外文翻譯---基于dsp技術(shù)為機(jī)車軸承設(shè)計(jì)故障診斷監(jiān)控系統(tǒng)

1、<p><b>　　原文：</b></p><p>　　Design of Fault Diagnosis Monitor System for the Locomotive </p><p>　　Bearings Based on DSP Technology</p><p><b>　　Abstract</b>

2、;</p><p>　　The rolling bearing is one of the key parts of the locomotive running components, because it condition is directly related to the performance and safety of locomotive. In this paper, the monitor s

3、ystem for the locomotive bearings based on DSP TMS320LF2407A is designed. This system diagnoses the rolling bearing fault using vibration analysis method. It is based on comprehensive resonance demodulation and fast Four

4、ier transform technique, and it adopts "related methods" to handle the result of the</p><p>　　Key words: resonance demodulation technology; digital signal processor; related methods </p><

5、;p>　　I. Introduction</p><p>　　The higher safety is required to the trains because its speed is raised constantly. Bearing fault is one of the major factors causing eventful traffic accidents and affecting

6、 rail safety. Currently the railway system usually uses the bearing temperature detector to monitor the locomotive bearing condition. Theoretical analysis and a lot of practice show that the bearing temperature detector

7、can prevent accidents from occurring to some extent, but most of the bearing fault is not sensitive to tem</p><p>　　II. System composing and work process </p><p>　　Based on the need, the monitor

8、 of the bearing fault monitoring system to the locomotive bearing sets two detections: itineration detections and fixed detections. The itineration detection is used in the normal conditions, and the fixed detection is u

9、sed for the continuous monitoring of the fault bearing. The system adopts special composite sensor to collect the vibration of the bearing and the temperature signal at the same time. After the data processing, the corre

10、sponding fault levels and rise</p><p>　　III. The key technology of the design for the monitoring system</p><p>　　The spectrum analysis means for diagnosing bearing fault</p><p>　　Un

11、der normal circumstances, all parts of the rolling bearing (inner circle, outer circle, roller, holding frame) will retain the stable relative movement state. If the surface of some element (except for holding frame) has

12、 crack, and this crack is in the surface of the rolling adjacent component, the instantaneous vibration impulse must be produced.</p><p>　　Assumed that the number of the roller in the bearing is Z; the diame

13、ter of the roller is d; the average diameter of the bearing inner circle and the bearing outer circle (the diameter of the roller revolution path) is D; the frequency of the bearing rotation is f0. Assumed that the inner

14、 circle is fixed and the outer circle is circumvolved, the vibration frequency brought by the surface defects of different bearing components can be derived.</p><p>　　These frequencies can be called the faul

15、t characteristics frequency of the inner circle, outer circle and the roller.</p><p>　　B. Resonance demodulation technology</p><p>　　We can collect vibration signal using the resonance of the be

16、aring components, and detect the envelope of the fault signal using envelop detector, which can fulfill the analysis to the fault character. This is called “resonance demodulation technology”. The component surfaces such

17、 as the inner circle, the outer circle and the roller of the rolling bearing are easily damaged in local place in the course of operation (such as pitting and peeling off, cracking, scratching etc.). If the surface of s&

18、lt;/p><p>　　With resonance demodulation technology, the electric resonator which resonant frequency is much higher than normal vibration frequency and limited high-harmonic frequency is designed. Therefore, it

19、can effectively restrain the low-frequency signal including normal vibration signal. The resonance response magnifies the signal amplitude of the impulse signal and the time of its oscillation islonger, thus the fault si

20、gnal is broadened in the time domain signal. After the envelope detection and low-</p><p>　　C. Envelope detection</p><p>　　A bearing with fault in the course of rolling will bring regular vibrat

21、ion. Different fault has different character frequency. The character frequency system detecting is the frequency of the signal envelope (the frequency which is accrued by the collision of the fault on bearing element),

22、not the vibration frequency of the bearing. When we analyze the fault signal, the resonant frequency (carrier wave) must be removed by envelope demodulation. Because the envelope signal has fully included all </p>

23、<p>　　IV. Hardware and software design</p><p>　　The hardware block diagram of the monitor for the bearing fault is shown in Fig. 3. </p><p>　　The circuit includes two parts: the vibration

24、signal pretreatments and the bearing state analysis. The signal preprocessing part fulfills the amplification, conversion, resonance demodulation of the signal; the bearing state analysis part fulfills spectrum analysis

25、of the signal, "correlation method" processing, fault grading processing, the bearings status report and communicating with peripheral equipment and so on.</p><p>　　There are mainly three kinds of

26、FFT algorithm to realize in DSP: (1) only including addition and subtraction operations without operations of the plural rotation factor; (2) including the operation of the plural rotation factor; (3) the operation of bi

27、ts location inversion. After data is processed by this way, the workload of vibration component calculation in DSP is reduced evidently. The real-time capacity of system response can be advanced.</p><p>　　Mo

28、dularization design is adopted in the design of the software, which includes collections of the vibration signal and the temperature increment signal, A/D conversions, data pretreatments, FFT transforms, calculations of

29、the power spectrum, judgments of the fault grading, saves of the data, displays of the data and transmissions of the data. The task dispatch is carried through by the way of event triggers and time triggers. To remove th

30、e interference, the “correlation means” processing to the </p><p>　　V. Conclusion</p><p>　　FFT methods of vibration signal is adopted in system design,at same time differential temperature measu

31、rement methods is added into system to judge synthetically. The high capability DSP completes signal processing. This system can commendably satisfy the requirement for real-time processing. It monitors the signal of vib

32、rations and temperatures with combining locomotive monitor and ground analysis. The earlier diagnosis and alarm for locomotive bearings fault can be given in order to assure loc</p><p>　　REFERENCES</p>

33、<p>　　[1] Wang Dezhi,The diagnosis and maintain of rolling bearing[M],Beijing: China Railway Publishing House, 1994, </p><p>　　[2] Shi Huafeng,Yin Guohua,etc,Fault diagnosis of locomotive bearing[J],E

34、lectric Drive For Locomotive, 2004,（2）: 40~43, </p><p>　　[3] Mei Hongbin,The libration monitoring and diagnosis of rolling bearing[M],Beijing：China Machine Press,1996, </p><p>　　[4] Mei Hongbin,

35、The fault diagnosis for rolling bearings using envelope analysis,Bearing,1993 ,（8）:30~34, </p><p>　　[5] Feng Gengbin,The libration diagnosis technology of the locomotive fault[M],Beijing: China Railway Publi

36、shing House,1994. </p><p>　　[6] Jiang Simi. The hardware exploiture of TMS320LF240x DSP. Beijing: China Machine Press, 2003. </p><p>　　[7] Qing Yuan Science and Technology. The application desig

37、n of TMS320LF240XDS. Beijing: China Machine Press, 2003. </p><p><b>　　譯文：</b></p><p>　　基于DSP技術(shù)為機(jī)車軸承設(shè)計(jì)故障診斷監(jiān)控系統(tǒng)</p><p><b>　　摘要</b></p><p>　　滾動(dòng)軸承是機(jī)

38、車運(yùn)行組件的關(guān)鍵部件之一,因?yàn)樗苯雨P(guān)系到機(jī)車的性能和安全。在本文章中,監(jiān)控系統(tǒng)為機(jī)車軸承基于DSP TMS320LF2407A的設(shè)計(jì)。這個(gè)系統(tǒng)使用振動(dòng)分析方法來(lái)診斷滾動(dòng)軸承的故障。它是在全面的共振解調(diào)和快速傅立葉變換技術(shù)基礎(chǔ)上,采用”相關(guān)的方法”來(lái)處理FFT的結(jié)果。它有效的提高了軸承故障監(jiān)控系統(tǒng)的反應(yīng)特性,靈敏度,辨別和測(cè)量精度,它可以預(yù)測(cè)火車頭運(yùn)行中的故障和監(jiān)測(cè)瞬態(tài)故障。</p><p>　　關(guān)鍵詞: 共

39、振解調(diào)技術(shù)；數(shù)字信號(hào)處理器；相關(guān)方法</p><p><b>　　1引言</b></p><p>　　列車有較高的安全需求是因?yàn)樗乃俣仍诓粩嗵岣?。軸承故障是造成多樣的交通事故和影響鐵路安全的主要因素之一。目前,鐵路系統(tǒng)通常采用軸承溫度探測(cè)器來(lái)監(jiān)察機(jī)車軸承的狀況。理論分析和大量的實(shí)踐證明,軸承溫度探測(cè)器可以在一定程度上防止意外發(fā)生,但大部分的軸承故障對(duì)溫度是不敏感的。

40、當(dāng)軸承的溫度超過(guò)范圍系統(tǒng)將發(fā)出警報(bào),但不幸的是這時(shí)候軸承損傷已經(jīng)發(fā)生,甚至是事故已發(fā)生。因此,為了更早期更準(zhǔn)確的找到故障, 必須采用更先進(jìn)的監(jiān)測(cè)系統(tǒng)。大部分的軸承故障對(duì)振動(dòng)信號(hào)非常的敏感。故障可能會(huì)導(dǎo)致軸承的振動(dòng)增加。經(jīng)分析和處理結(jié)果表明與監(jiān)測(cè)軸承溫度相比振動(dòng)信號(hào)比溫度的手段有更多的優(yōu)勢(shì)。</p><p>　　2系統(tǒng)的組成和工作過(guò)程</p><p>　　根據(jù)需要,監(jiān)視器的軸承故障監(jiān)測(cè)系統(tǒng)為

41、機(jī)車軸承配置了兩套偵測(cè)系統(tǒng):itineration檢測(cè)和固定的檢測(cè)。 Itineration檢測(cè)是用在正常情況條件下,而固定檢測(cè)用在軸承故障的連續(xù)檢測(cè)。這個(gè)系統(tǒng)采用特殊復(fù)合傳感器在同一時(shí)間收集軸承的振動(dòng)和溫度信號(hào)。經(jīng)過(guò)數(shù)據(jù)處理,將獲得相應(yīng)的故障水平和上升了的溫度。在這個(gè)系統(tǒng)中設(shè)計(jì)數(shù)據(jù)采集單元。報(bào)警信息通過(guò)接口會(huì)傳送至所有的車廂,使工作人員可以及時(shí)的處理,與此同時(shí),故障數(shù)據(jù)和列車的相關(guān)信息如目前的位置和速度將通過(guò)全球定位系統(tǒng)轉(zhuǎn)交給派遣中心

42、,派遣中心將采用相應(yīng)的措施.該系統(tǒng)方框圖如圖1。</p><p>　　3為監(jiān)控系統(tǒng)設(shè)計(jì)的關(guān)鍵技術(shù)</p><p><b>　　3.1頻譜分析</b></p><p>　　在正常情況下,滾動(dòng)軸承的各部分(內(nèi)圈,外圈,滾動(dòng)體,保持架)將保持相對(duì)穩(wěn)定的工作狀態(tài)。如果一些元素的表面(保持架除外)已有裂縫,而且這些裂縫在相鄰表面也有,這時(shí)瞬時(shí)脈沖振動(dòng)必須

43、開(kāi)啟。</p><p>　　假設(shè)在軸承中滾動(dòng)體的數(shù)量為Z；滾動(dòng)體的直徑為d；軸承的內(nèi)圈和外圈的平均直徑為D；軸承的頻率是。假設(shè)內(nèi)圈是固定的,外圈是回轉(zhuǎn)的,振動(dòng)頻率可以通過(guò)不同軸承零件的表面缺陷得到。</p><p>　　這些頻率可以被稱為內(nèi)圈,外圈和滾動(dòng)體的特色故障頻密程度。</p><p><b>　　3.2共振解調(diào)技術(shù)</b></p&

44、gt;<p>　　我們根據(jù)軸承零件的共振可以收集振動(dòng)信號(hào),并使用包絡(luò)線探測(cè)器檢測(cè)故障信號(hào)的包絡(luò)線, 包絡(luò)線探測(cè)器可以充分的分析故障的性質(zhì),這就是”共振解調(diào)技術(shù)”。一個(gè)零件的表面,如滾動(dòng)軸承的內(nèi)圈,外圈和滾動(dòng)體極易在運(yùn)作的過(guò)程中損壞(如點(diǎn)蝕,剝落,裂縫和劃痕等)。如果一些軸承零件的表面在操作過(guò)程中有局部損傷和壓力機(jī)故障斑點(diǎn),必然會(huì)給操作帶來(lái)影響。如果影響持續(xù)的時(shí)間很短,而且能源分歧的頻率范圍是廣泛的,那么振動(dòng)頻率的能源與范圍

45、是小的。由于帶寬的寬的脈沖,它理所應(yīng)當(dāng)?shù)陌斯逃懈哳l率的振動(dòng),通過(guò)滾動(dòng)軸承的內(nèi)圈,外圈,滾動(dòng)體和保持架的固有頻率。共振解調(diào)信號(hào)被分離是通過(guò)帶通濾波器的中心頻率和它的固有頻率相等實(shí)現(xiàn)的。然后包絡(luò)線解調(diào)是通過(guò)有衰解振動(dòng)波使用的軟件或電路開(kāi)展的,抹掉高頻率衰解振動(dòng)中的高頻成分。我們只獲得低頻包絡(luò)信號(hào)的故障特征的信息。包絡(luò)信號(hào)的頻譜分析是通過(guò)數(shù)字信號(hào)處理器來(lái)進(jìn)行的,我們可以取得非常高的頻率決議比例和很容易的找到相應(yīng)的故障的頻率,從而我們可以軸

46、承故障的診斷。</p><p>　　共振解調(diào)技術(shù),電動(dòng)諧振器的共振頻率的設(shè)計(jì)高于正常的振動(dòng)頻率和有限高次諧波的頻率。因此,可以有效的抵制低頻信號(hào)包括正常的振動(dòng)信號(hào)。共振回應(yīng)放大信號(hào)振幅的脈沖信號(hào)和它的振蕩時(shí)間加長(zhǎng)。因此,故障信號(hào)是擴(kuò)大在時(shí)域上的信號(hào)。在包絡(luò)檢測(cè)和低通過(guò)濾器之后,低頻共振解調(diào)信號(hào)高噪聲信號(hào)比被輸出。信號(hào)處理系統(tǒng)如圖2所示。</p><p>　　在軸承組件帶來(lái)共振的影響下，形成

47、的振蕩不斷衰減。通過(guò)研究每個(gè)衰減振蕩，我們可以看到，其頻率是軸承組件的固有頻率，振幅衰減振蕩是受到故障強(qiáng)度的影響。振幅包絡(luò)信號(hào)的衰減振蕩反映故障的大小，而且頻密的重復(fù)程度取決于對(duì)故障的定位。系統(tǒng)有抗干擾低頻振動(dòng)，高信號(hào)與噪聲的比例的表現(xiàn)。</p><p><b>　　3.3包絡(luò)檢測(cè)</b></p><p>　　軸承故障在軋制過(guò)程中經(jīng)?；匾鹫饎?dòng)。不同的故障有不同的字頻

48、。該字頻系統(tǒng)檢測(cè)是包絡(luò)信號(hào)的頻率(這個(gè)頻率被積累通過(guò)對(duì)軸承元件碰撞的故障)，而不是軸承的振動(dòng)頻率。當(dāng)我們分析故障信號(hào)，共振頻率(載波)必須除去包絡(luò)解調(diào)。因?yàn)榘j(luò)信號(hào)已充分包括了所有故障的信息，消除載波，將不會(huì)有任何不利于分析的影響。</p><p><b>　　4硬件和軟件設(shè)計(jì)</b></p><p><b>　　硬件框圖如圖3所示</b><

49、;/p><p>　　該電路包括兩部分:振動(dòng)信號(hào)預(yù)處理和軸承狀態(tài)分析。信號(hào)預(yù)處理部分符合信號(hào)的擴(kuò)增，轉(zhuǎn)換和共振解調(diào)。軸承狀態(tài)分析部分滿足頻譜分析信號(hào)，”相關(guān)法”處理，故障分級(jí)處理，軸承狀況報(bào)告和與周邊設(shè)備溝通等。</p><p>　　實(shí)現(xiàn)DSP主要有3種FFT算法:1、只包括加法和減法，沒(méi)有運(yùn)作的復(fù)數(shù)旋轉(zhuǎn)因子。2、包括運(yùn)作的復(fù)數(shù)旋轉(zhuǎn)因子。3、比特位置反演的運(yùn)作。通過(guò)這樣的數(shù)據(jù)處理，振動(dòng)元件計(jì)算在

50、DSP中的工作量明顯減少。系統(tǒng)反應(yīng)的時(shí)間可以得到改進(jìn)。</p><p>　　模塊化設(shè)計(jì)是通過(guò)軟件的設(shè)計(jì)來(lái)實(shí)現(xiàn)的，軟件的設(shè)計(jì)包括振動(dòng)信號(hào)的集合和溫度增量信號(hào)，A/D轉(zhuǎn)換，數(shù)據(jù)預(yù)處理，F(xiàn)FT轉(zhuǎn)換，計(jì)算功率譜，故障分級(jí)的判斷，保存數(shù)據(jù)，顯示數(shù)據(jù)和傳送數(shù)據(jù)。任務(wù)調(diào)度是通過(guò)事件觸發(fā)和時(shí)間觸發(fā)這種方式進(jìn)行的。用來(lái)消除干擾，”相關(guān)的意思是”FFT變換的結(jié)果進(jìn)行處理，以保證故障回升信號(hào)有效。</p><p&g

51、t;<b>　　5結(jié)語(yǔ)</b></p><p>　　振動(dòng)處理的FFT方法是采用系統(tǒng)設(shè)計(jì)，在同一時(shí)間差溫測(cè)量方法中加入綜合評(píng)定的系統(tǒng)。高能力的DSP完成信號(hào)處理。這個(gè)系統(tǒng)可以滿足實(shí)時(shí)處理的要求。它結(jié)合機(jī)車監(jiān)控和地面分析監(jiān)測(cè)振動(dòng)的信號(hào)和溫度。早期診斷和報(bào)警裝置為機(jī)車軸承故障提供保障能保證機(jī)車運(yùn)行安全。</p><p><b>　　參考資料</b>&l

52、t;/p><p>　　[1] 王德志. 診斷和保持軋制軸承[M]. 北京：中國(guó)鐵道出版社，1994</p><p>　　[2] 石華豐，殷存毅華. 故障診斷機(jī)車軸承[j]. 電氣傳動(dòng)機(jī)車，2004</p><p>　　[3] 梅紅冰. 振動(dòng)監(jiān)測(cè)與診斷滾動(dòng)軸承[M]. 北京：中國(guó)機(jī)械出版社，1996</p><p>　　[4] 梅紅冰. 故障診斷滾

53、動(dòng)軸承使用包絡(luò)分析，軸承，1993</p><p>　　[5] 馮耿賓. 振動(dòng)診斷技術(shù)的研究機(jī)車故障[M]. 北京：中國(guó)鐵道出版眾議院，1994</p><p>　　[6] 姜思米. 硬件開(kāi)發(fā)tms320lf240x DSP [M]. 北京：中國(guó)機(jī)械出版社，2003</p><p>　　[7] 慶袁. 應(yīng)用設(shè)計(jì)tms320lf240xds [M]. 北京：中國(guó)機(jī)床出