Pre-derailment detection system

Abstract

The utility model discloses a pre-derailment detection method, which comprises the following steps of: A1, receiving information of an included angle between a bearing and the ground sensed by a six-axis sensor and an acceleration value in the vertical direction; a2, when the included angle between the bearing and the ground is larger than a preset threshold value, whether the acceleration in the vertical direction is larger than the preset threshold value or not is judged, and if yes, a derailment alarm signal is output. The utility model also discloses a pre-derailment detection system which comprises the following components: a six-axis sensor which is mounted at the axial end part of a bogie and at the center of a bearing and is used for acquiring angle and acceleration information of the bearing; the monitoring host is arranged in a compartment shielding cabinet or a seat cabinet and is used for receiving the information of the included angle between the bearing and the ground sensed by the six-axis sensor and sent by the preprocessor and the acceleration value in the vertical direction; and the preprocessor is mounted at the bottom of the vehicle body and is used for collecting signals acquired by the six-axis sensor. Compared with the prior art, the train derailment pre-diagnosis system can realize pre-judgment and diagnosis before derailment of a train.

Description

TECHNICAL FIELD

[0001] The utility model relates to rail transit technical field, especially a kind of pre-derailing detection system. BACKGROUND

[0002] With the improvement of domestic rail transit vehicle safety, each operation company pays more and more attention to safety accidents, and train derailment is a major safety accident. The current train derailment detection system can only realize emergency braking after train derailment. Emergency braking after train derailment can only reduce losses, and the time interval from derailment to emergency braking of the current derailment detection system is generally about 2s. This time interval cannot guarantee that there will be no personnel casualty accident, so it is necessary to diagnose pre-derailment and apply emergency braking.

[0003] However, the existing derailment detection system can only realize emergency braking after derailment alarm, and the interval is generally about 2 seconds.

[0004] There are two kinds of derailment detection schemes at present. One is a passive derailment detection device, which is installed inside the vehicle wheelset and is similar to a caliper device. When the wheelset derails and falls off the track, the displacement of the wheelset will trigger the caliper device to apply emergency braking, and at the same time, a signal is sent to the head and tail cars to control the TCMS to apply emergency braking to the whole vehicle. This scheme is costly, and emergency braking can only be realized after the vehicle derails. If the vehicle speed is too fast, it may cause significant loss.

[0005] The other scheme is integrated into the running gear monitoring system. The composite sensor installed at the axle end collects the impact signal of the vehicle wheelset in real time. The detected vibration signal is judged in real time by setting a threshold value. If the threshold value is exceeded and the derailment characteristics are met, a derailment signal is output to the running gear monitoring host. The running gear monitoring host sends the derailment signal to the EB (emergency braking system) and ATC (automatic driving system) in the form of a dry node. This scheme has lower overall cost because it is integrated into the running gear monitoring system, but there is a certain probability of false triggering (such as signal interference or sensor failure) in function implementation, and the triggering braking time is long, which also causes significant loss.

[0006] Therefore, a pre-derailment detection system is proposed. UTILITY MODEL CONTENTS

[0007] The utility model aims to provide a pre-derailment system which can realize pre-diagnosis before train derailment.

[0008] The above technical purpose of the utility model is realized by the following technical scheme:

[0009] A pre-derailment detection system comprises:

[0010] Six-axis sensor, installed at the axial end of the bogie, the center position of the bearing, used to collect the angle and acceleration information of the bearing;

[0011] Monitoring host, installed in the car body shielding cabinet or seat cabinet, used to receive the angle information between the bearing and the ground and the acceleration value in the vertical direction perceived by the six-axis sensor through the preprocessor; when the angle between the bearing and the ground is greater than a preset threshold, it is judged whether the acceleration in the vertical direction is greater than a preset threshold, and if it is greater, a derailment alarm signal is output.

[0012] Preprocessor, installed at the bottom of the car body, used to collect the signals collected by the six-axis sensor;

[0013] The six-axis sensor is in communication connection with the preprocessor, and the preprocessor is in communication connection with the monitoring host.

[0014] In a preferred embodiment, the monitoring host is installed in the car body shielding cabinet or seat cabinet, used to receive the angle information between the bearing and the ground and the acceleration value in the vertical direction perceived by the six-axis sensor through the preprocessor; when the angle between the bearing and the ground is greater than a preset threshold, it is judged whether the acceleration in the vertical direction is greater than a preset threshold, and if it is greater, it is defined as time A, the acceleration in the vertical direction at time A is defined as data A, and the time A is taken as the starting point to find the sudden increase time of acceleration along the time forward, the maximum acceleration corresponding to the time in the period when the acceleration in the vertical direction is continuously greater than the preset threshold is the sudden increase time, and this acceleration is defined as data B; when (data B-data A) / (time A-sudden increase time) is less than a preset value, a derailment alarm signal is output.

[0015] In a preferred embodiment, the six-axis sensor and the preprocessor are in transmission through CAN bus or RS485 digital signal, and the preprocessor and the monitoring host are in transmission through Ethernet.

[0016] In a preferred embodiment, a damping box is arranged on the signal transmission line of the six-axis sensor, the damping box comprises a box body, a filling material and a plurality of wire clamps, a plurality of fixing plates are arranged on the box body, a plurality of fixing through holes are arranged on the fixing plates, the box body is fixed in the axle box by passing the fixing through holes through bolts, an intermediate mounting block is arranged in the box body, a plurality of wire clamps are arranged on the intermediate mounting block to fix the signal transmission line, the signal transmission line between two wire clamps is arranged in a bent manner, and the bending angle is not less than 180°, and the filling material is filled in the box body.

[0017] In a preferred embodiment, the damping box is 3-5 cm away from the six-axis sensor.

[0018] In a preferred embodiment, the filling material is polyurethane foam or polystyrene foam.

[0019] In a preferred embodiment, the box is penetrated by the signal transmission line, and a flexible part made of rubber material is arranged at the position where the box is penetrated by the signal transmission line.

[0020] In a preferred embodiment, two independent processors MCU1 and MCU2 are arranged in the preprocessor.

[0021] Compared with the prior art, the utility model has the advantages of:

[0022] 1. The problem of large delay of derailment alarm is solved. Since the current derailment detection system outputs an alarm signal within 2 seconds after detecting train derailment, it can only reduce the loss, and the significance is not great. The utility model can realize early warning before derailment and alarm at the moment of train derailment, greatly improving the safety of vehicle operation.

[0023] 2. Through detection of the bearing posture, the operation state of the train can be more accurately determined. Compared with impact detection, the determination logic is simpler and the accuracy is higher. Compared with the passive derailment detection device, the vehicle arrangement is simpler, the cost is lower, and the derailment diagnosis output is more timely.

[0024] 3. The derailment detection system can be integrated into the bogie comprehensive monitoring system to become an auxiliary function, reducing system cost while improving product added value. The three-axis vibration acceleration and three-axis angular velocity data collected by the six-axis sensor can be used for comprehensive analysis of vehicle dynamics to provide data support for vehicle component life prediction.

[0025] 4. The pre-derailment detection can realize all-round monitoring of the vehicle state through the collected data, so as to adjust the derailment warning angle threshold in real time. The system architecture is simple, the diagnosis is accurate, and the safety is greatly improved.

[0026] 5. The three-axis angle data collected by the six-axis sensor can be used to develop functions of other vehicle control systems. At the same time, the angle data can better grasp the real-time running state of the vehicle, which is of great help to vehicle positioning and vehicle state control. BRIEF DESCRIPTION OF DRAWINGS

[0027] Figure 1 is a pre-derailment detection system topology related to the utility model.

[0028] Figure 2 is the contact condition of the wheel set and the track in the straight running state.

[0029] Figure 3is the wheel pair and the track contact condition in the straight running state.

[0030] Figure 4 is the wheel pair and the track contact condition in the curve running state.

[0031] Figure 5 is the wheel pair and the track contact condition in the curve running state, and the high rail is in the lifting amount threshold h.

[0032] Figure 6 is the wheel pair and the track contact condition in the curve running state, and the low rail is in the lifting amount threshold h.

[0033] Figure 7 is a structure diagram of a damping box applied to a pre-derailment detection system.

[0034] Figure 8 is a form diagram of a signal transmission line in the damping box applied to the pre-derailment detection system.

[0035] In the figure

[0036] Signal transmission line 1; box body 2; filling material 3; line card 4; fixed plate 5; fixed through hole 6; middle mounting block 7; flexible part 8. Specific embodiments

[0037] The utility model will be further explained in detail in combination with the drawings.

[0038] The specific embodiments are only an explanation of the utility model, and are not a limitation of the utility model, and a person skilled in the art can make a modification without creative contribution according to the needs after reading the specification, but as long as in the utility model's right claim range, it is protected by the patent law.

[0039] The current wheel off-track forms can be roughly divided into five cases: climbing off-track, sliding off-track, jumping off-track, wheel suspension off-track and track damage off-track. The climbing off-track and sliding off-track are caused by excessive axial angle deflection, which leads to the wheel flange sliding to the top of the rail and off-tracking. In this case, one side of the wheel set is higher than the other side. The lateral acceleration value can be used to infer whether the vehicle is in an over-bending state at this moment, and then the threshold of the bearing-ground angle is synchronized to trigger the off-tracking warning. The jumping off-track, wheel suspension off-track and track damage off-track occur when one side of the wheel set is lifted or off the track. Similarly, the lateral acceleration value can be used to infer whether the vehicle is in an over-bending state at this moment, and then the threshold of the bearing-ground angle is synchronized to trigger the off-tracking warning. If the vehicle off-tracks after the off-tracking warning is triggered, the vertical direction of the wheel will be subjected to a severe impact signal. By collecting the vertical acceleration value, if the vertical direction meets the large impact threshold after the off-tracking warning is triggered, the off-tracking alarm signal is directly output. By adding the off-tracking warning function, the off-tracking alarm accuracy will be greatly improved. Based on this, the present embodiment is generated.

[0040] As shown in Figures 1 to 8 A pre-off-tracking detection system comprises:

[0041] A six-axis sensor is installed at the axial end of the bogie and the center of the bearing, and is used to collect the angle and acceleration information of the bearing. One sensor is installed on each shaft. To improve detection accuracy, the bearing is installed diagonally on the bogie. The six-axis sensor includes an XYZ three-axis accelerometer and an XYZ three-axis gyroscope sensor. The sensor is powered by DC 12V. The internal power supply is isolated to ensure that the output signal does not interfere with the input signal.

[0042] A monitoring host is installed in the car compartment shield cabinet or the seat cabinet, and is used to receive the bearing-ground angle information and the vertical acceleration value sensed by the six-axis sensor sent by the pre-processor. When the bearing-ground angle is greater than the preset threshold, it is determined whether the vertical acceleration is greater than the preset threshold. If it is greater, an off-tracking alarm signal is output. When the alarm signal is sent, the monitoring host outputs an off-tracking node signal to the train control system, which applies emergency braking to the vehicle to reduce the loss caused by off-tracking.

[0043] A pre-processor is installed at the bottom of the car body and is used to collect the signals collected by the six-axis sensor. The pre-processor is powered by DC 24V. One pre-processor is responsible for collecting the signals collected by four six-axis sensors of one car compartment.

[0044] The six-axis sensor is in communication connection with the pre-processor, and the pre-processor is in communication connection with the monitoring host.

[0045] Through the pre-derailment detection system of the embodiment, the pre-judgment diagnosis of the train before derailment can be realized, the signal is sent to the train control system, the pre-judgment processing can be performed in advance, the vehicle derailment is avoided, and from the cost point of view, the scheme is integrated into other systems to realize the availability of the scheme.

[0046] Further, the monitoring host is installed in a car shielding cabinet or a seat cabinet, and is used for receiving the bearing-ground angle information sensed by the six-axis sensor and the vertical direction acceleration value sent by the preprocessor; when the bearing-ground angle is greater than a preset threshold, it is judged whether the vertical direction acceleration is greater than a preset threshold, if yes, the time A is defined, the vertical direction acceleration at the time A is defined as data A, and the time A is taken as a starting point to find a sudden increase time of the acceleration along the time forward, the maximum acceleration corresponding to the time in the period when the vertical direction acceleration is continuously greater than the preset threshold is the sudden increase time, and the acceleration is defined as data B; when (data B-data A) / (time A-sudden increase time) is less than a preset value, a derailment alarm signal is output.

[0047] In the embodiment, the axial acceleration signal collected by the six-axis sensor 1 is filtered by 0-5Hz low-pass filter, the current bearing lateral acceleration a can be obtained, the inner and outer rail height difference hx can be calculated according to the relationship between the turning radius and the inner and outer rail height difference hx=11.8a, and the track and horizontal plane angle αx° can be obtained according to the bearing length, track width and other parameters through the trigonometric function formula. According to the wheel set lifting amount threshold h preset according to the research conclusion, the bearing angle threshold ±α1° can be calculated. For example, under the working condition of the inner and outer rail height difference hx=120mm, the track width is 1435mm, and the wheelbase is 2300mm, the bearing and horizontal plane angle is about ±3° under the condition of 120mm height difference, and the current pre-derailment threshold interval is ±(α1+3)°. The threshold changes over time according to the vehicle running condition and the line condition.

[0048] The six-axis sensor and the preprocessor are connected through CAN bus or RS485 digital signal transmission, which can ensure that the long-distance transmission signal is not distorted, the preprocessor and the monitoring host are connected through Ethernet, the collected data is transmitted to the monitoring host through Ethernet after being summarized, and the monitoring host is responsible for diagnosing and storing the data.

[0049] Further, the six-axis sensor can adopt analog signal transmission, and the ADC is arranged in the preprocessor, so as to improve the sampling rate of each measurement point data, improve the accuracy of diagnosis, and shorten the early warning and alarm cycle.

[0050] The signal transmission line 1 of the six-axis sensor is provided with a shock absorption box, the shock absorption box includes a box body 2, a filling material 3 and a plurality of wire clamps 4, a plurality of fixing plates 5 are arranged on the box body 2, a plurality of fixing holes 6 are arranged on the fixing plates 5, the box body 2 is fixed in the shaft box by penetrating the fixing holes 6 with bolts, an intermediate mounting block 7 is arranged in the box body 2, a plurality of wire clamps 4 are arranged on the intermediate mounting block 7 to fix the signal transmission line 1, and the signal transmission line 1 between two wire clamps 4 is arranged in a bent manner, and the bending angle is not less than 180°.

[0051] The shock absorption box effectively reduces the influence of signal transmission line 1 vibration on the six-axis sensor through its structural design, effectively improving the accuracy of the six-axis sensor sensing signal. This is crucial for devices or systems that rely on six-axis sensor data for precise operation, ensuring stable operation and accurate control of related equipment.

[0052] The box body 2 of the shock absorption box is fixed in the shaft box through the fixing holes 6 on the fixing plates 5 by bolts, ensuring the stability of its installation and providing a solid foundation for subsequent shock absorption work. The intermediate mounting block 7 in the box body 2 cooperates with the plurality of wire clamps 4 to fix the signal transmission line 1, and the signal transmission line 1 between the two wire clamps 4 is arranged in a bent manner, and the bending angle is not less than 180°. This bending method effectively interrupts the transmission of vibration, making it difficult for external vibration to be transmitted to the six-axis sensor through the signal transmission line 1.

[0053] The shock absorption box is 3-5 cm away from the six-axis sensor. From the shock absorption effect, a shorter distance can ensure that the vibration on the signal transmission line 1 is maximally inhibited by the shock absorption box before being transmitted to the sensor, effectively reducing signal interference and errors caused by vibration, and ensuring that the six-axis sensor stably and accurately senses signals. In terms of installation, such a distance setting provides sufficient installation space for the six-axis sensor and the shock absorption box. Neither will the two interfere with each other during installation, affecting equipment assembly, nor will the distance be too far to weaken the shock absorption effect.

[0054] The filling material 3 is polyurethane foam plastic or polystyrene foam plastic, which has good buffering and flame retardant effect, which is conducive to ensuring safety and achieving good buffering and shock absorption effect.

[0055] In order to further improve the buffering and shock absorption effect, the box body 2 is penetrated by the signal transmission line 1, and a flexible part 8 is arranged at the position where the box body 2 is penetrated by the signal transmission line 1, and the flexible part 8 is made of rubber material.

[0056] The front processor is internally provided with two independent processors MCU1 and MCU2, MCU1 and MCU2 are in a redundant relationship, under normal conditions, MCU1 processes, when MCU1 fails, MCU2 automatically takes over. The collected data is transmitted to the monitoring host 3 through Ethernet, and the monitoring host 3 is responsible for diagnosing and storing the data.

[0057] Further, the vertical measurement range of the three-axis acceleration in the six-axis sensor can be expanded to 1000g. Since the impact force is huge when the vehicle derails, in the case of triggering pre-deduction, according to the actual situation of the line, the corresponding impact threshold is set, which will greatly improve the accuracy of the derailment alarm.

[0058] Further, to improve the accuracy of diagnosis, six-axis sensors can be installed at both ends of the same shaft, and the absolute value of the bearing lateral axis angle data collected by the left and right six-axis sensors is averaged to calculate, which can more accurately determine the inclination angle of the bearing. At the same time, two independent ADCs are arranged in the front processor to control the collection of six-axis sensors at both ends of the bearing, and two central processors MCU1 and MCU2 are connected in parallel in the front processor to receive the six-axis data of the six-axis sensors collected by the two ADCs. Under normal conditions, MCU1 calculates and outputs the derailment diagnosis result, and when MCU1 fails, MCU2 automatically takes over. If one of the sensors fails, it does not affect the overall system function.

[0059] Further, the diagnostic algorithm part can be placed in the front processor, and the monitoring host is responsible for receiving and storing the collected data. The derailment pre-warning and derailment alarm signals diagnosed by the front processor are transmitted to the monitoring host through hardwire, and the monitoring host collects all the derailment pre-warning and derailment alarm signals of the front processor for or logic, and outputs the signal to the train TCMS (train control system), EB (emergency braking system) and ATC (automatic driving system),

[0060] Further, the front processor or diagnostic host can access the vehicle speed pulse signal, associate the set angle warning threshold with the vehicle speed, and further improve the accuracy of the derailment pre-warning or derailment alarm.

[0061] Further, the pre-deduction detection system can be integrated into the running gear monitoring system, sharing the existing front processor and running gear monitoring host of the running gear monitoring system, becoming an optional function of the running gear monitoring system, improving the accuracy of derailment alarm, and increasing the derailment pre-warning function while further reducing the cost.

[0062] Further, the data collected by the six-axis sensor can be used for vehicle dynamics analysis, life prediction, vehicle health state monitoring and other functional expansion.

[0063] Alternatively, the six-axis sensor can be split into a three-axis vibration sensor and a three-axis gyroscope sensor, and the configuration can be increased or decreased according to different customer requirements.

[0064] Alternatively, the six-axis sensor can be directly connected with the monitoring host, and then the configuration of the preprocessor is deleted, the device components are reduced, but the wiring difficulty is increased.

[0065] Alternatively, a temperature sensor can be added inside the six-axis sensor to detect the temperature of the axle box, replace the existing axle box composite sensor in the running part monitoring system, and realize the increase of derailment early warning function and data acquisition of bearing angle state by changing the installation interface without additional configuration.

[0066] It should be noted that in this text, relational terms such as first and second are used only to distinguish one entity or operation from another, and do not necessarily require or imply that these entities or operations have any such actual relationship or order. Moreover, the terms "include", "contain" or any other variant thereof are intended to cover non-exclusive inclusion, so that the process, method, article or terminal device including a series of elements not only includes those elements, but also includes other elements not explicitly listed or inherent to such process, method, article or terminal device. Without more limitations, the elements defined by the statement "include" or "contain" do not exclude the existence of other elements in the process, method, article or terminal device including the elements. In addition, in this text, "greater than", "less than", "exceed" and the like are understood as not including the number; "above", "below", "within" and the like are understood as including the number.

[0067] The above description of the embodiments is for the convenience of ordinary skilled persons in the art to understand and use the present application, and those skilled in the art can easily make various modifications to the embodiments, and apply the general principles described herein to other embodiments without creative labor. Therefore, the present application is not limited to the above embodiments, and those skilled in the art can make improvements and modifications within the scope of the present application without departing from the scope of the present application.

Claims

1. A pre-derailment detection system, characterized by, The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle.

2. A pre-derailment detection system according to claim 1, wherein The application relates to a bearing angle monitoring system for a bogie of a railway vehicle.

3. A pre-derailment detection system according to claim 1, wherein The application relates to a bearing angle monitoring system for a bogie of a railway vehicle.

4. A pre-derailment detection system according to claim 3, wherein The application relates to a bearing angle monitoring system for a bogie of a railway vehicle.

5. A pre-derailment detection system according to claim 3, wherein The application relates to a bearing angle monitoring system for a bogie of a railway vehicle.

6. A pre-derailment detection system according to claim 3, wherein The application relates to a bearing angle monitoring system for a bogie of a railway vehicle.

7. A pre-derailment detection system according to claim 1, wherein The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing angle monitoring system for a bogie of a railway vehicle. The application relates to a bearing

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