[0076] Example 4

[0077] Reference Figures 1 to 4 In conjunction with Embodiments 1 and 2, this embodiment also provides a PHM system for detecting faults in subway trains. The first detection component 6 is equipped with a set of liquid level photoelectric sensors and a set of color photoelectric sensors, and the second detection component 7 is equipped with a set of color photoelectric sensors. The liquid level photoelectric sensors and color photoelectric sensors in the first detection component 6 are arranged in a cross shape on the mounting plate 7063, and each of the two photoelectric sensors has a pair of corresponding photoelectric refraction columns 705. In this structure, color photoelectric sensors are provided on both the upper and lower parts of the gearbox 1 to improve fault detection efficiency.

[0078] Example 5

[0079] Reference Figures 1 to 4 In conjunction with Embodiments 1 and 2, this embodiment also provides a PHM system for detecting faults in subway trains. The first detection component 6 is equipped with a set of liquid level photoelectric sensors and a set of color photoelectric sensors. The second detection component 7 is equipped with a set of liquid level photoelectric sensors. The liquid level photoelectric sensors and color photoelectric sensors in the first detection component 6 are arranged in a cross shape on the mounting plate 7063. Each of the two photoelectric sensors has a pair of corresponding photoelectric refraction columns 705. In this structure, the set of liquid level photoelectric sensors in the second detection component 7 is used to provide an early warning of the lowest oil level when the train is stationary, so as to determine whether the gearbox 1 has been affected by external forces and has a serious oil leakage fault.

[0080] Example 6

[0081] Reference Figures 1 to 4In conjunction with Embodiments 1 and 2, this embodiment also provides a PHM system for detecting faults in subway trains. The first detection component 6 is equipped with a set of liquid level photoelectric sensors and a set of color photoelectric sensors, and the second detection component 7 is also equipped with a set of liquid level photoelectric sensors and a set of color photoelectric sensors. This structure is designed to increase the versatility of the detection components.

[0082] Example 7

[0083] Reference Figures 11 to 19 In conjunction with the above embodiments, this embodiment also provides a PHM system for detecting subway train faults. The second detection component 7 further includes a magnetic oil guide 701, which is axially sleeved on the inner side of each photoelectric refraction column 705. The magnetic oil guide 701 and the oil guide end cap 702 are integrated. The magnetic oil guide 701 can magnetically concentrate the metal impurities in the lubricating oil onto the refraction path to improve the accuracy and timeliness of detection.

[0084] The magnetic oil guiding component 701 is formed by sequentially connecting a straight cylinder 7012, a magnetic column 7011, and a buffer cylindrical plate 7013 axially. The magnetic column 7011 is fan-shaped and has the same number of columns as the photoelectric refraction columns 705 along the circumference of the straight cylinder 7012. There is an assembly gap between adjacent magnetic columns 7011. The inner side of the straight cylinder 7012 is axially configured as an oil guiding channel 7014. Impurity detection cavities 7015 are formed between the straight cylinder 7012 and the buffer cylindrical plate 7013 axially and at the corresponding positions on the inner side of each magnetic column 7011. The main function of the buffer cylindrical plate 7013 in this structure is to provide a buffering effect when it is used as the first detection component 6 for oil injection, so as to prevent the lubricating oil from directly impacting the lens 7061.

[0085] The oil guide end cap 702 includes a sealing female cap 7021 threaded to the end of the cylindrical protrusion of the oil drain section 104. The sealing female cap 7021 has a circular through hole 7022 at its center, which corresponds to the axial direction of the oil guide channel 7014. A sealing female cap 7023 is threaded to the sealing female cap 7021 at the position corresponding to the circular through hole 7022. In this structure, the sealing female cap 7021 is opened to facilitate the removal and cleaning of the magnetic oil guide component 701, and the sealing female cap 7023 is opened to drain the lubricating oil in the gearbox 1.

[0086] The side of the magnetic column 7011 is configured with a magnetic prism surface 70112 and a magnetic inner inclined surface 70111 from the outside to the inside. The magnetic inner inclined surfaces 70111 on both sides of the magnetic column 7011 merge at the end. In this structure, the magnetic prism surface 70112 can generate an attractive force on the metal impurities, causing them to stay between the two magnetic prism surfaces 70112, which is convenient for subsequent detection by the detection light. The magnetic inner inclined surface 70111 can concentrate some of the metal impurities at the center of the impurity detection cavity 7015.

[0087] There is an installation gap between each photoelectric refraction column 705, and each magnetic column 7011 has an installation gap corresponding to its radial direction. In this structure, this design is so that when the photoelectric refraction column 705 uniformly expands and contracts its circumference, the magnetic column 7011 will not block the refraction path of the detection light. Meanwhile, the lubricating oil is in a disordered movement state during the train's movement, and it and the metal impurities can enter the impurity detection chamber 7015 in sequence through the installation gap and assembly interval.

[0088] The specific magnetic aggregation process is as follows: When the train is moving, the lubricating oil moves randomly in the gearbox 1. The lubricating oil passes through the installation gap between each photoelectric refraction column 705, and then enters and exits the impurity detection chamber 7015 through the assembly gap between adjacent magnetic columns 7011. During this period, metal debris is intercepted by the magnetic columns 7011. When the detection light passes between two opposing reflective columns 7051, it passes through the impurity detection chamber 7015 and passes through the metal debris, thus causing a color change. During the detection process, the change in the diameter of the spacing adjustment ring 703 can cause a change in the detection surface. The detection surface is adjusted along the length direction of the magnetic oil guide 701, thereby improving the axial detection range of the adsorbed metal impurities in the impurity detection chamber 7015.

[0089] Example 8

[0090] Reference Figure 21 In conjunction with the above embodiments, this embodiment also provides a PHM system for detecting faults in subway trains. Each fan-shaped magnetic column 7011 is integrated into a cylindrical shape, and the oil guiding channel 7014 is changed to lateral guidance. The length of the cylindrical magnetic column 7011 is shorter than the length of the reflective column 7051, and a metal detection groove 7056 is provided on the inner side of each reflective column 7051 at the radially corresponding position of the magnetic column 7011. The metal detection groove 7056 ensures that the cylindrical magnetic column 7011 in the middle will not act as an obstruction when the reflective column 7051 continues to shrink inwards. In this structure, the portion of the reflective column 7051 exceeding the length of the magnetic column 7011 is detected by the second detection component 7 to change the color of the oil and determine whether emulsification has occurred. The cylindrical magnetic column 7011 is used as a metal detection sensor to detect the presence of gear debris.

[0091] A cylindrical magnetic post 7011 is used as a metal detection sensor in the prior art. The metal detection sensor can be selected from three types: high-frequency oscillation type utilizing electromagnetic induction, magnetic type using magnets, and capacitive type utilizing capacitance changes. The high-frequency oscillation type metal detection sensor utilizes the fact that when metal gear debris approaches the detection surface of the sensor, eddy currents generated in the gear debris absorb the energy of the oscillator, weakening and stopping the oscillation, thus detecting the presence of gear debris and outputting a detection signal to the vehicle host 12. The magnetic type metal detection sensor uses magnetic induction to detect gear debris. Due to the use of a detection coil, a high-frequency magnetic field is generated. According to electromagnetic induction, if a detection object (metal) is brought close to this magnetic field, an induced current (eddy current) will flow in the detection object. The detection surface of the capacitive type metal detection sensor forms a capacitor with the external environment, participating in the oscillation circuit. Initially in an oscillating state, when gear debris approaches the sensor detection surface, the circuit capacitance changes, causing the high-frequency oscillator to oscillate.

[0092] Example 9

[0093] Reference Figures 1 to 20 In conjunction with the above embodiments, this embodiment also provides a method for handling the emulsification of lubricating oil in a PHM system for detecting faults in subway trains. Specifically, the method is as follows: first, the old oil is drained through the drain section 104; then, 5% of the normal amount of lubricating oil is added through the inlet section 103 for flushing, and then drained; the external motor is turned on to run the gearbox for 1 to 3 hours, during which time the oil temperature can reach 40°C; after the gearbox stops, all the lubricating oil is drained through the drain section 104 while it is still hot within 30 minutes; finally, the normal amount of lubricating oil is added to the gearbox 1 through the inlet section 103 to the standard oil level.

[0094] Many other changes and modifications can be made without departing from the concept and scope of this invention. It should be understood that this invention is not limited to the specific embodiments, and the scope of this invention is defined by the appended claims.

Claims

1. A PHM system for detecting faults in subway trains, comprising an onboard host (12), the output of which is connected to a remote urban rail intelligent operation and maintenance platform (9), a field execution module (10), and a station (11) via signals, characterized in that, Also includes: The gearbox (1) has a drive shaft (3) and a driven shaft (4) extending outward from its side. The two are connected by a gear set (2), and the gear set (2) is built into the gearbox (1). The end of the driven shaft (4) is connected to a linkage (5). The gearbox (1) is used for the transmission of subway trains. The static PHM fault diagnosis module is specifically a composite sensor (8) electrically connected to the input terminal of the vehicle host (12). The composite sensor (8) is located on the side of the gearbox (1). It collects vibration and impact signals and extracts the characteristic quantities of vibration and impact through time-frequency domain analysis method, and makes fault judgment on the gearbox (1) based on the characteristic frequency. The dynamic PHM fault diagnosis module consists of a first detection component (6) and a second detection component (7) containing a photoelectric detection unit, both of which are electrically connected to the input terminal of the vehicle host (12). The first detection component (6) is installed in the oil inlet (103) of the gearbox (1), and the second detection component (7) is installed in the oil drain (104) of the gearbox (1). The first detection component (6) and the second detection component (7) are used to detect whether the gearbox (1) has a broken tooth fault and lubricating oil emulsification during operation. They can also be used to detect the upper and lower oil levels in the gearbox (1). The gearbox (1) is formed by inserting a first housing (101) and a second housing (102). The oil inlet (103) is located at the upper part of the gearbox (1), and the oil outlet (104) is located at the lower part of the gearbox (1). The first detection component (6) passes through the oil inlet (103), and cylindrical protrusions are provided outward at the through-points on both sides of the oil inlet (103). Similarly, cylindrical protrusions are also provided at the through-points on both sides of the oil outlet (104) where the second detection component (7) passes through. The second detection component (7) is arranged in a direction parallel to the active shaft (3), and the first detection component (6) is arranged in a direction perpendicular to the active shaft (3); The linkage (5) is a cylindrical structure with an installation groove (503) for inserting a wheel axle at its end and a circular linkage assembly cavity (504) on its inner side. Several telescopic drive members (501) are evenly distributed on its side along the circumference of the linkage assembly cavity (504). The output end of the telescopic drive member (501) is connected to a V-shaped plug block (502). The sliding track of the V-shaped plug block (502) is connected to the linkage assembly cavity (504) along the inner tangent direction of the linkage assembly cavity (504). The driven shaft (4) includes a shaft body (401) and a rotating plate (402) fixed at the end of the shaft body (401). The rotating plate (402) has a plurality of V-shaped positioning grooves (403) evenly spaced along the circumferential direction on its side. The inner side of the V-shaped plug block (502) matches the outline of the V-shaped positioning groove (403).

2. The PHM system for subway train fault detection according to claim 1, characterized in that, The first detection component (6) and the second detection component (7) have the same structure. Taking the second detection component (7) as an example, it includes no less than two photoelectric refraction columns (705) arranged equidistantly along the circumference, a detection end cap (706) that slides against one end of the photoelectric refraction column (705), and an oil guide end cap (702) provided at the other end of the photoelectric refraction column (705). Each photoelectric refraction column (705) is fitted with a spacing adjustment ring (703) for adjusting the radial spacing on the outside. The end cap (706) of the detection section and the end cap (702) of the oil guide section are respectively threaded to the cylindrical protrusion of the oil drain section (104), and the spacing adjustment ring (703) is located on the outside of the cylindrical protrusion and the inside of the dust cover (704).

3. The PHM system for subway train fault detection according to claim 2, characterized in that, The end cap (706) of the detection unit has a single-sided conductive mounting cavity (7062) inside, and the conductive part is provided with a lens (7061). The mounting cavity (7062) is provided with a mounting plate (7063), and a photoelectric signal transmitter (7064) and a photoelectric signal receiver (7065) are mounted on the mounting plate (7063). The signal generating parts of both the photoelectric signal transmitter (7064) and the photoelectric signal receiver (7065) have corresponding photoelectric refraction pillars (705) axially aligned, and the two photoelectric refraction pillars (705) are in a opposing position.

4. The PHM system for subway train fault detection according to claim 3, characterized in that, The cross-section of a single photoelectric refraction column (705) is fan-shaped, and its inner side is set as a plane (7055) along the axial direction. The photoelectric refraction column (705) is composed of a reflective column (7051) and a transmission column (7052) connected in the axial direction, and the junction of the two is set as a reflective inclined surface (7053).

5. A PHM system for detecting faults in subway trains according to claim 4, characterized in that, The spacing adjustment ring (703) is composed of several arc-shaped rods (7031) connected end to end, and the number of the arc-shaped rods (7031) is the same as the number of the photoelectric refraction columns (705); One end of the arc-shaped rod (7031) is fixed with a plug rod (7033), and the other side is provided with a receiving chamber (7032). A cylinder is provided in the receiving chamber (7032). The receiving chamber (7032) is slidably connected to the plug rod (7033) of the adjacent arc-shaped rod (7031), and the cylinder arm is connected to the end face of the plug rod (7033). The spacing adjustment ring (703) and the photoelectric refraction column (705) are connected by a pressing block (707). The pressing block (707) includes a horizontal plate (7071). A limiting protrusion (7073) is fixed on the outer side of the horizontal plate (7071). A sliding groove (7034) is opened along the length direction on the straight section of the inner side of the arc rod (7031). The limiting protrusion (7073) is slidably connected to the sliding groove (7034). A connecting rod (7072) is fixed on the inner side of the horizontal plate (7071). A positioning hole (7054) is provided on the back of the reflective column (7051). The other end of the connecting rod (7072) passes through the cylindrical protrusion of the oil drain part (104) and connects to the positioning hole (7054). A groove (1041) is provided at the mating point between the cylindrical protrusion and the connecting rod (7072).

6. A PHM system for detecting faults in subway trains according to claim 5, characterized in that, The second detection component (7) further includes a magnetic oil guide (701), which is axially sleeved on the inner side of each of the photoelectric refraction columns (705). The magnetic oil guide (701) and the oil guide end cap (702) are integrally formed. The magnetic oil guiding component (701) is formed by connecting a straight cylinder (7012), a magnetic column (7011), and a buffer cylindrical plate (7013) axially in sequence. The magnetic column (7011) is fan-shaped and has the same number of columns as the photoelectric refraction column (705) along the circumference of the straight cylinder (7012). There is an assembly interval between adjacent magnetic columns (7011). The inner side of the straight cylinder (7012) is axially configured as an oil guiding channel (7014). An impurity detection cavity (7015) is formed between the straight cylinder (7012) and the buffer cylindrical plate (7013) axially and at the corresponding positions on the inner side of each magnetic column (7011). The oil guide end cap (702) includes a sealing female cap (7021) threaded to the end of the cylindrical protrusion of the oil drain (104). The sealing female cap (7021) has a circular through hole (7022) at the center that corresponds to the axial direction of the oil guide channel (7014). A sealing female cap (7023) is threaded to the sealing female cap (7021) at the position corresponding to the circular through hole (7022).

7. A PHM system for detecting faults in subway trains according to claim 6, characterized in that, The side of the magnetic column (7011) is configured with a magnetic prism (70112) and a magnetic inner inclined surface (70111) from the outside to the inside, and the magnetic inner inclined surfaces (70111) on both sides of the magnetic column (7011) are merged at the end.

8. A PHM system for detecting faults in subway trains according to claim 7, characterized in that, An installation gap is provided between each of the photoelectric refraction columns (705), and each of the magnetic columns (7011) has an installation gap that corresponds to its radial direction.

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