阅读说明：本技术 列车踏面随车修形方法 (Train tread shape-modifying method on vehicle ) 是由 刘闯 杨集友 杨大春 王瑞卓 于 2019-11-08 设计创作，主要内容包括：列车踏面随车修形方法属于轨道车辆车轮修形方法领域,该方法是在列车每片车轮附近增设一个具有打磨功能的车载踏面修形装置,在列车行进过程中对车轮踏面进行打磨修形；还根据列车运行状态划分为常用制动状态和高速稳态运行状态,并具体给出了不同车辆运行状态下具体对应的打磨控制周期和方法。本发明延长了车轮镟修周期,提高了车辆周转效率,降低了车辆运维成本；该方法还能有效缓解既有车轮镟修作业进度批量集中,所需人员、设备多,劳动强度大的固有问题,进而缩短列车养护周期,节约能源,提高经济效益。(A train tread shape-modifying method along with a train belongs to the field of the shape-modifying method of the wheels of a railway vehicle, and the method is characterized in that a vehicle-mounted tread shape-modifying device with a polishing function is additionally arranged near each wheel of the train, and the tread of the wheel is polished and modified in the advancing process of the train; and dividing the train into a service braking state and a high-speed steady-state running state according to the running state of the train, and specifically providing polishing control cycles and methods corresponding to different running states of the train. The invention prolongs the turning and repairing period of the wheel, improves the turnover efficiency of the vehicle and reduces the operation and maintenance cost of the vehicle; the method can also effectively relieve the inherent problems of concentrated batch processing, more required personnel and equipment and high labor intensity of the existing wheel turning operation, thereby shortening the train maintenance period, saving energy and improving economic benefit.)

1. The train tread shape-modifying method on the train is characterized in that: the method comprises the following steps:

the method comprises the following steps: correspondingly mounting a vehicle-mounted tread modification device with a logic controller on each wheel, and electrically connecting each logic controller with a train master control system;

step two: the train master control system acquires the enabling states of the traction motors and the braking units corresponding to each wheel one by one according to a preset number, and if any one of the traction motors or the braking units is isolated and failed by the train master control system due to the fact that an alarm or fault signal is sent out, the train master control system sends an isolation failure enabling command to a logic controller of the vehicle-mounted tread shape modifying device corresponding to the wheel, so that the vehicle-mounted tread shape modifying device corresponding to the wheel number does not participate in the subsequent control step;

step three: the train master control system acquires a train running speed signal V in real time through a speed sensor and judges the train running speed signal V, and if the train running speed signal V is greater than or equal to 30km/h and less than 260km/h, the fourth step is executed; if the train running speed signal V is greater than or equal to 260km/h, executing a sixth step;

step four: the train master control system judges whether the train is in a service braking state or not, and specifically comprises the following substeps:

step 4.1: the train master control system judges whether the train running speed signal V is kept in a speed interval range of V being more than or equal to 30km/h and less than 260km/h in real time, if the train running speed signal V exceeds the range, the train master control system sends an interrupt command, the current step 4.1 is finished, and the step three is returned and executed again;

step 4.2: the train master control system acquires a feedback signal of the train emergency braking instruction and judges the feedback signal, if the train master control system does not receive the feedback signal of the train emergency braking instruction and the train master control system does not send any emergency braking instruction at the current moment, the situation that the train does not have the emergency braking at present is determined, the step 4.3 is continuously executed, and otherwise, the step 4.1 is executed again;

step 4.3: the train master control system acquires wheel sliding state feedback signals, when the train runs in a normal state and the wheel sliding feedback signals are not given, the train is determined not to be in a sliding state currently, and the step 4.4 is executed, otherwise, the step 4.1 is executed again;

step 4.4: the train master control system acquires a feedback signal of a train common braking instruction and judges the feedback signal, if the train master control system receives the feedback signal of the train common braking instruction, the train is determined to be in a common braking state currently, and the step five is continuously executed, otherwise, the step 4.1 is executed again;

step five: the method for executing the tread modification process under the condition of the service braking of the vehicle specifically comprises the following substeps:

step 5.1: a train master control system sends a braking modification command to a logic controller of the vehicle-mounted tread modification device corresponding to each wheel;

step 5.2: an action executing mechanism of the vehicle-mounted tread shape modifying device drives a shape modifying block to execute a braking shape modifying action on the wheel tread;

step 5.3: the train master control system acquires and judges a feedback signal of a common braking instruction of the train, and if the train master control system suddenly receives the feedback signal of the common braking relieving instruction, the train master control system sends a modification interruption instruction and executes the step three again; otherwise, re-executing step 5.1;

step six: the train master control system judges whether the train is in a high-speed steady state running state or not, and specifically comprises the following substeps:

step 6.1: the train master control system judges whether the train running speed signal V keeps in a speed interval range which is more than or equal to 260km/h in real time, if so, the step 6.2 is continuously executed; otherwise, if the running speed signal V of the train is converted again to be less than 260km/h, the train master control system sends an interrupt command, the current step 6.1 is ended, and the step three is returned and executed again;

step 6.2: the train master control system acquires a feedback signal of the train emergency braking instruction, judges the feedback signal, if the train does not receive the feedback signal of the train emergency braking instruction within 30min before the current moment and the train master control system does not send any emergency braking instruction, determines that the train has no emergency braking within 30min, and continues to execute the step 6.3, otherwise, executes the step 6.1 again;

step 6.3: the train master control system acquires a feedback signal of a train common brake instruction and judges the feedback signal, if the train does not receive the common brake feedback signal within 30min before the current moment and the train master control system does not send any common brake command, the situation that the train has no common brake within 30min is determined, the step seven is continuously executed, and otherwise the step 6.1 is executed again;

step seven: the method for executing the on-vehicle tread modification process in the high-speed steady-state running state specifically comprises the following substeps:

step 7.1: and judging whether the braking modification command in the step 5.1 is sent within 30min before the current moment by the train master control system, if so, re-executing the step six, and otherwise, executing the step 7.2:

step 7.2: a train master control system sends a constant-speed modification command to a logic controller of the vehicle-mounted tread modification device corresponding to each wheel;

step 7.3: an action executing mechanism of the vehicle-mounted tread shape modifying device drives a shape modifying block to execute constant-speed shape modifying action on the wheel tread;

step 7.4: the train master control system judges whether the constant-speed modification command in the step 7.2 is sent within 30min before the current moment; if yes, re-executing the step six, otherwise, re-executing the step three.

2. The train tread shape-modifying method as claimed in claim 1, wherein: and 5.2, the braking modification action is as follows: a driving unit in the vehicle-mounted tread modification device pushes a modification block to carry out shape-following modification on the tread, and intermittent cyclic polishing and modification actions are continuously applied to the tread; the pressure value of the polished contact surface is 0.3MPa, and the intermittent circulation mode is as follows: each sanding was continued for 20s, and intermittent and stopped sanding for 10 s.

3. The train tread shape-modifying method as claimed in claim 2, wherein: and 7.2, the constant-speed shape modification command is as follows: a driving unit in the vehicle-mounted tread modification device pushes a modification block to carry out shape-following modification on the tread, and 16 times of intermittent short-period cyclic grinding and polishing are continuously applied to the tread; the pressure value of the polishing contact surface is 0.3MPa, and the one-time intermittent short-period circulation mode is as follows: single sanding was continued for 10s, intermittent and stopped sanding for 10 s.

Technical Field

The invention belongs to the field of a railway vehicle wheel shape-modifying method, and particularly relates to a train tread shape-modifying method on a train.

Background

When the rail train passes through a curve line, the wheel tread can accumulate plastic strain under the action of longitudinal and transverse creep sliding forces to induce fatigue cracks on the surface layer of the tread, and the fatigue cracks are easier to generate and expand under the condition of wet and slippery surface of a steel rail so as to form wheel stripping. The wear between the wheel tread and the rail increases with the train mileage, and the wear will lead to the increase of the equivalent taper of the wheel tread, and may also cause a series of problems such as concave wear of the tread and polygonal wear of the wheel.

The maintenance of the wheels of the existing high-speed motor train unit is mainly based on daily maintenance and regular turning maintenance, the wheel abrasion condition with problems is tracked and recorded in time in the daily maintenance, and a turning maintenance plan is arranged. The regular turning must be stopped and returned to a repair shop for operation, the service life of the wheel is reduced by frequent turning, and the turning wheel also occupies a large amount of equipment cost and labor cost, so that the extension of the turning period of the wheel as far as possible is a key research content in the field of high-speed railways. However, existing wheel maintenance methods typically only enter a maintenance cycle when the train reaches a specified mileage and perform a uniform batch process on all wheels on the train.

This approach leads to the following problems:

on one hand, a few vehicles generate severe surface contact fatigue or abnormal abrasion during driving, and if turning is not carried out in time, severe transverse or vertical vibration is generated on the vehicles, vehicle dynamic performance is deteriorated, and driving safety and riding comfort are seriously damaged.

On the other hand, the conventional wheel maintenance method intensively turns a large number of wheels, needs to arrange a large number of maintenance personnel and turning equipment, has high operation intensity and high maintenance cost, and cannot obtain optimal human and material resource allocation and energy utilization efficiency.

In addition, the braking system of the train is a well-known and mature technology, a brake pad is fixedly connected and suspended near a hub of a wheel through a base, and a driving mechanism of the brake pad drives the brake pad to be attached to or detached from the wheel under the control of a train master control system, so that braking friction force or braking relief is applied to the wheel, wherein the brake pad is in a braking state when the friction force is applied, and the brake pad is in a braking relief state when the friction force is removed.

Disclosure of Invention

In order to solve the problems of abnormal wear of the tread of the existing train, wheel polygon, abnormal vibration of wheel tracks, noise of wheel tracks and the like, slow down the growth rate of equivalent taper of the tread of the train, avoid the damage problems of contact fatigue and the like of the tread of the train, prolong the turning maintenance period of the train wheel, solve the problems that a large amount of personnel and turning equipment are needed in the turning maintenance of the train wheel, have high labor intensity and high production cost, and cannot obtain optimal human and material resource allocation and energy utilization efficiency; and the technical problem that the individual wheel which is accidentally subjected to surface contact fatigue cannot be turned in time according to the conventional turning mode according to the operation plan, the invention provides a train tread shape-following method.

The technical scheme adopted by the invention for solving the technical problem is as follows:

the train tread shape modifying method includes the following steps:

the method comprises the following steps: correspondingly mounting a vehicle-mounted tread modification device with a logic controller on each wheel, and electrically connecting each logic controller with a train master control system;

step two: the train master control system acquires the enabling states of the traction motors and the braking units corresponding to each wheel one by one according to a preset number, and if any one of the traction motors or the braking units is isolated and failed by the train master control system due to the fact that an alarm or fault signal is sent out, the train master control system sends an isolation failure enabling command to a logic controller of the vehicle-mounted tread shape modifying device corresponding to the wheel, so that the vehicle-mounted tread shape modifying device corresponding to the wheel number does not participate in the subsequent control step;

step three: the train master control system acquires a train running speed signal V in real time through a speed sensor and judges the train running speed signal V, and if the train running speed signal V is greater than or equal to 30km/h and less than 260km/h, the fourth step is executed; if the train running speed signal V is greater than or equal to 260km/h, executing a sixth step;

step four: the train master control system judges whether the train is in a service braking state or not, and specifically comprises the following substeps:

step 4.1: the train master control system judges whether the train running speed signal V is kept in a speed interval range of V being more than or equal to 30km/h and less than 260km/h in real time, if the train running speed signal V exceeds the range, the train master control system sends an interrupt command, the current step 4.1 is finished, and the step three is returned and executed again;

step 4.2: the train master control system acquires a feedback signal of the train emergency braking instruction and judges the feedback signal, if the train master control system does not receive the feedback signal of the train emergency braking instruction and the train master control system does not send any emergency braking instruction at the current moment, the situation that the train does not have the emergency braking at present is determined, the step 4.3 is continuously executed, and otherwise, the step 4.1 is executed again;

step 4.3: the train master control system acquires wheel sliding state feedback signals, when the train runs in a normal state and the wheel sliding feedback signals are not given, the train is determined not to be in a sliding state currently, and the step 4.4 is executed, otherwise, the step 4.1 is executed again;

step 4.4: the train master control system acquires a feedback signal of a train common braking instruction and judges the feedback signal, if the train master control system receives the feedback signal of the train common braking instruction, the train is determined to be in a common braking state currently, and the step five is continuously executed, otherwise, the step 4.1 is executed again;

step five: the method for executing the tread modification process under the condition of the service braking of the vehicle specifically comprises the following substeps:

step 5.1: a train master control system sends a braking modification command to a logic controller of the vehicle-mounted tread modification device corresponding to each wheel;

step 5.2: an action executing mechanism of the vehicle-mounted tread shape modifying device drives a shape modifying block to execute a braking shape modifying action on the wheel tread;

step 5.3: the train master control system acquires and judges a feedback signal of a common braking instruction of the train, and if the train master control system suddenly receives the feedback signal of the common braking relieving instruction, the train master control system sends a modification interruption instruction and executes the step three again; otherwise, re-executing step 5.1;

step six: the train master control system judges whether the train is in a high-speed steady state running state or not, and specifically comprises the following substeps:

step 6.1: the train master control system judges whether the train running speed signal V keeps in a speed interval range which is more than or equal to 260km/h in real time, if so, the step 6.2 is continuously executed; otherwise, if the running speed signal V of the train is converted again to be less than 260km/h, the train master control system sends an interrupt command, the current step 6.1 is ended, and the step three is returned and executed again;

step 6.2: the train master control system acquires a feedback signal of the train emergency braking instruction, judges the feedback signal, if the train does not receive the feedback signal of the train emergency braking instruction within 30min before the current moment and the train master control system does not send any emergency braking instruction, determines that the train has no emergency braking within 30min, and continues to execute the step 6.3, otherwise, executes the step 6.1 again;

step 6.3: the train master control system acquires a feedback signal of a train common brake instruction and judges the feedback signal, if the train does not receive the common brake feedback signal within 30min before the current moment and the train master control system does not send any common brake command, the situation that the train has no common brake within 30min is determined, the step seven is continuously executed, and otherwise the step 6.1 is executed again;

step seven: the method for executing the on-vehicle tread modification process in the high-speed steady-state running state specifically comprises the following substeps:

step 7.1: and judging whether the braking modification command in the step 5.1 is sent within 30min before the current moment by the train master control system, if so, re-executing the step six, and otherwise, executing the step 7.2:

step 7.2: a train master control system sends a constant-speed modification command to a logic controller of the vehicle-mounted tread modification device corresponding to each wheel;

step 7.3: an action executing mechanism of the vehicle-mounted tread shape modifying device drives a shape modifying block to execute constant-speed shape modifying action on the wheel tread;

step 7.4: the train master control system judges whether the constant-speed modification command in the step 7.2 is sent within 30min before the current moment; if yes, re-executing the step six, otherwise, re-executing the step three.

The invention has the beneficial effects that: the train tread shape-following modification method is originally provided, and a vehicle-mounted tread shape-modifying device with a polishing function is additionally arranged near each wheel of a train, so that the vehicle-mounted tread shape-modifying device can polish and modify the wheel tread in the advancing process of the train, and then tiny cracks and tiny peeling on the wheel tread are removed in real time, the increase of the equivalent taper of a wheel set is delayed, the generation and development of wheel polygons are inhibited, the turning cycle of the wheel is prolonged, the turnover efficiency of the train is improved, and the operation and maintenance cost of the train is reduced.

The method also divides the train into a common braking state and a high-speed steady state running state according to the running state of the train, and specifically provides a polishing control cycle and a polishing control method which are specifically corresponding to different running states of the train. In the constant-speed shape-correcting process in a high-speed steady-state operation state, the high-speed rotation of the wheels is fully utilized, and the grinding and turning correction is carried out on the tread in a short-effect high-frequency mode, so that attachments on the tread can be effectively removed, the shape-correcting efficiency is greatly improved, and the problems that part of individual wheels fail to be turned and corrected in time, the best repair opportunity is missed and the individual wheels are scrapped in advance are solved. The two driving state shape correcting methods complement each other, so that the vehicle can obtain stable and reliable wheel tread shape correcting times under different operation conditions such as short road or long road, and the influence of complex operation conditions on the wheel tread shape correcting effect is eliminated.

In addition, the train tread shape-following modification method can effectively solve the inherent problems of batch concentration of the turning modification progress of the existing wheels, more required personnel and equipment and high labor intensity, further shorten the train maintenance period, improve the turnover efficiency, save energy, reduce the production cost and improve the economic benefit.

Detailed Description

In order to facilitate an understanding of the present invention, the present invention will be described more fully and in detail with reference to the preferred embodiments, but the scope of the present invention is not limited to the specific embodiments described below.

Unless otherwise defined, all terms of art used hereinafter have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of the present invention.

Unless otherwise specifically stated, various raw materials, reagents, instruments, equipment and the like used in the present invention are commercially available or can be prepared by existing methods.

The train tread shape-modifying method includes the following steps:

the method comprises the following steps: correspondingly mounting a vehicle-mounted tread modification device with a logic controller on each wheel, and electrically connecting each logic controller with a train master control system;

step two: the train master control system acquires the enabling states of the traction motors and the braking units corresponding to each wheel one by one according to a preset number, and if any one of the traction motors or the braking units is isolated and failed by the train master control system due to the fact that an alarm or fault signal is sent out, the train master control system sends an isolation failure enabling command to a logic controller of the vehicle-mounted tread shape modifying device corresponding to the wheel, so that the vehicle-mounted tread shape modifying device corresponding to the wheel number does not participate in the subsequent control step;

step three: the train master control system acquires a train running speed signal V in real time through a speed sensor and judges the train running speed signal V, and if the train running speed signal V is greater than or equal to 30km/h and less than 260km/h, the fourth step is executed; if the train running speed signal V is greater than or equal to 260km/h, executing a sixth step;

step four: the train master control system judges whether the train is in a service braking state or not, and specifically comprises the following substeps:

step 4.1: the train master control system judges whether the train running speed signal V is kept in a speed interval range of V being more than or equal to 30km/h and less than 260km/h in real time, if the train running speed signal V exceeds the range, the train master control system sends an interrupt command, the current step 4.1 is finished, and the step three is returned and executed again;

step 4.2: the train master control system acquires a feedback signal of the train emergency braking instruction and judges the feedback signal, if the train master control system does not receive the feedback signal of the train emergency braking instruction and the train master control system does not send any emergency braking instruction at the current moment, the situation that the train does not have the emergency braking at present is determined, the step 4.3 is continuously executed, and otherwise, the step 4.1 is executed again;

step 4.3: the train master control system acquires wheel sliding state feedback signals, when the train runs in a normal state and the wheel sliding feedback signals are not given, the train is determined not to be in a sliding state currently, and the step 4.4 is executed, otherwise, the step 4.1 is executed again;

step 4.4: the train master control system acquires a feedback signal of a train common braking instruction and judges the feedback signal, if the train master control system receives the feedback signal of the train common braking instruction, the train is determined to be in a common braking state currently, and the step five is continuously executed, otherwise, the step 4.1 is executed again;

step five: the method for executing the tread modification process under the condition of the service braking of the vehicle specifically comprises the following substeps:

step 5.1: a train master control system sends a braking modification command to a logic controller of the vehicle-mounted tread modification device corresponding to each wheel;

step 5.2: an action executing mechanism of the vehicle-mounted tread shape modifying device drives a shape modifying block to execute a braking shape modifying action on the wheel tread; the brake modification action is as follows: a driving unit in the vehicle-mounted tread modification device pushes a modification block to carry out shape-following modification on the tread, and intermittent cyclic polishing and modification actions are continuously applied to the tread; the pressure value of the polished contact surface is 0.3MPa, and the intermittent circulation mode is as follows: each sanding was continued for 20s, and intermittent and stopped sanding for 10 s.

Step 5.3: the train master control system acquires and judges a feedback signal of a common braking instruction of the train, and if the train master control system suddenly receives the feedback signal of the common braking relieving instruction, the train master control system sends a modification interruption instruction and executes the step three again; otherwise, re-executing step 5.1;

step six: the train master control system judges whether the train is in a high-speed steady state running state or not, and specifically comprises the following substeps:

step 6.1: the train master control system judges whether the train running speed signal V keeps in a speed interval range which is more than or equal to 260km/h in real time, if so, the step 6.2 is continuously executed; otherwise, if the running speed signal V of the train is converted again to be less than 260km/h, the train master control system sends an interrupt command, the current step 6.1 is ended, and the step three is returned and executed again;

step 6.2: the train master control system acquires a feedback signal of the train emergency braking instruction, judges the feedback signal, if the train does not receive the feedback signal of the train emergency braking instruction within 30min before the current moment and the train master control system does not send any emergency braking instruction, determines that the train has no emergency braking within 30min, and continues to execute the step 6.3, otherwise, executes the step 6.1 again;

step 6.3: the train master control system acquires a feedback signal of a train common brake instruction, judges the feedback signal, if the train does not receive the common brake feedback signal within 30min before the current moment and the train master control system does not send any common brake command, determines that no common brake occurs within 30min of the train and continues to execute the step seven, otherwise, executes the step 6.1 again;

step seven: the method for executing the on-vehicle tread modification process in the high-speed steady-state running state specifically comprises the following substeps:

step 7.1: and judging whether the braking modification command in the step 5.1 is sent within 30min before the current moment by the train master control system, if so, re-executing the step six, and otherwise, executing the step 7.2:

step 7.2: a train master control system sends a constant-speed modification command to a logic controller of the vehicle-mounted tread modification device corresponding to each wheel; the constant-speed shape modification command is as follows: a driving unit in the vehicle-mounted tread modification device pushes a modification block to carry out shape-following modification on the tread, and 16 times of intermittent short-period cyclic grinding and polishing are continuously applied to the tread; the pressure value of the polishing contact surface is 0.3MPa, and the one-time intermittent short-period circulation mode is as follows: single sanding was continued for 10s, intermittent and stopped sanding for 10 s.

Step 7.3: an action executing mechanism of the vehicle-mounted tread shape modifying device drives a shape modifying block to execute constant-speed shape modifying action on the wheel tread;

step 7.4: the train master control system judges whether the constant-speed modification command in the step 7.2 is sent within 30min before the current moment; if yes, re-executing the step six, otherwise, re-executing the step three.

When the vehicle-mounted wheel tread shape-modifying method is specifically applied, a driving unit in the vehicle-mounted wheel tread shape-modifying device can select a hydraulic piston mechanism, a pneumatic piston mechanism, an electric piston mechanism or a spring rod mechanism driven by a gear rack, a shape-modifying block can select a composite resin rubber material, ferro-manganese alloy containing ceramic particles or other hard alloys, and the abrasion speed of the shape-modifying block is higher than that of the wheel tread. The train master control system and the control method of the logic controller to the vehicle-mounted tread modification device and the communication and feedback method of the logic controller and the train master control system adopt the known control scheme in the field of rail train automation control.

The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.