Wheel out-of-smoothness comprehensive evaluation method and system based on vibration source intensity monitoring

Abstract

The invention discloses a comprehensive evaluation method and system for out-of-roundness of wheels based on vibration source intensity monitoring, and belongs to the technical field of rail transit, and the method comprises the steps: arranging a vibration acceleration sensor in a section with a good rail state; the bottom of the vehicle body and the top of the track plate are respectively provided with an electronic tag containing vehicle number information and a tag reader; data acquired by the vibration acceleration sensor and the tag reader are summarized to the data acquisition and analysis device, and vibration data are matched with train numbers; the data acquisition and analysis device calculates the average vibration level when the train passes and draws an average vibration level normal distribution curve; the vibration level data higher than the preset value of the distribution curve are correspondingly evaluated as the unsmooth wheel. According to the method, wheel out-of-roundness comprehensive evaluation is carried out based on vibration source intensity monitoring, the detection precision is higher, real-time monitoring can be realized, the efficiency is higher, and the cost is lower; and the problem that a specific vehicle number cannot be identified is solved, the vehicle with overrun vibration can be accurately identified and positioned, and wheel turning repair is guided.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and more particularly to a comprehensive evaluation method and system for wheel out-of-roundness based on vibration source intensity monitoring. Background Art

[0002] Train wheel out-of-roundness is one of the important excitation sources of vehicle-track interaction. As wheel out-of-roundness develops, it will cause a surge in train and environmental vibration and noise along the entire rail transit line, which will reduce the riding and travel quality of passengers and residents around the line.

[0003] At present, there are two main methods for measuring wheel out-of-roundness. The first is that when the train is out of service, the staff uses handheld devices to accurately measure the wheel out-of-roundness of each vehicle and wheel. The second is to measure the wear status of the passing wheels by laying ground laser equipment on the train entry and exit lines. At present, both methods have certain disadvantages. Among them, although the first method has high detection accuracy, the test efficiency is low, and the labor and time costs are too high. In the second method, since the wheels are moving during the operation of the train, the detection accuracy of the laser is low. In addition, the direct impact of the continued development of wheel out-of-roundness is the amplification of vibration and noise, but the two existing methods cannot be associated with the actual vibration and noise impact.

[0004] In addition, there are two main criteria used at home and abroad to evaluate whether the out-of-roundness of train wheels exceeds the limit and whether wheel boring and repair is required. One is based on direct detection. When the wheel out-of-roundness exceeds the specified limit (usually between 0.5mm and 1.5mm, the specific value depends on the vehicle model and line conditions), the inspector will recommend boring and repair. The second is based on indirect detection based on laser. If the out-of-roundness of the wheel affects passenger comfort or equipment safety, the inspector will recommend boring and repair of the wheel. The first method of evaluating wheel out-of-roundness is too efficient and too costly. The second method has the problem of only being able to batch monitor the vibration acceleration data of all trains passing through in a day, and being unable to identify the vehicle number corresponding to each data, and being unable to guide specific vehicles to perform wheel boring and repair. Summary of the invention

[0005] In view of this, the present invention provides a method and system for comprehensive evaluation of wheel out-of-roundness based on vibration source intensity monitoring that solves at least some of the above technical problems. Comprehensive evaluation of wheel out-of-roundness is performed based on vibration source intensity monitoring data. By setting a vibration acceleration sensor in a section with good track conditions, the influence of track surface unevenness on source intensity vibration results can be effectively reduced, and the detection accuracy of wheel out-of-roundness is higher. Through a tag reader and an electronic tag containing vehicle number information, the problem of being unable to identify specific vehicle numbers in existing monitoring methods is solved, and vehicles with excessive vibration can be accurately identified and located to guide wheel turning and repair. In addition, compared with the direct measurement method of manual handheld measuring equipment, this method can perform real-time monitoring during train operation, with higher efficiency and lower cost.

[0006] To achieve the above object, the technical solution adopted by the present invention is:

[0007] In a first aspect, the present invention provides a comprehensive evaluation method for wheel out-of-roundness based on vibration source intensity monitoring, the method comprising:

[0008] S1. Install vibration acceleration sensors in sections with good track conditions; and install electronic tags and tag readers containing vehicle number information at the bottom of the vehicle body and the top of the track plate respectively;

[0009] S2. The data acquired by the vibration acceleration sensor and the tag reader are summarized in the data acquisition and analysis device to match the vibration data with the train number; the data acquisition and analysis device automatically calculates the average vibration level when each train passes, and draws a normal distribution curve of the average vibration level; the vibration level data higher than the preset value of the distribution curve is evaluated as an out-of-round wheel, and the corresponding train number is determined, indicating that the wheel of the corresponding train number needs to be turned and repaired.

[0010] Preferably, in step S1, a solid metal block is selected as a fixed base of the vibration acceleration sensor.

[0011] Preferably, in step S1, the vibration acceleration sensor adopts a Lance LC0106 high-precision piezoelectric acceleration sensor with a measuring range of 5g, a sensitivity of 1000mv / g, and a sampling frequency of 2048Hz.

[0012] Preferably, in step S1, the tag reader is an ultra-high frequency RFID reader.

[0013] Preferably, in step S2, the vibration level is the Z vibration level, and the vertical weighted acceleration level is used as a single-value evaluation index to reflect the weighted vibration energy in the range of 1 to 80 Hz.

[0014] Preferably, the calculation formula of the Z vibration level is:

[0015]

[0016] Where VL Z Indicates the vertical Z-weighted vibration level, that is, the Z vibration level; VL i is the vibration acceleration level of the ith frequency band; α i is the weighting factor of the ith frequency band.

[0017] Preferably, in step S2, the vibration level data higher than the 80th percentile of the distribution curve is evaluated as wheel out-of-roundness.

[0018] In a second aspect, the present invention further provides a wheel out-of-round comprehensive evaluation system based on vibration source intensity monitoring, which is applied to the above-mentioned wheel out-of-round comprehensive evaluation method based on vibration source intensity monitoring, and monitors and comprehensively evaluates wheel out-of-round. The system includes: a vibration acceleration sensor, an electronic tag, a tag reader, and a data acquisition and analysis device, wherein:

[0019] The vibration acceleration sensor is arranged in a section where the track is in good condition, the electronic tag is installed at the bottom of the vehicle body, and the tag reader is installed at the top of the track plate; the vibration acceleration sensor and the tag reader are respectively connected to a data acquisition and analysis device;

[0020] The vibration acceleration sensor is used to collect vibration data when a train passes by;

[0021] The electronic tag stores vehicle number information;

[0022] The tag reader is used to read the vehicle number information of the electronic tag;

[0023] The data collection and analysis device is used to match vibration data with train numbers, automatically calculate the average vibration level when each train passes, and draw a normal distribution curve of the average vibration level; vibration level data higher than a preset value of the distribution curve is evaluated as an out-of-round wheel, and the corresponding train number is determined, indicating that the wheel of the corresponding train number needs to be turned and repaired.

[0024] Compared with the prior art, the present invention has at least the following beneficial technical effects:

[0025] The present invention provides a comprehensive evaluation method for wheel out-of-roundness based on vibration source intensity monitoring, which can not only detect the degree of wheel out-of-roundness, but also comprehensively evaluate whether wheel turning and repair are needed, thereby improving the accuracy of judgment. Compared with the prior art, the present invention can effectively reduce the impact of track surface unevenness on source intensity vibration results by setting a vibration acceleration sensor in a section where the rails are in good condition beside the track, and has higher detection accuracy for wheel out-of-roundness. It also solves the problem that the specific vehicle number cannot be identified in the existing trackside vibration monitoring method, and can accurately identify and locate vehicles with excessive vibration to guide wheel turning and repair. In addition, compared with the direct measurement method of a manual handheld laser rangefinder, this method can perform real-time monitoring during the train operation period, which is more efficient. In summary, the present invention can effectively solve the problems existing in the prior art, accurately locate the vibration limit of a specific vehicle while ensuring high detection efficiency and detection accuracy, and perform wheel turning and repair on the vehicle with the corresponding vehicle number.

[0026] Other features and advantages of the present invention will be described in the following description, and partly become apparent from the description, or understood by practicing the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures particularly pointed out in the written description and the accompanying drawings.

[0027] The technical solution of the present invention is further described in detail below through the accompanying drawings and embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, a brief introduction will be given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0029] The accompanying drawings are used to provide further understanding of the present invention and constitute a part of the specification. They are used to explain the present invention together with the embodiments of the present invention and do not constitute a limitation of the present invention.

[0030] Figure 1 A schematic flow chart of a method for comprehensive evaluation of wheel out-of-roundness based on vibration source intensity monitoring provided in an embodiment of the present invention.

[0031] Figure 2 A schematic diagram of the installation location of the monitoring system provided in an embodiment of the present invention.

[0032] Figure 3 A schematic diagram of tunnel wall vibration measurement points provided in an embodiment of the present invention (taking a floating slab track section as an example).

[0033] Figure 4A schematic diagram of the average Z vibration level of trains passing through the test section throughout the day provided by an embodiment of the present invention.

[0034] Figure 5 A schematic diagram of the average Z-level distribution of source intensity of trains passing through different measuring points at different periods provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0035] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments.

[0036] In the description of the present invention, it should be noted that: in some processes described in the specification and drawings of this application, multiple operations appearing in a specific order are included, but it should be clearly understood that these operations may not be performed in the order in which they appear in this document or may be performed in parallel. In addition, various serial numbers are only used for descriptive purposes and cannot be understood as indicating or implying relative importance.

[0037] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "provided with", "connected", etc. should be understood in a broad sense. For example, "connected" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or a communication connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0038] The exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided to enable a more thorough understanding of the present disclosure and to fully convey the scope of the present disclosure to those skilled in the art.

[0039] See also Figure 1 As shown, an embodiment of the present invention provides a comprehensive evaluation method for wheel out-of-roundness based on vibration source intensity monitoring, and the method mainly includes the following steps:

[0040] S1. Install vibration acceleration sensors in sections with good track conditions; and install electronic tags and tag readers containing vehicle number information at the bottom of the vehicle body and the top of the track plate respectively;

[0041] S2, the data obtained by the vibration acceleration sensor and the tag reader are summarized in the data acquisition and analysis device to match the vibration data with the train number; the data acquisition and analysis device automatically calculates the average vibration level when each train passes, and draws a normal distribution curve of the average vibration level; the vibration level data higher than the preset value of the distribution curve is evaluated as an out-of-round wheel, and the corresponding train number is determined, indicating that the wheel of the corresponding train number needs to be turned and repaired.

[0042] Combine the following Figure 2-Figure 5 Taking the application in out-of-roundness detection of subway train wheels as an example, the specific implementation mode of the method of the present invention is described in detail:

[0043] In one embodiment, see Figure 2 and Figure 3 As shown, the technical solution of the present invention arranges strong vibration monitoring points of the tunnel wall source, that is, by arranging the vibration acceleration sensor at the tunnel wall 1.5m above the rail surface, in order to avoid the natural frequency of the test tooling affecting the test results, a solid aluminum alloy cube is selected as the sensor fixing base. During the test, the data acquisition and analysis device (including automatic data acquisition equipment) uses the INV3060V type 24-bit high-precision data acquisition instrument, and the tunnel wall vibration acceleration test uses the Lance LC0106 type high-precision piezoelectric acceleration sensor, with a range of 5g, a sensitivity of 1000mv / g, and a sampling frequency of 2048Hz.

[0044] In the embodiment of the present invention, the vertical weighted acceleration level is used as a single-value evaluation index, namely, the Z vibration level (VL Z ). It can reflect the weighted vibration energy in the range of 1 to 80 Hz. When measuring the Z vibration level when the train passes, the time integral constant is 1s and the overlap coefficient is 3 / 4. Based on this, the change process of the Z vibration level over time can be obtained by sequential calculation, that is, the running Z vibration level VL Z(t) , VL Z,max That is, the maximum value of the Z vibration level in multiple time periods during the train passing time, VL Z,mean It is the arithmetic mean value of the Z vibration level during the vehicle passing time. The calculation formula of Z vibration level is:

[0045]

[0046] Where VL Z Indicates the vertical Z-weighted vibration level, referred to as Z vibration level (dB); VL i is the vibration acceleration level of the ith frequency band (dB); α i is the weighting factor (dB) of the ith frequency band, using the weighting factor specified in ISO2631 / 1-1997.

[0047] The Z vibration levels caused by different trains are closely related to the wear status of their wheels. Figure 4 The tunnel wall VL caused by all trains in the test is given Z,mean The fluctuation of VL shows a periodicity that is obviously related to the train arrangement sequence of the line. After comparing the test results for many times, it is found that the maximum Z vibration level is higher than the average Z vibration level due to VL Z,max It depends on the vibration response within a certain 1 second during the train passing time, which is highly accidental. The maximum Z vibration level dispersion of the test point can even reach 5dB when the same train passes through the test point multiple times. In sharp contrast, the VL caused by the same train Z,mean Basically the same, this is due to VL Z,mean It depends on the average value of the vibration response corresponding to all analysis windows during the train passing time. The data convergence is high, so the average Z vibration level index is used to evaluate the source strength vibration response caused by the train passing.

[0048] from Figure 4 It can be seen that the Z vibration level of all vehicles passing through during the entire day can be obtained through the vibration acceleration sensor, but the specific vehicle number of the passing vehicle cannot be known. In order to clarify the specific vehicle number corresponding to each average Z vibration level data, the present invention adopts radio frequency identification technology (RFID) to identify and locate the method. A tag reader is installed at the center line of the top line of the track plate of the measuring point section, and an electronic tag containing specific vehicle number information is installed in the center of the bottom of the middle carriage of all trains. When the train passes by, the tag reader can automatically identify the train number. The tag reader, vibration acceleration sensor and data collector are connected (such as Figure 2 As shown), by binding the car number information with the average Z vibration level test result when the corresponding car number passes, the average Z vibration level diagram of the trains passing through the day containing the car number information can be obtained.

[0049] Furthermore, after obtaining the average Z vibration level data containing the vehicle number information of all operating vehicles in a day, the average Z vibration level data of different measuring points in different periods were distributed and statistically analyzed, and the Z vibration level distribution of all trains passing through the vibration source strength measuring points in a day was obtained to be normally distributed, as shown in Figure 2. Figure 5 As shown. Based on this feature, combined with the vehicle repair mileage and the test results of the unsmoothness during repair, the mapping between the repair mileage and the average Z vibration level is established. After marking the corresponding vehicle numbers of the Z vibration level test data of a large number of test points, it is concluded that the average Z vibration level data of most vehicle numbers that need repair are outside the 80th percentile in the normal distribution.

[0050] Therefore, a comprehensive evaluation method for wheel out-of-roundness based on vibration source intensity detection is determined: vibration acceleration sensors and data collection and analysis devices are set up in sections where the rails are in good condition, and tag readers and electronic tags containing vehicle number information are installed on the top of the track plate and the bottom of the car body respectively. The average Z vibration level of each train passing through is automatically calculated from the source intensity vibration acceleration data measured every day, and a normal distribution curve of the average Z vibration level is plotted. The vehicle number corresponding to the average Z vibration level data above the 80th percentile of the distribution curve is determined, and the wheels with the corresponding vehicle number are repaired.

[0051] From the description of the above embodiments, those skilled in the art can know that: the method proposed by the present invention is a comprehensive evaluation method for wheel out-of-roundness based on subway vibration source intensity monitoring, which sets a vibration acceleration sensor and a collection and analysis device in the section where the rails are in good condition, combines statistical indicators, and comprehensively analyzes and evaluates the out-of-roundness of the wheels of the train passing through, and determines whether the train wheels need maintenance. It is mainly reflected in that it is a comprehensive evaluation method for wheel out-of-roundness, which can not only detect the degree of out-of-roundness, but also comprehensively evaluate whether the wheel needs to be turned and repaired, thereby improving the accuracy of judgment. Compared with the prior art, the present invention can effectively reduce the impact of rail surface unevenness on the source intensity vibration results by setting a vibration acceleration sensor in the section where the rails are in good condition beside the track, and has a higher detection accuracy for wheel out-of-roundness, and solves the problem that the specific vehicle number cannot be identified in the existing trackside vibration monitoring method, and can accurately identify and locate vehicles with excessive vibration, and guide wheel turning and repair. In addition, compared with the direct measurement method of a manual handheld laser rangefinder, this method can perform real-time monitoring during the train operation period, which is more efficient. In summary, the present invention can effectively solve the problems existing in the prior art, accurately locate the vibration exceeding the limit of a specific vehicle while ensuring high detection efficiency and detection accuracy, and perform wheel turning and repair on the vehicle with the corresponding license plate number.

[0052] Furthermore, the present invention also provides a wheel out-of-round comprehensive evaluation system based on vibration source intensity monitoring, which is applied to the wheel out-of-round comprehensive evaluation method based on vibration source intensity monitoring described in the above embodiment to monitor and comprehensively evaluate wheel out-of-round. The system includes: a vibration acceleration sensor, an electronic tag, a tag reader, and a data acquisition and analysis device, wherein:

[0053] The vibration acceleration sensor is arranged in a section where the track is in good condition, the electronic tag is installed at the bottom of the vehicle body, and the tag reader is installed at the top of the track plate; the vibration acceleration sensor and the tag reader are respectively connected to a data acquisition and analysis device;

[0054] The vibration acceleration sensor is used to collect vibration data when a train passes by;

[0055] The electronic tag stores vehicle number information;

[0056] The tag reader is used to read the vehicle number information of the electronic tag;

[0057] The data collection and analysis device is used to match vibration data with train numbers, automatically calculate the average vibration level when each train passes, and draw a normal distribution curve of the average vibration level; vibration level data higher than a preset value of the distribution curve is evaluated as an out-of-round wheel, and the corresponding train number is determined, indicating that the wheel of the corresponding train number needs to be turned and repaired.

[0058] An embodiment of the present invention provides a comprehensive evaluation system for wheel out-of-roundness based on vibration source intensity monitoring, and its implementation principle and technical effects are the same as those of the aforementioned method embodiment. For the sake of brief description, parts not mentioned in this embodiment can be referred to the corresponding contents in the aforementioned method embodiment, which will not be repeated here.

[0059] It should be understood by those skilled in the art that the embodiments of the present invention may be provided as methods, systems or computer program products, etc. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0060] It should be noted that the word "comprising" does not exclude the presence of components or steps not listed in the claims. The word "a" or "an" preceding a component does not exclude the presence of a plurality of such components. The invention can be implemented by means of hardware comprising several distinct components, and by means of a suitably programmed computer.

[0061] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0062] The above description of the disclosed embodiments enables one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A comprehensive evaluation method for wheel out-of-roundness based on vibration source intensity monitoring, characterized in that: The method includes: S1. Install vibration acceleration sensors in sections with good track conditions; and install electronic tags and tag readers containing vehicle number information at the bottom of the vehicle body and the top of the track plate respectively; S2. The data acquired by the vibration acceleration sensor and the tag reader are summarized in the data acquisition and analysis device to match the vibration data with the train number; the data acquisition and analysis device automatically calculates the average vibration level when each train passes, and draws a normal distribution curve of the average vibration level; the vibration level data higher than the preset value of the distribution curve is evaluated as an out-of-round wheel, and the corresponding train number is determined, indicating that the wheel of the corresponding train number needs to be turned and repaired.

2. The method for comprehensive evaluation of wheel out-of-roundness based on vibration source intensity monitoring according to claim 1, characterized in that: In step S1, a solid metal block is selected as a fixed base of the vibration acceleration sensor.

3. The method for comprehensive evaluation of wheel out-of-roundness based on vibration source intensity monitoring according to claim 1, characterized in that: In step S1, the vibration acceleration sensor adopts a LanceLC0106 high-precision piezoelectric acceleration sensor with a measuring range of 5g, a sensitivity of 1000mv / g, and a sampling frequency of 2048Hz.

4. The method for comprehensive evaluation of wheel out-of-roundness based on vibration source intensity monitoring according to claim 1, characterized in that: In step S1, the tag reader is an ultra-high frequency RFID reader.

5. The method for comprehensive evaluation of wheel out-of-roundness based on vibration source intensity monitoring according to claim 1, characterized in that: In step S2, the vibration level is the Z vibration level, and the vertical weighted acceleration level is used as a single-value evaluation index to reflect the weighted vibration energy in the range of 1 to 80 Hz.

6. A wheel out-of-roundness comprehensive evaluation method based on vibration source intensity monitoring according to claim 5, characterized in that: The calculation formula for the Z vibration level is: Where VL Z Indicates the vertical Z-weighted vibration level, that is, the Z vibration level; VL i is the vibration acceleration level of the ith frequency band; α i is the weighting factor of the ith frequency band.

7. The method for comprehensive evaluation of wheel out-of-roundness based on vibration source intensity monitoring according to claim 1, characterized in that: In step S2, the vibration level data higher than the 80th percentile of the distribution curve is evaluated as wheel out of roundness.

8. A comprehensive evaluation system for wheel out-of-roundness based on vibration source intensity monitoring, characterized in that: When applied, a wheel out-of-round comprehensive evaluation method based on vibration source intensity monitoring according to any one of claims 1 to 7 is performed to monitor and comprehensively evaluate wheel out-of-roundness. The system includes: a vibration acceleration sensor, an electronic tag, a tag reader, and a data acquisition and analysis device, wherein: The vibration acceleration sensor is arranged in a section where the track is in good condition, the electronic tag is installed at the bottom of the vehicle body, and the tag reader is installed at the top of the track plate; the vibration acceleration sensor and the tag reader are respectively connected to a data acquisition and analysis device; The vibration acceleration sensor is used to collect vibration data when a train passes by; The electronic tag stores vehicle number information; The tag reader is used to read the vehicle number information of the electronic tag; The data collection and analysis device is used to match vibration data with train numbers, automatically calculate the average vibration level when each train passes, and draw a normal distribution curve of the average vibration level; vibration level data higher than a preset value of the distribution curve is evaluated as an out-of-round wheel, and the corresponding train number is determined, indicating that the wheel of the corresponding train number needs to be turned and repaired.

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