CN115219251A - A Dynamic Performance Monitoring System of Railway Vehicles Based on Wheelset Running Attitude - Google Patents

Abstract

The invention discloses a railway vehicle dynamic performance monitoring system based on a wheel pair running posture, which comprises a parameter setting module, a wheel track profile identification module, a wheel track relative position identification module, a wheel track contact calculation module, a hunting instability identification and safety evaluation module, a wheel track contact three-dimensional display module, a data transmission and interaction module, a data display module and an alarm information display module, wherein the wheel track profile identification module is used for collecting wheel track profile data of wheels, the wheel track relative position identification module is used for collecting relative position data of the wheels, the wheel track contact three-dimensional display module can be used for carrying out three-dimensional display on the relative positions of the wheels, the actually measured data is reproduced, and the wheel track contact calculation module carries out wheel track contact calculation according to the wheel track profile data and the wheel track relative position data of the wheels.

Description

A Dynamic Performance Monitoring System of Railway Vehicles Based on Wheelset Running Attitude

technical field

The invention belongs to the technical field of rail transportation, and in particular relates to a dynamic performance monitoring system of a railway vehicle based on the running attitude of a wheelset.

Background technique

Railway is the main artery of transportation, which is related to the national economy and people's livelihood, and is of great significance in economic development. In recent years, the domestic railway industry has developed rapidly, and the operating mileage and operating speed of trains have reached new highs, which also brings great challenges to the safe operation of trains. Due to the self-excited vibration of the wheelset itself, the serpentine motion still exists even when the train runs on a straight track. When the train lateral acceleration is in steady state and constant amplitude vibration, it is called the train lateral instability. The lateral stability of the train is an important index to determine the running performance of the train, and its main purpose is to avoid the serpentine instability of the train. When the train is meandering and unstable, the lateral displacement of the wheelset of the train will increase, and even the collision between the wheel flange and the track will be caused. In addition, the lateral vibration of the wheelset will also induce a large lateral vibration of the bogie and the car body. Once such a phenomenon occurs, the running performance of the train will deteriorate, the ride comfort will decrease, the dynamic load acting on the various parts of the train will increase, and the wheel-rail force will increase, resulting in damage to the vehicle and the track line. It may even cause a derailment accident.

At present, the main methods for detecting the meandering instability of the train are: measuring the wheel-rail force of the train and measuring the lateral acceleration of the train axle box. Since the measurement of wheel-rail force requires the installation of strain gauges on the track, it can only be used for the measurement of a specific section. Relatively speaking, using the method of measuring acceleration only needs to install the acceleration sensor on the axle box, and the acceleration sensor is small in size, easy to install, has low requirements on the installation environment, and makes less changes to the vehicle. Therefore, most of the existing trains detect the meandering instability of the train by measuring the lateral acceleration of the axle box.

Snaking instability is defined according to the traverse amount of the wheelset, but the traverse amount of the wheelset cannot be obtained in the actual application process, and the derailment safety evaluation according to the traverse amount of the wheelset and the position of the contact point is the most direct method. The traditional safety evaluation through derailment coefficient, load reduction rate and wheelset force index is indirect evaluation. Even if it exceeds the standard, it is still unclear what the contact state of the wheel and rail is and whether there is a real risk of derailment.

SUMMARY OF THE INVENTION

The purpose of the present invention is to solve the above-mentioned problems, and to provide a kind of railway vehicle based on the running attitude of the wheel set which can directly reflect the relative position between the wheel and rail, and the online and continuous monitoring of the relative position of the wheel and rail is to detect the running stability and safety of the train. Dynamic performance monitoring system.

In order to solve the above-mentioned technical problems, the technical solution of the present invention is: a railway vehicle dynamic performance monitoring system based on the running attitude of the wheel set, including a parameter setting module, a wheel-rail profile recognition module, a wheel-rail relative position recognition module, a wheel-rail relative position recognition module, and a wheel-rail relative position recognition module. Rail contact calculation module, meandering instability identification and safety evaluation module, wheel-rail contact three-dimensional display module, data transmission and interaction module, data display module and alarm information display module, and the wheel-rail profile recognition module is used for the wheel-rail type of the wheel. The surface data is collected, and the wheel-rail relative position recognition module collects the relative position data of the wheel. The wheel-rail contact three-dimensional display module can display the relative position of the wheel and rail in three-dimensional, and reproduce the measured data. The wheel-rail contact calculation module The wheel-rail profile data and the wheel-rail relative position data are used to calculate the wheel-rail contact; the meandering instability identification and safety assessment module completes the meandering instability identification by performing spectrum analysis, time-frequency analysis and harmonic identification on the lateral displacement of the wheelset. , real-time early warning of the instability state, and alarm display through the alarm information display module; the data transmission and interaction module is used for data transmission between all modules, and the data display module compares the calculation results of the wheel-rail contact calculation module and the meandering instability. The results of the identification and safety evaluation module are displayed and compared with the parameters set in the parameter setting module, and the alarm information display module is used to display the parameters exceeding the parameters in the parameter setting module.

Preferably, the wheel-rail contact calculation module can calculate wheel-rail contact points as wheel-rail contact parameters such as wheel-rail contact spot, equivalent taper, wheel diameter difference, etc., and can perform wheel-rail contact stress estimation.

Preferably, the wheel-rail contact three-dimensional display module can automatically generate a dynamic video of the wheel-rail contact trajectory, dynamically display the wheel-rail contact point in the three-dimensional coordinate system, and display the wheel-rail contact spot information, the position of the contact point and other contact parameters.

Preferably, the meandering instability identification and safety assessment module obtains a safety level classification criterion based on the wheel-rail contact trajectory through a large number of simulation analysis and bench tests, and calculates the contact according to the identified wheel-rail profile and the wheel-rail relative position. According to the point running trajectory, the safety level classification criterion is used to judge and warn the safety state of the vehicle.

Preferably, the wheel track profile recognition module includes a grating laser light source, a high-definition camera and a fill light, and the grating laser light source is used to illuminate the track and the wheel to form a strip-shaped track within the shooting range of the high-definition camera; the fill light The function of the lamp is to provide illumination under complex climatic conditions, to ensure the shooting effect of the high-definition camera, and to extract the initial contour of the wheel and the rail from the strip track of the rail and the wheel by using the image processing technology.

Preferably, the strip-shaped track includes the wheel-rail contact surface, the rail and the strip-shaped track on the wheel.

Preferably, according to the internal parameter calibration of the high-definition camera and the attitude self-calibration of the high-definition camera, the wheel and rail profile recognition module performs three-dimensional coordinate transformation on the original profile of the wheel and the rail to obtain the front view of the profile in the track coordinate system, The wheel and rail profiles that can be used for wheel-rail contact calculation are obtained; the relative motion of the high-definition camera and the wheel pair is determined by the camera inverse calculation technology, and the influence of the vibration of the high-definition camera on the recognition result is eliminated.

Preferably, the number of the high-definition cameras is two and they are distributed on both sides of the wheel track. According to the test results of the high-definition cameras on both sides, combined with the image recognition technology and the above algorithm, the track profile, relative traverse amount and wheel set can be analyzed. Finally, the wheel-rail contact calculation, serpentine instability, derailment safety evaluation, and wear law analysis can be obtained, and the monitoring of the contact trajectory can be achieved.

The beneficial effects of the present invention are:

1. A kind of railway vehicle dynamic performance monitoring system based on the running attitude of the wheel set provided by the present invention can directly reflect the relative position between the wheel and rail, online and continuous monitoring of the relative position of the wheel and rail, and the detection of train running stability and stability. safety.

2. The present invention can directly use information such as wheelset traverse amount, contact point position and wheel lift amount to evaluate derailment safety, and can identify the rail-climbing process of the vehicle passing through a small curve, as well as the rail-jumping of straight-line serpentine instability. process.

3. The dynamic performance monitoring system of the railway vehicle based on the running attitude of the wheelset of the present invention can be mutually verified with the running safety evaluation based on the wheel-rail force, and is an important supplement thereof.

Description of drawings

Fig. 1 is a kind of contact spot calculation result diagram in the wheel-rail contact calculation module in the railway vehicle dynamic performance monitoring system based on the running attitude of the wheelset of the present invention;

Fig. 2 is the wheel-rail contact calculation result diagram in the wheel-rail contact calculation module of the present invention;

3 is a three-dimensional display diagram of wheel-rail contact in the three-dimensional wheel-rail contact display module of the present invention;

Fig. 4 is the wheel-rail contact track display diagram of the present invention;

Fig. 5 is the wheel-rail contact spot display diagram of the present invention;

Fig. 6 is the flow chart of the meandering instability identification module of the present invention;

Fig. 7 is the working principle diagram of the present invention;

FIG. 8 is a diagram showing the wheel-rail motion attitude monitoring and wheelset lateral movement identification diagram of the present invention.

Detailed ways

The present invention will be further described below in conjunction with the accompanying drawings and specific embodiments:

As shown in Figures 1 to 8, the present invention provides a system for monitoring the dynamic performance of a railway vehicle based on the running attitude of the wheel set, including a parameter setting module, a wheel-rail profile recognition module, a wheel-rail relative position recognition module, a wheel-rail relative position recognition module, and a wheel-rail profile recognition module. Rail contact calculation module, meandering instability identification and safety evaluation module, wheel-rail contact three-dimensional display module, data transmission and interaction module, data display module and alarm information display module, and the wheel-rail profile recognition module is used for the wheel-rail type of the wheel. The surface data is collected, the wheel-rail relative position recognition module collects the relative position data of the wheel, and the wheel-rail contact three-dimensional display module can display the relative position of the wheel and rail in three-dimensional, and reproduce the measured data. The wheel-rail profile data and the wheel-rail relative position data are used to calculate the wheel-rail contact. The Snaking Instability Recognition and Safety Evaluation Module completes the Snaking Instability Recognition through spectrum analysis, time-frequency analysis and harmonic identification of the lateral displacement of the wheelset, provides real-time early warning of the instability state, and displays the alarm through the alarm information display module. . The data transmission and interaction module is used for data transmission between all modules. The data display module displays the calculation results of the wheel-rail contact calculation module and the results of the meandering instability identification and safety evaluation module, and displays them with the parameters set in the parameter setting module. The parameters are compared, and the alarm information display module is used to display the parameters exceeding the parameter setting module. All modules are electrically connected according to actual use requirements, which is convenient for data information transmission.

In this embodiment, the meandering instability identification and safety evaluation module is a module of the prior art. Through a large number of simulation analysis and bench tests, a safety level classification criterion based on the wheel-rail contact trajectory is obtained. According to the identified wheel-rail profile Calculate the running trajectory of the contact point with the relative position of the wheel and rail, and judge and warn the safety state of the vehicle according to the safety level classification criteria.

The wheel-rail contact calculation module can calculate the wheel-rail contact points as: wheel-rail contact spot, equivalent taper, wheel diameter difference and other wheel-rail contact parameters, and can estimate the wheel-rail contact stress. The identification of wheel-rail traverse amount is the basis of wheelset meandering instability identification, and also the basis of wheel-rail contact calculation. Therefore, the accuracy of wheel-set traverse amount identification is very critical. The wheel-rail contact calculation module performs wheel-rail contact calculation according to the wheel-rail profile data and the wheel-rail relative position data, and the wheel-rail contact calculation is an existing calculation technology.

The wheel-rail contact 3D display module can automatically generate a dynamic video of the wheel-rail contact trajectory, dynamically display the wheel-rail contact point in the three-dimensional coordinate system, and display the wheel-rail contact spot information, the position of the contact point and other contact parameters.

The Snaking Instability Recognition and Safety Evaluation Module obtains the safety level classification criteria based on the wheel-rail contact trajectory through a large number of simulation analysis and bench tests, and calculates the contact point running trajectory according to the identified wheel-rail profile and wheel-rail relative position. The safety level classification criterion evaluates and warns the safety state of the vehicle.

The wheel and track profile recognition module includes a grating laser light source, a high-definition camera and a fill light. The grating laser light source is used to illuminate the track and the wheel, so that it forms a strip track within the shooting range of the high-definition camera. The function of the fill light is to provide illumination under complex climatic conditions to ensure the shooting effect of the high-definition camera. Using image processing technology, the initial contour of the wheel and the rail is extracted from the strip track of the rail and the wheel.

In this example, the image processing techniques include image recognition and image processing. Among them, image recognition is the basis of track profile recognition. Based on the images collected by the camera, image preprocessing, edge detection, line detection and other algorithms are used for image recognition. The profile identified from the image is the projection of the spatial profile on the image plane, which is measured in pixels and needs to be converted from pixels to actual size. First, preprocess the collected images, including: irrelevant area cropping, fill light processing, color space conversion, adaptive brightness correction, grayscale processing, noise reduction processing, etc., and then perform Canny edge detection algorithm on the preprocessed images. After processing, the rough positioning of the rail is performed, and then the left and right edges of the rail are detected by the Hough linear detection algorithm to realize the positioning of the rail.

The strip track includes the wheel-rail contact surface, the rail and the strip track on the wheel.

According to the internal parameter calibration of the high-definition camera and the self-calibration of the high-definition camera attitude, the wheel-rail profile recognition module performs three-dimensional coordinate transformation of the original profile of the wheel and rail to obtain the front view of the profile in the track coordinate system, and can be used for wheel and rail. Contact the calculated wheel and rail profiles. Through the camera inverse calculation technology, the relative motion of the high-definition camera and the wheelset is determined, and the influence of the vibration of the high-definition camera on the recognition result is eliminated.

In this embodiment, the high-definition camera attitude self-calibration specifically refers to installing the high-definition camera on the vehicle body. With the vibration of the vehicle body, the high-definition camera is also displaced relative to the wheel and rail, especially when passing through the curve, the two Relative displacement and angle have large changes. This directly affects the results of the coordinate transformation, so it is necessary to automatically calibrate the camera pose in real time. Camera self-calibration requires at least 4 reference points, but it is difficult to determine these 4 reference points in practice. The invention utilizes the extinction point of the rail extension line and the slope of the rail side line to perform self-calibration of the camera attitude.

The camera inverse calculation technology of the present invention adopts the Zhang Zhengyou marking method, obtains the parameters of the camera through camera calibration, and then constructs a three-dimensional mapping relationship to convert the pixel distance into an actual distance. The three-dimensional space mapping needs to be constructed according to specific image features.

The number of high-definition cameras is two and distributed on both sides of the wheel track. According to the test results of the high-definition cameras on both sides, combined with the image recognition technology and the above algorithm, the wheel track profile, relative lateral movement and wheel-to-wheel sway angle can be analyzed. Finally, The wheel-rail contact calculation, serpentine instability, derailment safety evaluation, and wear law analysis can be obtained to realize the monitoring of the contact trajectory.

The image information of the actual wheel-rail system and the information emitted by the grating laser light source are collected by the high-definition camera to obtain the wheel-rail image. The wheel and rail images are then processed through image preprocessing, edge detection, rail positioning and laser line recognition to obtain the original contours of the wheels and rails. The high-definition camera is equipped with a camera motion inverse calculation module and a camera internal parameter calibration module. The camera internal parameter calibration module self-calibrates the camera attitude, and transforms the original contours of the wheels and rails to obtain the actual contours of the wheels and rails. Through the camera motion inverse calculation module, through the motion of the camera, the actual contour of the wheel and the rail is eliminated, and the wheel-rail profile, the relative traverse amount and the yaw angle are obtained, and then the wheel-rail contact calculation and the serpentine instability identification are carried out respectively. Derailment safety assessment and wear law analysis.

In this embodiment, performing error elimination on the actual contours of wheels and rails includes error elimination technology and zero-point self-correction technology, and specifically includes the following steps:

S1. System error elimination

The error of the wheel-rail contact trajectory recognition of the present invention is mainly in two aspects, one is the error of the wheel-rail profile recognition, and the other is the recognition error of the relative position of the wheel-rail. The factors affecting the error and the corresponding error elimination method adopted in this subject are as follows The table shows:

Errors and Elimination Methods

S2. Error correction based on left and right wheel-rail geometric constraints

In the present invention, the laser light on the wheel is selected as the reference object. Since the distance between the left and right wheels is fixed, the contour of the left and right wheels plus the inner distance of the wheelset can be used as the dimension reference of the entire wheel. Since the relative displacements of the wheels and rails identified separately on the left and right sides contain the track gauge irregularity and gauge widening information, they cannot be directly used as the result of the traverse amount of the wheelset. The left and right wheel-rail relative traverses obtained by image recognition are y _l and y _r respectively, then the wheelset traverse amount y _ws can be obtained by the following formula:

y _ws =(y _r +y _l )/2-(y _r -y _l )/2

At the same time, the wheel-rail geometric constraints can be used as the basis for judging the error, and when the error is too large, the data is eliminated.

S3. Error correction based on state continuity

When the rail vehicle is running, the running state is continuous, and the identified wheelset traverse amount should also follow the principle of state continuity. Therefore, Kalman filter is used to predict the wheel traverse, and the identification results with large deviation are eliminated. Prediction signal to replace.

S4, zero point self-calibration technology

Every time the vehicle is started, the system is powered on and automatically starts, and the zero-point self-calibration is performed based on the wheel-track image when the vehicle is stationary, and the camera attitude is self-calibrated. The current state is used as the reference attitude of the camera. The traverse amount is considered to be zero, and the current state of the wheel-rail relative position is taken as the reference state.

The use process of the present invention is:

First, use the grating laser light source to irradiate the track and the wheel to form a strip-shaped track within the imaging range of the high-definition camera; it includes the wheel-rail contact surface, the strip-shaped track on the rail and the wheel, and the fill light. The function is to provide lighting under complex climatic conditions, to ensure the shooting effect of high-definition cameras, and to use image processing technology to extract the initial contours of wheels and rails from the strip tracks of rails and wheels.

On this basis, according to the internal parameter calibration of the high-definition camera and the self-calibration of the camera attitude, the original contours of the wheels and rails are transformed into three-dimensional coordinates to obtain the front view of the contours in the track coordinate system, which can be used for wheel-rail contact calculation. wheel and rail profiles. Through the camera inverse calculation technology, the relative motion of the camera and the wheelset is determined, and the influence of the camera vibration on the recognition result is eliminated. According to the test results of the high-speed cameras on the left and right sides, combined with the image recognition technology and the above algorithm, the profile of the wheel track, the relative traverse amount and the yaw angle of the wheel can be analyzed. Finally, the wheel-rail contact calculation, serpentine instability, derailment safety evaluation, and wear law analysis can be obtained to realize the monitoring of the contact trajectory.

Those of ordinary skill in the art will appreciate that the embodiments described herein are intended to assist readers in understanding the principles of the present invention, and it should be understood that the scope of the present invention is not limited to such specific statements and embodiments. Those skilled in the art can make various other specific modifications and combinations without departing from the essence of the present invention according to the technical teachings disclosed in the present invention, and these modifications and combinations still fall within the protection scope of the present invention.

Claims (8)

1. a railway vehicle dynamic performance monitoring system based on wheel pair running attitude, is characterized in that: comprise parameter setting module, wheel rail profile recognition module, wheel rail relative position recognition module, wheel rail contact calculation module, meandering loss Stability identification and safety evaluation module, wheel-rail contact three-dimensional display module, data transmission and interaction module, data display module and alarm information display module, the wheel-rail profile recognition module is used to collect the wheel-rail profile data of the wheel. The relative position recognition module collects the relative position data of the wheel. The wheel-rail contact three-dimensional display module can display the relative position of the wheel and rail in three-dimensional, and reproduce the measured data. The wheel-rail contact calculation module is based on the wheel-rail profile data and The wheel-rail relative position data is used to calculate the wheel-rail contact; the meandering instability identification and safety assessment module completes the meandering instability identification by performing spectrum analysis, time-frequency analysis and harmonic identification on the lateral movement of the wheelset, and conducts real-time monitoring of the instability state. Early warning, and alarm display through the alarm information display module; the data transmission and interaction module is used for data transmission between all modules, and the data display module compares the calculation results of the wheel-rail contact calculation module and the results of the meandering instability identification and safety evaluation module. Display and compare with the parameters set in the parameter setting module, and the alarm information display module is used to display the parameters exceeding the parameter setting module. 2. A kind of railway vehicle dynamic performance monitoring system based on wheelset running attitude according to claim 1, is characterized in that: described wheel-rail contact calculation module can calculate wheel-rail contact points as: wheel-rail contact spot, etc. The wheel-rail contact parameters such as effective taper and wheel diameter difference can be calculated, and the wheel-rail contact stress can be estimated. 3. A kind of railway vehicle dynamic performance monitoring system based on wheelset running attitude according to claim 1, is characterized in that: described wheel-rail contact three-dimensional display module can automatically generate wheel-rail contact trajectory dynamic video, in three-dimensional coordinates The wheel-rail contact points are dynamically displayed in the system, and the wheel-rail contact spot information, the position of the contact point and other contact parameters are displayed. 4. a kind of railway vehicle dynamics performance monitoring system based on wheelset running attitude according to claim 1, it is characterized in that: described meandering instability identification and safety assessment module obtains with a large amount of simulation analysis and bench test. The safety level classification criterion based on the wheel-rail contact trajectory, the contact point running trajectory is calculated according to the identified wheel-rail profile and the relative position of the wheel-rail, and the safety level classification criterion is used to evaluate and warn the safety state of the vehicle. 5. A kind of railway vehicle dynamic performance monitoring system based on wheelset running attitude according to claim 1, is characterized in that: described wheel track profile recognition module comprises grating laser light source, high-definition camera and fill light, utilizes The grating laser light source irradiates the track and the wheel to form a strip track within the shooting range of the high-definition camera; the function of the fill light is to provide illumination under complex weather conditions to ensure the shooting effect of the high-definition camera, using image processing technology , and extract the initial contours of the wheels and rails from the strip trajectories of the rails and wheels. 6 . The system for monitoring the dynamic performance of a railway vehicle based on the running attitude of the wheelset according to claim 5 , wherein the strip-shaped trajectory comprises the strip-shaped trajectory on the wheel-rail contact surface, the rail and the wheel. 7 . 7. A kind of railway vehicle dynamics performance monitoring system based on wheelset running attitude according to claim 1, is characterized in that: described wheel-rail profile recognition module is calibrated according to the internal parameter of high-definition camera and high-definition camera attitude self-calibration , perform three-dimensional coordinate transformation of the original profile of the wheel and rail to obtain the front view of the profile in the track coordinate system, and obtain the wheel and rail profile that can be used for wheel-rail contact calculation; The relative movement of the wheelset eliminates the influence of HD camera vibration on the recognition results. 8 . The railway vehicle dynamic performance monitoring system based on the running attitude of the wheel set according to claim 1 , wherein the number of the high-definition cameras is two and is distributed on both sides of the wheel rail. The high-definition camera test results, combined with the image recognition technology and the above algorithms, can analyze the profile of the wheel and rail, the relative traverse amount and the sway angle of the wheelset. Finally, the wheel-rail contact calculation, serpentine instability, derailment safety evaluation, wear and tear can be obtained. Regular analysis to realize the monitoring of contact trajectory.

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