CN102152801B - Intelligent control system and method of rim lubricating device - Google Patents

Abstract

The invention provides an intelligent control system and method for a wheel flange lubricating device. The method comprises the following steps: step 1): detecting the frequency and amplitude of the axial acceleration of the locomotive, and comparing the frequency and the amplitude with predetermined axial frequency thresholds and axial amplitude thresholds respectively; step 2): according to step 1) Compare the results, determine the operating conditions of the locomotive and determine the corresponding axial impact or rim friction work threshold; step 3): detect the locomotive axial impact or rim friction work per unit time and superimpose them to obtain A value, compare this value with the work threshold determined in step 2); Step 4): If the value obtained in step 3) is greater than or equal to the work threshold, then determine to supply lubricant, otherwise no lubricant will be supplied. The intelligent control system can collect real-time locomotive data through built-in sensors, and automatically judge the current running status of the locomotive according to the waveform and frequency spectrum analysis of the operating data, so as to serve as the basis for lubricant supply.

Description

An intelligent control system and control method for a wheel rim lubricating device

technical field

The invention belongs to the field of locomotives, and in particular relates to a control system and a control method of a locomotive wheel rim lubricating device.

Background technique

During the operation of the locomotive, due to reasons such as cornering or serpentine swing, severe friction and wear will occur between the wheel rim and the rail gauge angle. Appropriate lubricating wheel flanges and gauge angles can not only prolong the service life of wheels and rails, but also reduce the derailment coefficient and have a certain energy-saving effect. The working principle of the widely used fluid rim lubricating device is to mix a certain amount of lubricant (grease or lubricating oil) with high-pressure gas at an appropriate interval (distance or time) and spray it on the rim of the locomotive, so as to achieve the purpose of lubrication .

During the running of the locomotive, the wear between the wheel rim and the rail will continuously consume lubricant, so it needs to be supplied in time. The supply of lubricant must be appropriate. If the supply is insufficient, it will be difficult to achieve the lubricating effect; if the supply is too large, the lubricant will accumulate and expand on the surface of the friction pair. Therefore, timely and accurate supply of the right amount of lubricant is the key to wheel flange lubrication.

The simplest type of fluid rim lubrication control mode is the fixed distance or timed grease injection mode, that is, the lubricant is assumed to be consumed at a uniform rate. However, considering that the wear of locomotive rims on curves is much higher than that on straight roads, a fluid rim lubrication control system that recognizes curves has been gradually developed in recent years. For example, the current locomotive running Position, compare the position with the pre-stored line data, so as to judge whether to enter the curve, or realize the curve recognition through GPS. When the locomotive is running on a straight track, spray grease at longer intervals, and when the locomotive is running on a curve, spray grease at shorter intervals. Since the lubricant consumption speed of the straight road and the curve is assumed, in fact, it is not judged whether the locomotive currently has wheel rim wear or not. Therefore, this control mode is called the "identify the line" control mode. However, due to the influence of factors such as locomotive models, traction tasks, weather and random disturbances, insufficient or excessive lubricant in some sections will inevitably result. Therefore, the supply timing and speed of lubricant cannot be linked with the real-time working conditions of locomotive operation.

In addition, some foreign devices use the centrifugal force when passing a curve as the basis for judgment, which is also a method of "identifying the line". When the centrifugal force maintains a large value, it is considered to enter a curve and spray grease at short intervals; otherwise, it is considered to enter a straight road and spray grease at long intervals. But this method is only considered to enter the curve when the locomotive crosses the curve with an under (over) superelevation.

It can be seen from this that the control system of "identifying the line" is based on empirical data, which is a "generally correct" method. This method has the following disadvantages:

1) Different locomotives, or even the same locomotive, may have different rim wear characteristics when passing the same curve due to factors such as operating speed and load external interference. For example, in order to balance the centrifugal force when crossing a curve, the outer rail of the curve section is laid higher than the inner rail, which is called outer rail superelevation. Passenger and freight are mixed on most lines in my country. Passenger cars are fast and trucks are slow. Therefore, the superelevation setting of the outer rail needs to comprehensively consider the speed of passenger cars and trucks. In the case of super height, the outer rail of the passenger car is worn and the inner rail of the truck is worn. It may also happen that the passenger car is not worn out, and the inner rail of the truck is worn out. Therefore, the simple "identification of the line" cannot distinguish the actual state of the wear of the rim of the specific locomotive, and has certain limitations.

2) The control parameters of the "identification line" need to be set by the user. On the one hand, the user needs to have long-term comprehensive experience, and on the other hand, it needs to make feedback corrections based on the locomotive rim wear data. The rim wear data statistics cycle is counted in months. It takes a long period from statistical data, formulation of plans to implementation of parameter modification. Therefore, the consistency of other operating conditions cannot be guaranteed after the grease injection parameters are modified, which is not conducive to timely and accurate problem solving.

3) The wear of the locomotive rim is random, and the control mode of spraying grease according to time or distance intervals, even if the interval parameters are accurate and effective, will inevitably cause excessive or insufficient lubricant in some sections.

Therefore, the control system of "identifying the line" can only be maintained at a "roughly correct" level, and cannot perform accurate wheel rim lubrication according to the actual operating conditions of the locomotive, shortening the service life of the wheel rim.

Contents of the invention

The object of the present invention is to overcome the defects of the above-mentioned prior art, and propose an intelligent control system and control method of a wheel rim lubricating device.

The purpose of the present invention is achieved through the following technical solutions:

According to one aspect of the present invention, there is provided an intelligent control method for a rim lubricating device, the method comprising the following steps:

Step 1): detecting the frequency and amplitude of the axial acceleration of the locomotive, and comparing the frequency and amplitude with a predetermined axial frequency threshold and axial amplitude threshold respectively;

Step 2): According to the comparison result of step 1), determine the operating condition of the locomotive and determine the work threshold of the corresponding axial impact or rim friction work;

Step 3): Detect the locomotive axial impact or rim friction work per unit time and superimpose to obtain a value, and compare this value with the work threshold determined in step 2);

Step 4): If the value obtained in step 3) is greater than or equal to the work threshold, determine to inject fuel, otherwise do not inject fuel.

In the above method, the following steps are performed before the step 1): detecting the axial acceleration and the vertical acceleration of the locomotive, and comparing the axial acceleration and the axial acceleration threshold, and comparing the vertical acceleration and the vertical acceleration threshold, using It is used to judge whether the locomotive is in the parking or running condition.

In the above method, the operation conditions in step 2) include straight line conditions, straight line serpentine conditions and curve conditions.

In the above method, the operating conditions of the step 2) are determined in the following manner:

When the comparison result in step 1) is f ₁ <f _th1 and A ₁ <A _th1 , it is determined that the locomotive is in a straight line condition;

When the comparison result in step 1) is f ₁ < f _th1 and A ₁ ≥ A _th1 , it is determined that the locomotive is in the straight-line snake pendulum working condition;

When the comparison result in step 1) is f ₁ ≥ f _th1 and A ₁ ≥ A _th1 , it is determined that the locomotive is in a curve condition;

Where f ₁ and A ₁ represent the frequency and amplitude of the axial acceleration, respectively, and f _th1 and A _th1 represent the frequency threshold and amplitude threshold of the axial acceleration, respectively.

In the above method, when the step 2) determines that the running condition of the locomotive is a curve condition, whether the direction of the axial acceleration is deflected is used to determine that the curve condition is a large curve over (under) over High working condition or small curve working condition.

According to another aspect of the present invention, an intelligent control system for a wheel rim lubricating device is provided, including input and output modules, a sensor module and a microcomputer module, wherein the microcomputer module is used to receive the frequency and amplitude of the axial acceleration from the sensor module The signal is processed and judged, and the fuel injection control signal is generated, and then the fuel injection control signal is sent to the output module, and the microcomputer module (program module) includes:

A comparison module (program module), which is provided with an axial frequency threshold and an axial amplitude threshold, and is used to compare the frequency and amplitude of the received axial acceleration with a predetermined axial frequency threshold and axial amplitude threshold respectively;

Judgment module (program module), used to determine the operating condition of the locomotive according to the comparison result of the detection module, and determine the work threshold of the corresponding axial impact or rim friction work;

Calculation module, used to detect locomotive axial impact or rim friction work per unit time and superimpose to obtain a value, and compare the value with the work threshold; and

The control module is used to generate a control signal for whether to inject fuel according to the comparison result with the work threshold.

In the above system, the sensor module is also used to detect the axial acceleration and vertical acceleration of the locomotive, and the comparison module is also provided with an axial acceleration threshold and a vertical acceleration threshold;

The comparison module first compares the axial acceleration with the axial acceleration threshold, and compares the vertical acceleration with the vertical acceleration threshold to determine whether the locomotive is in a parking or running condition; then the frequency of the axial acceleration in the running condition The amplitude is compared with the axial frequency threshold and the axial amplitude threshold, respectively.

In the above system, the operating conditions include straight line conditions, straight line snake pendulum conditions and curve conditions.

In the above system, the comparison module determines the operating conditions in the following manner:

When the comparison result is f ₁ <f _th1 and A ₁ <A _th1 , it is determined that the locomotive is in a straight line condition;

When the comparison result is f ₁ < f _th1 and A ₁ ≥ A _th1 , it is determined that the locomotive is in the straight-line snake swing condition;

When the comparison result is f ₁ ≥ f _th1 and A ₁ ≥ A _th1 , it is determined that the locomotive is in the curve condition;

Where f ₁ and A ₁ represent the frequency and amplitude of the axial acceleration, respectively, and f _th1 and A _th1 represent the frequency threshold and amplitude threshold of the axial acceleration, respectively.

In the above system, when the comparison module determines that the running condition of the locomotive is a curve condition, it also includes the following steps: detecting the direction of the axial acceleration, which is used to determine that the curve condition is a large curve over (under) High working condition or small curve working condition.

Therefore, the control system according to the present invention can accurately judge the actual working condition of the locomotive, automatically adjust lubricant supply parameters, and automatically determine the most suitable lubricant supply wheel position, lubricant supply timing and lubricant supply speed.

Description of drawings

Embodiments of the present invention will be further described below with reference to the accompanying drawings, wherein:

Fig. 1 is the wheel rim lubricating device intelligent control system of a preferred embodiment of the present invention;

Fig. 2 is a working flow chart of the intelligent control system of the wheel rim lubricating device in a preferred embodiment of the present invention.

Detailed ways

Firstly, the working principle of the intelligent control system of the rim lubricating device of the present invention is introduced.

Contact between the wheel rim and the rail and the development of pressure between the two is a necessary condition for locomotive rim wear. During the operation of the locomotive, when the rail and the rim are worn, the pressure between them is manifested as the impact vibration of the locomotive axial direction (along the line connecting the centers of the two opposite wheels). This impact vibration can be detected by an acceleration sensor. Simultaneously with shock and vibration, due to severe friction and wear, the waveform and frequency characteristics of axial acceleration also change accordingly. Therefore, by detecting the waveform and frequency characteristics of the axial acceleration, it is possible to judge whether the locomotive wheel rim is in a state of wear and the severity of the wear, and to change the supply speed and amount of lubricant according to the state of wear and the severity of wear.

During the operation of the locomotive, the waveforms and frequencies of the axial acceleration corresponding to different working conditions are different, and the waveforms of the vertical acceleration (the vertical acceleration is mainly used to assist in judging whether the locomotive is in a parking state) corresponding to different working conditions and frequency are also different, so the present invention is based on the above principle, by detecting the amplitude and frequency of axial acceleration (a ₁ ) and vertical acceleration (a ₂ ), it can identify the current working condition of the locomotive, and provide corresponding Lubricant supply mode.

The operating conditions of the locomotive and their corresponding lubricant supply modes include the following six types:

1. Parking condition: the vertical and axial accelerations of the locomotive are both lower than the minimum thresholds a _th1 and a _th2 , and the system is not allowed to supply lubricant at this time;

2. Operating conditions: when the vertical and axial acceleration of the locomotive exceeds the minimum thresholds a _th1 and a _th2 , lubricant is allowed to be supplied at this time;

3. Straight-line working condition: the vertical and axial acceleration of the locomotive exceeds the minimum thresholds a _th1 and a _th2 , the frequency of the axial acceleration is lower than the threshold f _th1 , and the amplitude of the axial acceleration is less than the threshold A _th1 , and the locomotive is in the straight-line working condition , when the axial impact or the friction work of the rim reaches the threshold S ₁ , the nozzle at the forward end of the system sprays lubricant once;

4. Linear snake pendulum working condition: the vertical and axial acceleration of the locomotive exceeds the minimum thresholds a _th1 and a _th2 , and the frequency of the axial acceleration is lower than the threshold f _th1 , and the amplitude is greater than the threshold A _th1 . In this case, when the axial impact or friction work of the wheel rim accumulates to the threshold _S2 , the nozzle at the forward end of the system sprays lubricant once;

5. Large curve over (under) superelevation condition: the vertical and axial acceleration of the locomotive exceeds the minimum thresholds a _th1 and a _th2 , the direction of the axial acceleration is significantly biased to one side, and the frequency is higher than f _th1 , and the amplitude is greater than A _th1 , at this time, the rim of the locomotive is worn in the direction of the force, when the axial impact or the rim friction work accumulates to the threshold S ₃ , the nozzle on the forward end of the force side of the system sprays lubricant once; (Note: the big curve passes ( Under) superelevation refers to: when the locomotive is running on a curve, assuming that the inner rail and outer rail are in a horizontal position, and the vehicle speed is low, the frictional force from the top of the rail to the wheel tread meets the centripetal acceleration of the locomotive. When the locomotive speed increases , the greater the centrifugal force that needs to be overcome, when the friction force is not enough to overcome the centrifugal force, the wheel moves to the outer rail, and the wheel rim contacts the rail gauge angle position, at this time, the pressure is generated between the wheel rim and the gauge angle to balance Excessive centrifugal force. This pressure is harmful. It not only causes severe wear of the rails and wheels, but also easily causes locomotive derailment accidents when the pressure is too high. Therefore, in order to avoid excessive pressure between the rails and the wheel rim when the locomotive passes the curve , it is necessary to adopt the method of "outer rail superelevation". That is, when laying the track, the outer rail is higher than the inner rail, so that the gravity of the locomotive generates a component force pointing to the center of the circle in the direction of the rail surface. The gravity component force generated by the height is overcome. In summary, the superelevation of the outer rail is related to the radius of the curve and the speed of the locomotive. After the rail is laid, the superelevation of the outer rail and the radius of the curve are fixed. When the super high matching speed, the component force of gravity is not enough to overcome the centrifugal force, the locomotive moves to the outer rail, and the pressure of the outer rail and the wheel rim overcomes the centrifugal force. At this time, it is called under super high. When the locomotive speed is lower than the matching speed, The component force of gravity is too large, the locomotive moves to the inner rail, and the pressure is generated by the rail and wheel rim of the inner rail to balance the component force of gravity. Caused. The under (over) superelevation of the outer rail mostly occurs in the road section where passengers and goods are mixed. Since the speed of passenger cars is fast and the speed of trucks is slow, when laying the track, only the needs of passenger cars and trucks can be considered comprehensively. Therefore, the same bend Usually, trucks are in the state of superelevation when passing, and passenger cars are in the state of being under superelevation. In fact, when the radius of the curve is small, the speed limit of passenger cars and trucks is very low. At this time, the speed difference between the two is not large, so Under (over) superelevation rarely occurs at this time. Therefore, under (over) superelevation mostly occurs when the radius of the curve is large, and this situation is attributed to the under (over) superelevation of large curves. Due to special reasons, if you do not pass the curve according to the set speed, the phenomenon of under (over) superelevation will also occur at this time).

6. Small curve conditions: the vertical and axial acceleration of the locomotive exceeds the minimum thresholds a _th1 and a _th2 , the axial acceleration has no significant bias direction, and the frequency is higher than f _th1 , and the amplitude is greater than A _th1 . Wear, when the axial impact or wheel rim friction work accumulates to the threshold S ₄ , the nozzle at the forward end of the force-bearing side of the system sprays lubricant once.

Since the severity of wheel rim wear increases successively in working conditions such as straight line, straight line snake pendulum, large curve over (under) superelevation, and small curve, the corresponding cumulative axial impact or the threshold of friction work of the wheel rim decreases accordingly, that is, S ₁ >S ₂ >S ₃ >S ₄ .

In the intelligent control system of the wheel rim lubricating device according to the present invention, a sensor module is built in to collect the axial acceleration and vertical acceleration of the locomotive in real time. After the acceleration signal is filtered and processed, it enters the microcomputer module through the A/D interface. The microcomputer module calculates and analyzes according to the waveform and frequency characteristics of the locomotive's acceleration, thereby automatically identifying the operating condition of the locomotive, and then provides a lubricant supply mode corresponding to the operating condition. Wherein the lubricant may be lubricating oil or grease or the like.

It should be noted that the vertical and axial acceleration thresholds a _th1 and a _th2 correspond to the work thresholds S ₁ , S ₂ , S ₃ and S ₄ of the axial impact or rim friction work under various operating conditions , and the frequency threshold f _th1 and amplitude threshold A _th1 of the axial acceleration are obtained in advance by those skilled in the art based on various parameters in the locomotive operation, but it should be known that these parameters are different in different locomotives, different operating conditions or hardware environments Thresholds may vary, the present invention is only to illustrate this design concept.

According to a preferred embodiment of the present invention, an intelligent control system for a wheel rim lubricating device is provided, as shown in Figure 1, the system includes:

1) An input module, which is connected to the microcomputer module and is used to send external signals to the microcomputer module. The external signals include but are not limited to: locomotive direction, speed, switches, instructions, parameter settings, etc. Optionally, the input module may include external interfaces, isolation of input signals (for example, optocoupler devices can be used to effectively solve high and low voltage isolation, so that the system can operate safely and reliably), and protection for power input, etc. Optionally, the input module can also be connected with a power module to provide, for example, 110V DC power.

2) The power supply module processes the input 110V DC power through filtering, rectification and other measures to prevent voltage fluctuations, surge impacts, etc. , and the other way is converted to the 5V DC power supply required by the control system.

3) sensor module, it is connected with microcomputer module, is used for detecting the frequency and amplitude of acceleration waveform, and these detected signals are sent to microcomputer module, specifically, this sensor module comprises acceleration sensor and its peripheral circuit, preferably, The module can input the signal sensed by the acceleration sensor to the microcomputer module after low-pass filtering.

4) Microcomputer module, which is connected with the output module, performs calculation processing and logic judgment based on the external signal of the input module and the analog signal of the sensor module, and finally sends the control signal to the output module. Specifically, the microcomputer module includes a comparison module, a judgment module, a calculation module and a control module, and the comparison module is provided with an axial frequency threshold and an axial amplitude threshold, and is used to convert the frequency and amplitude of the received axial acceleration to Compared with the axial frequency threshold and the axial amplitude threshold respectively, the comparison module is used to determine the operating condition of the locomotive and determine the corresponding axial impact or work threshold of wheel rim friction work according to the above comparison results, and the calculation module It is used to detect the locomotive axial impact or rim friction work per unit time and superimpose it to obtain a value, and compare this value with the work threshold; the control module is used to determine whether to inject fuel according to the comparison result with the work threshold. In one example, the microcomputer module is, for example, a C51 series single-chip microcomputer.

5) An output module, which converts the received control signal of the microcomputer module into power output to drive the execution system. Optionally, the output module may also include the following functions: 1) output the working state of the control system to the man-machine interface; 2) transmit the real-time working state and historical record data of the control system to the host computer.

The control method of this system is shown in the flow chart of Fig. 2, comprises the following steps:

Step 101: Firstly, data collection is performed, that is, the axial acceleration a ₁ and the vertical acceleration a ₂ of the locomotive are detected, and the axial acceleration a ₁ is compared with the axial acceleration threshold a _th1 , and the vertical acceleration a ₂ is compared with the vertical acceleration threshold a _th2 ;

Step 102: According to the comparison result in step 101, it is judged whether the locomotive is in a parked state or in a running condition. Specifically, if a ₁ <a _th1 and a ₂ <a _th2 , then the locomotive is in the parking state, if a ₁ ≥a _th1 and a ₂ ≥a _th2 , then the locomotive is in the running state, if a ₁ <a _th1 and a ₂ ≥a _th2 or a ₁ ≥a _th1 and a ₂ <a _th2 means that the locomotive is still in the parking state.

Therefore, if the result of the judgment is that it is in the parking condition, the system does not allow the supply of lubricant; if the result of the judgment is that it is in the operating condition, then continue to perform the following step 103;

Step 103: Detect and analyze the frequency f ₁ and the amplitude A ₁ of the axial acceleration, then compare the frequency f ₁ with the axial frequency threshold f _th1 , and compare the amplitude A ₁ with the axial amplitude threshold A _th1 ;

Step 104: According to the comparison result in step 103, determine the current specific operating condition of the locomotive and determine the corresponding work threshold (the work refers to axial impact or rim friction work). The specific operating conditions include at least a straight line condition, a straight line snake pendulum condition and a curve condition. Specifically, judge based on the following comparison results:

1) If f ₁ <f _th1 and A ₁ <A _th1 , it is determined that the locomotive is in a straight line condition, and the wheel position that needs to be lubricated is determined as the forward end, and the threshold value of accumulated axial impact or wheel flange friction work is selected as S ₁ ;

2) If f ₁ < f _th1 and A ₁ ≥ _{A th1} , it is judged that the locomotive is in the straight-line snake pendulum condition, and the wheel position that needs to be lubricated is determined as the forward end, and the threshold value of cumulative axial impact or wheel flange friction work is selected as S ₂ ;

3) If f ₁ ≥ f _th1 and A ₁ ≥ A _th1 , it is determined that the locomotive is in a curve condition, and the corresponding selected work threshold is S _x (where x only represents an uncertain value);

4) If f ₁ ≥ f _th1 and A _{1 <} A th1 , the locomotive is in a straight line condition (but theoretically the change of frequency and amplitude is caused by the change of the contact state between the wheel and rail, so f 1 > f _th1 can be ignored And in the case of A ₁ <A _th1 , if this phenomenon does occur, it will be attributed to the linear state).

Optionally, the step 104 may also include detecting and determining whether the direction of the axial acceleration is biased, so as to further determine that the curve condition in the above case 3) is a large curve over (under) superelevation condition or a small curve The locomotive under the working conditions (cases 1), 2) and 4) is running on the straight road, although the locomotive will cause the wheels to swing from side to side due to some instantaneous excitation, but this swing is uniform on the whole, for example, if the locomotive swings to the left x, then it will generally swing x to the right, so there is no need to judge the axial acceleration of these three cases), so as to further select the work function suitable for these two working conditions. Specifically, when the direction of the axial acceleration is significantly biased to one side (meaning that the average value of the axial acceleration per unit time points to the left or right side of the locomotive), it can be judged that the locomotive is in a big curve (under) In ultra-high working conditions, it is determined that the wheel position that needs to be lubricated is the forward end of the force-bearing side, and the threshold value of cumulative axial impact or wheel friction work is selected as S ₃ . When the axial acceleration does not significantly deviate in the direction, it is determined that it needs to be lubricated The wheel position is the forward end of the force-bearing side, and the threshold value of cumulative axial impact or wheel rim friction work is selected as S ₄ . As mentioned above, since the severity of wheel rim wear increases successively in working conditions such as straight line, straight line snake pendulum, large curve over (under) superelevation, and small curve, the corresponding cumulative axial impact or rim friction work The threshold is correspondingly reduced, that is, S ₁ >S ₂ >S ₃ >S ₄ ; then proceed to step 105;

Step 105: Detect axial impact or rim friction work within a unit time and superimpose a sum of work, the unit time can be set as every 1 minute, every 10 minutes, every 30 minutes, every 1 hour according to actual needs wait;

Step 106: compare the work sum calculated in step 105 with the work threshold determined in step 104, if the sum is greater than or equal to the work threshold, then determine the fuel injection position, and the nozzle at the forward end of the system sprays lubricant once; if the sum is less than the work threshold, then Continue to detect axial impact or rim friction work and superimpose until it is greater than the threshold, otherwise no fuel injection is performed.

As another implementation of the present invention, steps 101 and 102 can be omitted, that is, it is not judged whether the locomotive is currently in a parking condition or a running condition, so that only the waveform (i.e. amplitude) and frequency of the axial acceleration are detected to determine The current working condition of the locomotive is a straight line working condition, a straight line snake pendulum working condition, a large curve over (under) superelevation working condition or a small curve working condition, and the corresponding lubricant supply mode is provided according to the identified working condition. The specific judging method is the same as the judging process described above.

It can be understood by those skilled in the art that the detection of the vertical acceleration is mainly used to assist in judging whether the locomotive is in a parked state. In practical applications, due to the consideration of omitting the process, the judgment of the parked state may not be performed. The detection of the waveform and frequency of the axial acceleration is the key to judging the operating conditions of the locomotive.

It can be seen that the above-mentioned intelligent control system of the present invention can "recognize working conditions", that is, it can collect real-time data of the locomotive through built-in sensors, and calculate the axial acceleration and friction work of the locomotive according to the waveform and frequency spectrum analysis of the operating data, and automatically judge The current operating state of the locomotive is used as the basis for lubricant supply.

Claims (10)

1. rim lubricating device intelligence control method, this method may further comprise the steps:

Step 1): the machines axletree is to the frequency and the amplitude of acceleration/accel, and with this frequency and amplitude respectively with predetermined axial acceleration frequency threshold and the comparison of axial acceleration amplitude threshold;

Step 2):, confirm the merit threshold value of the residing operating condition of locomotive and definite corresponding axial impact or wheel rim work due to friction according to the comparative result of step 1);

Step 3): in unit time machines axletree obtains a value to impacting or wheel rim work due to friction and superposeing, relatively should value and step 2) determined merit threshold value;

Step 4): if the resulting value of step 3) more than or equal to said merit threshold value, is then confirmed oil spout, otherwise not oil spout.

2. method according to claim 1; It is characterized in that; Before said step 1), carry out following steps: the axial acceleration and the vertical acceleration that detect locomotive; And compare axial acceleration and axial acceleration threshold value, and compare vertical acceleration and vertical acceleration threshold value, be used to judge that locomotive is in the perhaps operating condition that stops.

3. method according to claim 1 and 2 is characterized in that, said step 2) operating condition comprise straight line operating mode, straight line snake pendulum operating mode and bend operating mode.

4. method according to claim 3 is characterized in that, confirms said step 2 in the following manner) operating condition:

When the comparative result of step 1) is f ₁<f _Th1And A ₁<a _Th1The time, confirm that locomotive is in the straight line operating mode;

When the comparative result of step 1) is f ₁<f _Th1And A ₁>=A _Th1The time, confirm that locomotive is in straight line snake pendulum operating mode;

When the comparative result of step 1) is f ₁>=f _Th1And A ₁>=A _Th1The time, confirm that locomotive is in the bend operating mode;

F wherein ₁And A ₁Frequency and the amplitude of representing axial acceleration respectively, f _Th1And A _Th1Frequency threshold and the amplitude threshold of representing axial acceleration respectively.

5. method according to claim 4; It is characterized in that; When said step 2) when confirming that the locomotive operation operating mode is the bend operating mode, whether the direction that detects axial acceleration has deflection, is used for confirming that this bend operating mode is that outer curve is crossed the superelevation operating mode, outer curve is owed superelevation operating mode or inner curve operating mode.

6. rim lubricating device intelligence control system; Comprise input, output module, sensor assembly and computer module; Wherein said computer module is used to receive from the frequency of the axial acceleration of sensor assembly and amplitude signal to be handled and judges; And the generation fuel injector control signal, then fuel injector control signal being sent to output module, said computer module comprises:

Comparison module, it is provided with axial acceleration frequency threshold and axial acceleration amplitude threshold, is used for the frequency and the amplitude of received axial acceleration are compared with predetermined axial acceleration frequency threshold and axial acceleration amplitude threshold respectively;

Judge module is used for the comparative result according to said comparison module, confirms the residing operating condition of locomotive, and confirms the merit threshold value of corresponding axial impact or wheel rim work due to friction;

Computing module is used in unit time machines axletree to impacting or wheel rim work due to friction and superposeing, and obtains a value, relatively should value and said merit threshold value; And

Control module, a value that is used for obtaining according to computing module and the comparative result of said merit threshold value produce the control signal of whether oil spout.

7. system according to claim 6 is characterized in that, said sensor assembly also is used to detect the axial acceleration and the vertical acceleration of locomotive, and said comparison module also is provided with axial acceleration threshold value and vertical acceleration threshold value;

Said comparison module is axial acceleration and axial acceleration threshold value at first relatively, and compares vertical acceleration and vertical acceleration threshold value, is used to judge that locomotive is in the perhaps operating condition that stops; The frequency of the axial acceleration in the time of will being in operating condition then and amplitude compare with axial acceleration frequency threshold and axial acceleration amplitude threshold respectively.

8. according to claim 6 or 7 described systems, it is characterized in that said operating condition comprises straight line operating mode, straight line snake pendulum operating mode and bend operating mode.

9. system according to claim 8 is characterized in that, said comparison module is confirmed operating condition in the following manner:

When comparative result is f ₁<f _Th1And A ₁<a _Th1The time, confirm that locomotive is in the straight line operating mode;

When comparative result is f ₁<f _Th1And A ₁>=A _Th1The time, confirm that locomotive is in straight line snake pendulum operating mode;

When comparative result is f ₁>=f _Th1And A ₁>=A _Th1The time, confirm that locomotive is in the bend operating mode;

F wherein ₁And A ₁Frequency and the amplitude of representing axial acceleration respectively, f _Th1And A _Th1Frequency threshold and the amplitude threshold of representing axial acceleration respectively.

10. system according to claim 9; It is characterized in that; When comparison module confirms that the locomotive operation operating mode is the bend operating mode; Also comprise the execution following steps: detect the direction of axial acceleration, be used for confirming that this bend operating mode is that outer curve is crossed the superelevation operating mode, outer curve is owed superelevation operating mode or inner curve operating mode.

Images