CN108229253B - Impact diagnosis method for rail transit rotating shaft collision and abrasion fault - Google Patents
Impact diagnosis method for rail transit rotating shaft collision and abrasion fault Download PDFInfo
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Abstract
An impact diagnosis method for rail transit rotating shaft collision and abrasion faults belongs to the technical field of safety monitoring of moving mechanical equipment. If collision and abrasion faults exist between the rotating part and the fixed part on the rotating shaft, the working condition of the rotating part is possibly unbalanced, and serious faults of related parts are easily caused in a long time. The invention analyzes the unique time domain waveform characteristics and the unique frequency spectrum characteristics of the impact information of the collision and abrasion fault of the rotating shaft, designs the identification scheme of the fault by utilizing the characteristics, accurately calculates the collision and abrasion fault degree, realizes the monitoring and alarming of the collision and abrasion fault of the rotating shaft and timely provides accurate maintenance suggestions, and timely prevents the damage of the collision and abrasion fault to locomotives and vehicles.
Description
Technical Field
The invention belongs to the technical field of safety monitoring of moving mechanical equipment, and particularly relates to an impact diagnosis method for collision and abrasion faults between a rotating part and a static part on a rail transit axle or a motor shaft.
Technical Field
The collision and abrasion between the rotating part and the static part on the axle or the motor shaft of the rail transit vehicle is a fault which is not allowed in the rotating machinery. If collision and abrasion faults exist between the rotating component and the static component, the working condition of the rotating component is possibly unbalanced to a certain extent, and serious accidents of related components can be caused in the long term. For example, the collision and abrasion between the metal sealing overlapping ring at the position of the locomotive wheel axle box and the outer end cover of the axle box occur, the failure frequency and the wheel tread failure are the same frequency, and the false alarm is easily carried out as the tread failure. Therefore, the collision and abrasion faults of the rotating shaft need to be identified and distinguished in time, the fault diagnosis system is prevented from being mistakenly maintained due to the fact that the collision and abrasion faults are mistakenly reported as other faults, meanwhile, the collision and abrasion faults among the rotating and static parts of the rotating shaft are reminded to be concerned, and the accident is prevented from being expanded.
The rotating shaft collision and abrasion faults are caused by a very complex dynamic problem, on one hand, the rotating machinery is various in types and large in structural difference, on the other hand, the collision and abrasion process is a typical sliding friction problem with strong nonlinearity between non-smooth surfaces, and the related system is high in dimension and multiple in system parameters. At present, most researches are based on a classical model, the influence of one or a few parameters on the collision and abrasion response behavior is researched, and very valuable information is provided for the collision and abrasion related theoretical research. Regarding the fault diagnosis of the collision and abrasion type of the rotating shaft, especially the on-line real-time diagnosis, in the prior art, the vibration information detection and diagnosis mode is applied more, the difficulty is that effective information is difficult to extract from the vibration signal, and simultaneously, other types of faults on the rotating part and the fault type with the same frequency of the collision and abrasion fault are difficult to distinguish, so that corresponding maintenance measures and measures for preventing accidents cannot be taken respectively.
In order to solve the problem of distinguishing the collision and abrasion faults from other rotor faults, the invention provides the following impact diagnosis method for the collision and abrasion faults of the rail transit rotating shaft.
Disclosure of Invention
The invention provides an impact diagnosis method for rail transit rotating shaft collision and abrasion faults, which is used for detecting friction impact caused by collision and abrasion between a rotating part and a static part in a rotating shaft and acquiring impact single sample information after resonance demodulation and tracking sampling, and mainly solves the technical problems that: and extracting unique time domain waveform characteristics and spectrum characteristics which are contained in the fault impact single sample and generated due to collision and abrasion, and establishing the impact diagnosis method for the collision and abrasion fault of the rail transit rotating shaft.
In general, a designed gap is formed between a rotating part and a static part on an axle or a motor shaft of a rail transit vehicle, so that collision and abrasion cannot occur in a normal running state. However, if there is an assembly error or there is a deformation in long-term use, and the allowance for the design gap is insufficient, the rotating member may be in contact with the stationary member by external excitation and then rebound in a collision phenomenon in a moving state of the vehicle. Rub generally manifests itself as a single mild rub when light, and may develop into multiple more intense rubs when severe.
In the process of rubbing, the rotating part and the static part generate dynamic friction due to relative speed difference at the contact moment, continuous friction impact, the continuous degree of friction impact and the impact strength are caused in the whole friction time period, and the roughness and the relative movement speed of the surface of the friction piece are related to the factors such as pressure and lubrication among the friction pieces along with the friction. The continuous friction impact signal forms impact single sample data after resonance demodulation and sampling, and the time domain characteristic of the continuous friction impact signal shows that the front edge of an impact cluster waveform corresponding to one touch abrasion event is steeper, hollow, has a tail and the whole cluster waveform is smoother. This is because: once collision and abrasion occur, impact clusters with continuity, high frequency and small intensity difference appear, so that resonance demodulation output with limited bandwidth cannot form independent demodulation waves corresponding to each impact, but one wave does not have the maximum and the other wave starts, and a cluster of high, small-peak-value fluctuation, smooth-peak and hollow waveforms is formed.
A simple rotating shaft rubbing theoretical model is established by utilizing finite element simulation software, a rotating speed boundary condition of 300r/min is applied to the rotating shaft, and meanwhile vibration of the shaft along the vertical direction with the same frequency as the rotating speed is set, so that the shaft and a fixed part rub once every time the shaft rotates for one circle. 60000 data points (the sampling frequency is 60kHz and the sampling time is 1s) are extracted from the acquired impact acceleration signal, and rubbing impact signal simulation data obtained after MATLAB processing are shown in FIG. 1, wherein a local development diagram of a first rotation period is shown in FIG. 2, and a continuous friction impact condition and an impact amplitude change condition in one rubbing event can be obviously observed. After the shock acceleration signal is subjected to resonance demodulation and sampling, a shock single sample is obtained as shown in fig. 3, wherein a local expansion diagram of a first rotation period is shown in fig. 4, and the time domain waveform characteristics in a one-time collision and abrasion event are shown as steep front edge, hollow, trailing and smooth overall.
The impact frequency of the collision and abrasion fault of the rotating shaft and the rotating frequency of the rotating shaft are the same frequency, the frequency spectrum characteristics of the collision and abrasion fault are related to the rotating frequency of the rotating shaft, the number of times of collision and abrasion in one rotating period and the position of each collision and abrasion, and the frequency spectrum characteristics are expressed as a rotating frequency spectrum line of the rotating shaft and high-order prominence thereof in general. One rubbing impact exists in one rotation period as shown in fig. 5, two rubbing impacts exist in one rotation period, rubbing points are not symmetrically distributed (3 points are uniformly distributed but lack 1 point) as shown in fig. 6, and the spectral characteristics of the two rubbing impacts are respectively represented by axial rotation frequency or high-order spectral lines of the two rubbing impacts are prominent.
The invention is realized by the following modes:
an impact diagnosis method for rail transit rotating shaft collision and abrasion faults comprises the steps of collecting signals and carrying out resonance demodulation by using an impact information collection system to obtain impact single sample data; the impact information acquisition system comprises a rotating speed sensor arranged on a wheel shaft, a composite sensor arranged on the axle or a bearing seat of a motor shaft for detecting vibration impact and an online monitoring device; the on-line monitoring device is connected with each sensor, adopts a rotating speed tracking mode, acquires impact information of signals measured by each sensor after resonance demodulation and conversion, namely acquires the impact information of the signals measured by each sensor after resonance demodulation and conversion, and acquires the impact information to form impact single sample data; the impact single sample data is identified by the following impact diagnosis method for the rail transit rotating shaft collision and abrasion fault, and then comprehensive decision is made to output alarm information. The impact diagnosis method for the rail transit rotating shaft collision and abrasion fault comprises the following steps:
step one, the data length of the acquired impact resonance demodulation information is N when the rotating shaft rotates X times0Impact single sample data X of0Obtaining a frequency spectrum Y through fast Fourier transform, and carrying out the next step;
secondly, according to the rotating frequency of the shaft and the length N of the impact single sample data0And impacting the sampling frequency of the single sample data to calculate a characteristic spectrum number P of the fault with the same frequency as the shaft rotation frequency, searching a previous N-order spectral line PN (h) P (h) h (1, 2, …, N) in the frequency spectrum Y by taking the characteristic spectrum number P as a 1-order spectral line, wherein N is more than or equal to 3, 1,2, …, and is assigned to h one by one, h is a specific order value of the previous N-order spectral line, if the amplitude of the PN spectral line is contained in the previous 30 maximum values in the frequency spectrum Y, performing the next step, and otherwise, exiting;
step three, impact single sample data X0Dividing the rotation number into X intervals, taking the first Z (INT) (X) intervals, searching the maximum SV value of each interval, defining the average value of the Z maximum SV values as the average value JD of the time domain, and defining the single sample data X of the impact0If the ratio of the single-sample time domain average value to the mean value is not less than 5, namely JD/YD is not less than 5, then the next step is carried out, otherwise, the step is exited;
step four, firstly, the length is N0Impact single sample data X of0Performing left n point smoothing, and thenRight N-point smoothing of the data obtained by left N-point smoothing, where N0>n is more than or equal to 4, and single sample smooth data X is obtained1From X1Acquiring data points corresponding to the previous m large amplitude values in each of the previous Z periods, wherein m is larger than or equal to 5, acquiring NW (m) Z data points in a single sample to form a set W (W11), W12 … W1m, W21, W22 … W2m, …, WZ1 and WZ2 … WZm), wherein Wi1 and Wi2 … Wim represent the previous m large amplitude values in the ith period of X1, and carrying out the next step;
step five, firstly, impacting single sample data X0Performing left k point smoothing, and performing right k point smoothing on data obtained by the left k point smoothing, wherein n>k is more than or equal to 1 to obtain data X2Recording N according to W in step fourWData points corresponding to a single sample of data X from the impact0To obtain NWEach data value forming a set XW0＝{X0(i) I belongs to W, corresponding to X2To obtain NWEach data value forming a set XW2＝{X2(i) I belongs to W, and X is used for determining the value of IW0Each numerical value is a true value, and X is calculatedW2Relative to XW0The average XD of the sum of the relative errors between each corresponding point
If XD<0.073, judging that the rotor is in collision and abrasion fault, otherwise, judging that other rotors are in fault, and carrying out the next step;
and step six, deciding the single sample alarm level by using the maximum amplitude in the N-order spectral line before the P-number spectral line.
Furthermore, the impact single sample data X is collected when the counter rotating shaft rotates for X times0Length N of0The data length is X.gtoreq.5, and preferably X is an integer.
Further, in the second step, according to the shaft rotation frequency and the impact single sample data length N0And the sampling frequency of the impact single sample data calculates the characteristic spectrum number P of the fault with the same frequency as the shaft rotating frequency, and the specific method is as follows: defining the shaft rotation frequency fz and the sampling frequency fs, the characteristic spectrum number P is fz/(fs/N)0)。
Further, step (ii)In the fourth step, the length of the pair is N0Impact single sample data X of0Smoothing the left point and the right point by n points to obtain data X1The specific method comprises the following steps: firstly, X is firstly0Smoothing the left n points to obtain y, i.e. by formula
Y is obtained by calculation, j is obtained in the calculation process<1 corresponds to X0The value of (c) is supplemented with 0. Then, carrying out right n-point smoothing on y to obtain a final result X1I.e. passing type
Calculating to obtain X1J in the calculation process>N0When the value corresponding to y is supplemented with 0.
Further, the specific method for deciding the single-sample alarm level by using the maximum amplitude in the preceding N-order spectral line of the P-number spectral line in the sixth step is as follows: calculating a fault diagnosis DB value (namely a step difference DB of a single-sample alarm decision) through an online monitoring device according to the maximum amplitude value in the N-order spectral line before the P number spectral line; issuing an alarm when DB is greater than or equal to a limit value, the limit value being defined as: the early warning limit value is 54dB, the primary warning limit value is 60dB, and the secondary warning limit value is 66 dB.
The online monitoring device is an existing vehicle-mounted monitoring device (such as a vehicle-mounted monitoring device produced by Beijing Tang Zhi science and technology development Co., Ltd.) and is used for collecting signals measured by each sensor, carrying out resonance demodulation and transformation on the signals, and calculating a fault diagnosis DB value according to the spectral line amplitude.
Adopt the produced beneficial effect of above-mentioned technical scheme to lie in:
the impact diagnosis method for the collision and abrasion fault of the rail transit rotating shaft can accurately find the collision and abrasion fault of the rotating shaft and accurately measure the degree of the collision and abrasion fault of the rotating shaft. The method realizes technical breakthroughs in the aspects of timely finding faults, finding out reasons causing the faults, taking monitoring countermeasures in real time and the like for the current frequent rotating shaft collision and abrasion faults of the rail transit. The method provides more healthy development, more reliable operation and creates economic benefits of driving protection navigation popularized to the world for the proud track equipment technology in China.
Drawings
FIG. 1 is a simulation diagram of impact signals of the rubbing of a rotating shaft;
FIG. 2 is a partially expanded view of a first rotation period of a bump-and-grind impact signal of a rotating shaft;
FIG. 3 is a simulation diagram of a single sample of impact of the rubbing of the rotating shaft;
FIG. 4 is a partially expanded view of a first rotation cycle of a single sample impacted by the rubbing of the rotating shaft;
FIG. 5 is a frequency spectrum characteristic diagram of the existence of one rubbing impact in one rotation period of the rotating shaft;
FIG. 6 is a frequency spectrum characteristic diagram of two rubbing impacts in one rotation period of the rotating shaft;
FIG. 7 is a schematic view and a partial enlarged view of a metal seal ring stack for a tooth end box of a vehicle;
FIG. 8 is a first level false alarm diagram of a tread caused by collision, abrasion and impact of a metal seal stack ring;
FIG. 9 is a diagram of a metal seal stack ring bump-and-rub fault being correctly identified and giving a 'maze' signature on the alarm;
FIG. 10 shows that the tooth surface collision and abrasion faults of the metal sealing overlapping ring and the speed measuring fluted disc are correctly identified and a 'maze' mark picture is given on an alarm.
Detailed Description
The invention is described in detail below with reference to the figures and specific embodiments.
Example 1: and (3) diagnosing the collision and abrasion fault of the metal sealing superposed ring (namely the labyrinth ring) of the axle box of the 3-axis bogie.
The position of a gear end shaft box of a certain trolley wheel is provided with a grounding carbon brush device, and powder is generated by the grounding carbon brush due to normal abrasion in the operation process. In order to prevent powder from entering the bearing 2 of the axle box body 1, two pieces of metal sealing overlapping rings 5, namely labyrinth rings, are arranged between the outer end cover 3 of the axle box and the bearing gland 4, and are arranged in a groove of the inner cylindrical surface of the outer end cover 3 in an expanding manner, and the structural schematic diagram and a partial enlarged view are shown in fig. 7. If the metal sealing laminated ring 5 has a collision and abrasion fault in the operation process, the fault impact frequency spectrum characteristics of the metal sealing laminated ring are consistent, and false alarm of tread fault is easily caused.
In the running process of the locomotive, impact single sample data acquired by the 3-shaft 1-position shaft box position vibration impact composite sensor shows that obvious shaft rotation collision and abrasion information exists, and later disassembly confirms that the metal sealing laminated ring has collision and abrasion faults. Before the rotating shaft rubbing fault identification method is not added, a wrong tread primary alarm is given out, as shown in fig. 8.
After the rotating shaft rubbing fault identification method is added, rubbing information of the metal sealing laminated ring 5 is accurately identified, and a 'maze' special mark is added in front of an alarm. The detailed identification flow of the software programmed according to the algorithm on the impact single sample is as follows:
firstly, the impact spectrum characteristics of tread faults with the same frequency as the collision and abrasion faults are obvious, at least the first three orders of tread fault spectral lines are prominent, namely the amplitude of the 3-order spectral line is contained in the first 30 maximum values in the frequency spectrum Y, and the judgment limiting conditions in the step 2 are met;
secondly, the average time domain value of the single sample is 2959.29, the average value is 396.13, the average value/average value is 7.47 and is more than 5, and the judgment limit condition of the step 3 is met;
and finally, the relative error mean value of the single sample is far lower than the threshold value of 0.073, and the judgment limit condition of the step 5 is met.
Software recognizes the rub-impact fault, calculates the fault diagnosis DB value by using the tread fault spectral line with the same frequency as the fault spectral line and the maximum amplitude value in the high order to obtain a diagnosis DB value of 61dB, and adds a labyrinth identifier before the alarm level of the diagnosis conclusion column is of the first level, as shown in figure 9.
Example 2: and (4) diagnosing the collision and grinding faults of the metal sealing stacked ring and the speed measuring fluted disc of the wheel axle box of a certain locomotive.
In the running process of a locomotive, the impact single sample data collected by the 4-shaft 1-position shaft box position vibration impact composite sensor shows that obvious shaft rotation collision and grinding information exists, and later disassembly confirms that the side surface of the metal sealing laminated ring is abraded and the tooth surface of the speed measuring fluted disc is abraded. After the wheel tread polygon out-of-round fault identification method is added, the collision and grinding information of the metal sealing laminated ring and the speed measuring fluted disc is accurately identified, and a 'maze' special mark is added in front of the alarm.
The detailed identification flow of the software programmed according to the algorithm on the impact single sample is as follows:
firstly, the impact spectrum characteristics of tread faults with the same frequency as the collision and abrasion faults are obvious, at least the first three orders of tread fault spectral lines are prominent, namely the amplitude of the 3-order spectral line is contained in the first 30 maximum values in the frequency spectrum Y, and the judgment limiting conditions in the step 2 are met;
secondly, the single-sample time domain average value is 1731.02, the mean value is 196.77, and the average value/mean value is 8.80 and more than 5, which meets the judgment limit condition of the step 3;
and finally, the relative error mean value of the single sample is 0.069 and is lower than the threshold value of 0.073, and the judgment limit condition of the step 5 is met.
Software recognizes the rub-impact fault, calculates the fault diagnosis DB value by using the tread fault spectral line with the same frequency as the fault spectral line and the maximum amplitude value in the high order to obtain the diagnosis DB value of 57dB, and adds a labyrinth mark before the warning level early warning in the diagnosis conclusion column, as shown in figure 10.
Claims (5)
1. An impact diagnosis method for rail transit rotating shaft collision and abrasion faults comprises the steps of collecting signals and carrying out resonance demodulation by using an impact information collection system to obtain impact single sample data; the impact information acquisition system comprises a rotating speed sensor arranged on a wheel shaft, a composite sensor arranged on the axle or a bearing seat of a motor shaft for detecting vibration impact and an online monitoring device; the on-line monitoring device is connected with each sensor, and adopts a rotating speed tracking mode to acquire impact information of signals measured by each sensor after resonance demodulation and transformation to form impact single sample data, namely the signals measured by each sensor are subjected to resonance demodulation and transformation to obtain the impact information, and the impact information is acquired to form the impact single sample data; identifying the impact single sample data by the following impact diagnosis method of the rail transit rotating shaft collision and abrasion fault, and then comprehensively deciding and outputting an alarm; the rail transit rotating shaft collision and abrasion fault impact diagnosis method is characterized by comprising the following steps of:
in the first step of the method,the data length of the acquired impact resonance demodulation information during the X-turn of the rotating shaft is N0Single sample data X of0Obtaining a frequency spectrum Y through fast Fourier transform, and carrying out the next step;
secondly, according to the rotating frequency of the shaft and the length N of the impact single sample data0And impacting the sampling frequency of the single sample data to calculate a characteristic spectrum number P of the fault with the same frequency as the shaft rotation frequency, searching a previous N-order spectral line PN (h) P (h) h (1, 2, …, N) in the frequency spectrum Y by taking the characteristic spectrum number P as a 1-order spectral line, wherein N is more than or equal to 3, 1,2, …, and is assigned to h one by one, h is a specific order value of the previous N-order spectral line, if the amplitude of the PN spectral line is contained in the previous 30 maximum values in the frequency spectrum Y, performing the next step, and otherwise, exiting;
step three, impact single sample data X0Dividing the rotation number into X intervals, taking the first Z (INT) (X) intervals, searching the maximum SV value of each interval, defining the average value of the Z maximum SV values as the average value JD of the time domain, and defining the single sample data X of the impact0If the ratio of the single-sample time domain average value to the mean value is not less than 5, namely JD/YD is not less than 5, then the next step is carried out, otherwise, the step is exited;
step four, firstly, the length is N0Impact single sample data X of0Performing left N-point smoothing, and performing right N-point smoothing on the data obtained by the left N-point smoothing, wherein N is0>n is more than or equal to 4, and single sample smooth data X is obtained1From X1Each period in the first Z periods obtains data points corresponding to the large amplitude of the first m, wherein m is more than or equal to 5, and then N is obtained in a single sampleWM x Z data points, forming a set W ═ { W ═ W11,W12…W1m,W21,W22…W2m,…,WZ1,WZ2…WZmIn which W isi1,Wi2…WimRepresents X1The previous m large-amplitude points in the ith period are used for the next step;
step five, firstly, impacting single sample data X0Performing left k point smoothing, and performing right k point smoothing on data obtained by the left k point smoothing, wherein n>k is more than or equal to 1 to obtain data X2Recording N according to W in step fourWA data point corresponding to the slave X0To obtain NWEach data value forming a set XW0＝{X0(i) I belongs to W, corresponding to X2To obtain NWEach data value forming a set XW2＝{X2(i) I belongs to W, and X is used for determining the value of IW0Each numerical value is a true value, and X is calculatedW2Relative to XW0Mean of the sum of the relative errors between each corresponding point
If XD<0.073, judging that the rotor is in collision and abrasion fault, otherwise, judging that other rotors are in fault, and carrying out the next step;
and step six, deciding the single sample alarm level by using the maximum amplitude in the N-order spectral line before the P-number spectral line.
2. The impact diagnosis method for rail transit rotating shaft rubbing fault according to claim 1, wherein single sample data X of impact is collected when the rotating shaft rotates for X times0Length N of0And is the data length containing X is more than or equal to 5.
3. The impact diagnosis method for rail transit rotating shaft rubbing fault according to claim 1, wherein the pair length is N0Impact single sample data X of0Performing left and right n-point smoothing to obtain single sample smooth data X1The specific method comprises the following steps: firstly, X is firstly0Smoothing the left n points to obtain y, i.e. by formula
Y is obtained by calculation, j is obtained in the calculation process<1 corresponds to X0The value of (A) is supplemented by 0; then, carrying out right n-point smoothing on y to obtain a final result X1I.e. passing type
Calculating to obtain X1J in the calculation process>N0When the value corresponding to y is supplemented with 0.
4. The impact diagnosis method for the rail transit rotating shaft rub-impact fault according to claim 1, wherein the specific method for deciding the single-sample alarm level by using the maximum amplitude value in the N-order spectral line before the P-number spectral line is as follows: calculating a fault diagnosis DB value through an online monitoring device according to the maximum amplitude value in the N-order spectral line before the P number spectral line, and giving an alarm when DB is greater than or equal to a limit value, wherein the limit value is defined as: the early warning limit value is 54dB, the primary warning limit value is 60dB, and the secondary warning limit value is 66 dB.
5. The impact diagnosis method for rail transit rotating shaft rubbing fault according to claim 2, wherein single sample data X of impact is collected when the rotating shaft rotates for X times0Length N of0And is a data length containing X as an integer.
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