Railway vehicle-mounted catenary infrared temperature measurement system

Abstract

The utility model belongs to the technical field of catenary infrared temperature measurement systems, and particularly relates to a railway vehicle-mounted catenary infrared temperature measurement system, which comprises a base layer, a mixed anti-seismic module, an imaging installation layer, an infrared imaging unit, a positioning unit and a processing unit, and is characterized in that the base layer is connected with a vehicle-mounted platform; the mixed anti-seismic module comprises a shock pad arranged on the base layer and a piezoelectric actuator arranged on the shock pad; the imaging mounting layer comprises a mounting bracket arranged on the hybrid anti-seismic module; the infrared imaging unit comprises a camera assembly arranged on the mounting bracket; the positioning unit comprises a positioner arranged on the base layer; the processing unit is used for real-time image processing and data fusion; through the design of the hybrid anti-seismic module, the anti-seismic performance of the whole infrared temperature measurement system is remarkably improved, and thus the shooting and measurement precision is improved.

Description

Technical Field

[0001] This utility model belongs to the technical field of contact wire infrared temperature measurement system, and in particular relates to a railway vehicle-mounted contact wire infrared temperature measurement system. Background Technology

[0002] As my country's railway mileage increases, high-speed rail speeds rise, and train frequency rises, the safety requirements for railway lines become increasingly stringent. High-speed railway contact wire nodes, such as clamps, droppers, contact wire wear, and positioning points, are subject to long-term friction and vibration, leading to defects such as bulges, broken wires, and loose components, which in turn cause localized temperature anomalies in the contact wire. The traditional detection method involves equipment installed on operating high-speed trains to monitor the contact wire temperature, abbreviated as C3. This equipment can detect pantograph-catenary current collection parameters, contact wire temperature, and dynamic geometric parameters of the contact wire. Through sensors, it monitors the contact wire temperature in real time, ensuring its operation within safe limits and preventing malfunctions or safety accidents caused by overheating. The detected temperature data is wirelessly transmitted to the ground in real time. The ground system automatically receives and alarms, ensuring timely handling of anomalies and creating a detection database. Historical data analysis reports are provided to help maintenance personnel better understand the operating status and potential problems of the contact wire.

[0003] These devices are installed on trains and maintenance vehicles, with a maximum operating speed of 100 km / h. Due to the high operating speed, the equipment vibrates at high frequencies and with large amplitudes, leading to reduced measurement accuracy, blurry images, and even missed shots. Market feedback indicates that the average success rate of image capture is only 50%–80%, making it difficult to comprehensively identify abnormal temperature differences in the overhead contact line. Therefore, there is an urgent need to improve the vibration resistance of the temperature measurement system to enhance the accuracy of image capture and measurement. Utility Model Content

[0004] This utility model discloses a railway vehicle-mounted contact wire infrared temperature measurement system, which is mainly used to improve the shock resistance of the temperature measurement system in order to improve the accuracy of shooting and measurement.

[0005] To achieve the aforementioned objective, this utility model provides a railway vehicle-mounted contact wire infrared temperature measurement system, comprising a base layer, a hybrid anti-vibration module, an imaging mounting layer, an infrared imaging unit, a positioning unit, and a processing unit, wherein...

[0006] Base layer: Connected to the vehicle platform;

[0007] Hybrid anti-seismic module: includes a shock-absorbing pad set on the base layer and a piezoelectric actuator set on the shock-absorbing pad;

[0008] Imaging mounting layer: includes mounting brackets installed on the hybrid seismic-resistant module;

[0009] Infrared imaging unit: includes a camera assembly mounted on a mounting bracket;

[0010] Positioning unit: includes a positioner disposed on the base layer;

[0011] Processing unit: Real-time image processing and data fusion.

[0012] Furthermore, the shock-absorbing pad comprises multiple layers of honeycomb silicone pads.

[0013] Furthermore, the locator integrates a single-frequency GPS and a pre-stored electronic track map.

[0014] Furthermore, the camera assembly is mounted on a mounting bracket via a universal base.

[0015] Furthermore, the base layer is also provided with a surrounding panel that covers the hybrid seismic-resistant module.

[0016] Furthermore, the inner side of the enclosure is filled with foam.

[0017] Furthermore, the hybrid anti-seismic module also includes a flexible hinge, the top end of which is connected to a mounting bracket, and the bottom end of which is connected to a piezoelectric actuator.

[0018] Furthermore, the shock-absorbing pad and the piezoelectric actuator are each provided in four sets.

[0019] The technical solution provided by this utility model has at least the following technical effects:

[0020] The infrared temperature measurement system disclosed in this application has a shock-absorbing pad installed on its base layer. This shock-absorbing pad is made of silicone and is used to absorb low-frequency vibrations. A piezoelectric actuator is positioned above the shock-absorbing pad, and its piezoelectric element effectively suppresses high-frequency vibrations. A mounting bracket and an imaging assembly are sequentially mounted above the piezoelectric actuator. This hybrid anti-vibration module design significantly improves the overall shock resistance of the infrared temperature measurement system, thereby enhancing the accuracy of imaging and measurement. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of this utility model, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0022] Figure 1 This is a schematic diagram of the assembly structure of the infrared temperature measurement system according to an embodiment of the present invention;

[0023] Figure 2 This is an exploded view of the infrared temperature measurement system according to an embodiment of the present invention;

[0024] Figure 3 This is a flowchart illustrating the lightweight positioning process of an embodiment of the present invention.

[0025] Key reference numerals: 1. Base layer; 2. Shock-absorbing pad; 3. Piezoelectric actuator; 4. Mounting bracket; 5. Camera assembly; 6. Positioner; 7. Electrical control box; 8. Enclosure; 9. Flexible hinge; 10. Hinge seat; 11. Universal base; 12. Foam; 13. Antenna. Detailed Implementation

[0026] The embodiments of this utility model are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the embodiments of this utility model, and should not be construed as limiting the utility model.

[0027] like Figure 1 , Figure 2 As shown, this application discloses a railway vehicle-mounted contact wire infrared temperature measurement system, including a base layer 1, a hybrid anti-vibration module, an imaging mounting layer, an infrared imaging unit, a positioning unit, and a processing unit, wherein...

[0028] Base layer 1: rigidly connected to the vehicle platform, transmitting vibration energy to the damping layer; base layer 1 is made of aluminum alloy with a thickness of 10mm and an anodized surface treatment.

[0029] Hybrid anti-vibration module: includes damping pads 2 set on the base layer 1 and piezoelectric actuators 3 set on the damping pads 2; both damping pads 2 and piezoelectric actuators 3 are provided in four sets. The damping pads 2 are equivalent to passive damping layers, including three layers of silicone pads, each layer is 5mm thick, with a honeycomb hollow design, a hole diameter of 3mm, and a spacing of 5mm. They are fixed by bolt pre-tightening (torque 2.5N·m), with a pre-compression amount of 1mm to eliminate gaps. Mechanical characteristics: axial stiffness 12N / mm, damping ratio 0.3, resonant frequency 35Hz. The piezoelectric actuator 3 is a stacked piezoelectric actuator, equivalent to an active compensation layer. It consists of four sets of stacked piezoelectric actuators (circular symmetrical layout, spaced 90° apart), each set containing eight PZT-5H piezoelectric ceramic sheets. The displacement transmission mechanism of the stacked piezoelectric actuators is a flexible hinge 9 (3D printed titanium alloy, lever ratio 1:5, amplifying piezoelectric displacement to ±75μm). The top of the flexible hinge 9 is connected to the mounting bracket 4, and the bottom is connected to the piezoelectric actuator 3 via a hinge seat 10, specifically bonded with epoxy resin to avoid stress concentration. The compact structure features a modular design suitable for limited vehicle installation space. The base layer 1 also includes a surrounding plate 8 that encloses the hybrid anti-vibration module. The inner side of the surrounding plate 8 is filled with foam 12, providing some limiting protection.

[0030] Imaging mounting layer: includes mounting bracket 4 set on the hybrid anti-vibration module; mounting bracket 4 is made of carbon fiber composite material, weighs ≤300g, and the interface on mounting bracket 4 is a standard C-Mount lens interface, which is compatible with infrared lenses and visible light cameras.

[0031] Infrared imaging unit: includes camera assembly 5 mounted on mounting bracket 4; the camera assembly 5 is mounted on mounting bracket 4 via universal base 11, and the angle of the camera assembly 5 can be adjusted within a certain range. The detector of the camera assembly 5 is an uncooled microbolometer with a resolution of 640×512, a pixel pitch of 12μm, a frame rate of 30Hz, a lens with a fixed focal length of 35mm, a field of view of 18°×14°, and a temperature measurement range of -20℃~+120℃.

[0032] Positioning unit: includes a locator 6 set on the base layer 1, and the locator 6 is connected to an antenna 13; the locator 6 integrates a single-frequency GPS and a pre-stored electronic track map (including the coordinates of the contact wire support), and the single-frequency GPS positioning update rate is 1Hz.

[0033] Processing unit: An embedded processor installed in the control box 7: Supports real-time image processing and data fusion (the specific principles of image processing and data fusion are well known to those skilled in the art and will not be described in detail in this embodiment).

[0034] Table 1: Parameter Table for Key Components

[0035]

[0036] Dual-mode vibration suppression control algorithm,

[0037] Vibration signal acquisition:

[0038] Sensor: Triaxial MEMS accelerometer (ADXL355), sampling rate 5kHz, noise density 20μg / √Hz;

[0039] Signal preprocessing: bandpass filtering (20–200Hz) + moving average (window length 10).

[0040] Frequency domain analysis:

[0041] Real-time FFT calculation of vibration spectrum (1Hz resolution) identifies dominant frequency components (e.g., 50Hz, 80Hz); dynamic adjustment of control parameters based on spectrum peak values.

[0042] Active compensation calculation:

[0043] For generating a reverse displacement signal based on the dominant frequency vibration, the formula is:

[0044]

[0045] in, (A i For amplitude gain, φ i For opposite phase, a measured (f i (k is used to measure acceleration) system (for system stiffness)

[0046] Parameter calibration: The system transfer function k_{\text{system}}ksystem was determined through frequency sweep experiments. Piezoelectric drive output:

[0047] High voltage amplifier: output voltage 0–150V, current 20mA, bandwidth DC–2kHz;

[0048] Protection mechanism: Real-time monitoring of overvoltage / overcurrent, switching to passive mode in case of abnormality.

[0049] Dual-mode vibration suppression:

[0050] Low-frequency passive absorption: The silicone pad attenuates vibrations of 20–50 Hz, reducing the amplitude by 60%;

[0051] High-frequency active compensation: The piezoelectric element generates a reverse displacement based on the acceleration signal.

[0052] The performance indicators are shown in Table 2:

[0053] Table 2: Vibration Suppression Performance Data Table

[0054]

[0055] Seismic performance verification

[0056] Experimental setup

[0057] ① Shaking table parameters:

[0058] Model: LDS V955, maximum acceleration 30g, frequency range 5–2000Hz; test waveforms: sinusoidal sweep (20–100Hz, acceleration 2g), random vibration (RMS 1.5g).

[0059] ②Test metrics:

[0060] Image sharpness: MTF50 (modulus transfer function at a spatial frequency of 50 lp / mm); Displacement attenuation rate: amplitude measured by a laser displacement sensor (Keyence LK-G5000).

[0061] The test results are shown in Table 3.

[0062] Table 3: Seismic Performance Test Data Table

[0063]

[0064] Durability test

[0065] Test standard: IEC 60068-2-64 (random vibration, 15 minutes / axial);

[0066] result:

[0067] The silicone pad exhibits no permanent deformation (compression resilience >95%).

[0068] The displacement decay of the piezoelectric actuator is less than 5% (after 100,000 cycles).

[0069] Lightweight localization algorithm

[0070] Map matching and positioning: such as Figure 3 As shown,

[0071] ① Obtain the initial position via GPS (error ±10m);

[0072] ② Match the coordinates of the nearest overhead contact line support (e.g., K123+456m) on the electronic map;

[0073] ③ Update mileage in real time based on vehicle speed:

[0074] The positioning accuracy is shown in Table 4:

[0075] Table 4: Positioning Accuracy Data Table

[0076] Serial Number Scene Positioning error (m) 1 GPS is normal. 2.5 2 Tunnel area 5.0 (Based on mileage estimation)

[0077] Example 1: In this example, the above-mentioned contact wire infrared temperature measurement system is installed on a daily inspection vehicle for the contact wire. Vehicle speed: 80 km / h; vibration frequency: 50 Hz; infrared field of view: 35 mm focal length, covering a contact wire length of 5 m / frame; temperature measurement accuracy: ±2℃ (±1℃ after compensation); actual measured results:

[0078] Defect detection: The detection rate of localized temperature rise (8–10℃) caused by broken suspension wires was 95%;

[0079] Location capability: The defect location is marked within ±3m of the nearest support;

[0080] Environmental adaptability: It can work continuously for 8 hours without failure in an environment of -25℃ to +45℃.

[0081] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of protection claimed by this utility model. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A railway vehicle-mounted contact wire infrared temperature measurement system, characterized in that, It includes a base layer (1), a hybrid seismic-resistant module, an imaging mounting layer, an infrared imaging unit, a positioning unit, and a processing unit, wherein, Base layer (1): connected to the vehicle platform; Hybrid anti-seismic module: including a shock-absorbing pad (2) disposed on the base layer (1) and a piezoelectric actuator (3) disposed on the shock-absorbing pad (2); Imaging mounting layer: including mounting brackets (4) installed on the hybrid seismic-resistant module; Infrared imaging unit: including camera assembly (5) mounted on mounting bracket (4); Positioning unit: includes a positioner (6) disposed on the base layer (1); Processing unit: Real-time image processing and data fusion.

2. The railway vehicle-mounted contact wire infrared temperature measurement system according to claim 1, characterized in that, The shock-absorbing pad (2) comprises a multi-layered honeycomb silicone pad.

3. The railway vehicle-mounted contact wire infrared temperature measurement system according to claim 1, characterized in that, The locator (6) integrates a single-frequency GPS and a pre-stored electronic track map.

4. The railway vehicle-mounted contact wire infrared temperature measurement system according to claim 1, characterized in that, The camera assembly (5) is mounted on the mounting bracket (4) via a universal base (11).

5. The railway vehicle-mounted contact wire infrared temperature measurement system according to claim 1, characterized in that, The base layer (1) is also provided with a surrounding panel (8) that covers the hybrid seismic-resistant module.

6. The railway vehicle-mounted contact wire infrared temperature measurement system according to claim 5, characterized in that, The inner side of the enclosure (8) is filled with foam (12).

7. The railway vehicle-mounted contact wire infrared temperature measurement system according to claim 1, characterized in that, The hybrid anti-seismic module also includes a flexible hinge (9), the top end of which is connected to the mounting bracket (4), and the bottom end is connected to the piezoelectric actuator (3).

8. The railway vehicle-mounted contact wire infrared temperature measurement system according to claim 1, characterized in that, The shock-absorbing pad (2) and the piezoelectric actuator (3) are each provided with four sets.

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