Method, system and device for detecting locomotive failure and locomotive

Abstract

The application discloses a locomotive fault detection method, system and device and a locomotive and applies to the detection field. When the traction force of a locomotive meets the locomotive starting condition, it is judged whether the state of the locomotive is a static state; if the state of the locomotive is the static state, it is determined that the transmission shaft of the locomotive has a fault; if the state of the locomotive is not the static state, it is judged whether the acceleration time for the locomotive to reach a preset speed is greater than a preset time; if greater than the preset time, it is determined that the transmission shaft of the locomotive has a fault. In the locomotive starting stage, whether the transmission shaft has a fault is judged through the state and the traction force of the locomotive. In the locomotive running state, whether the transmission shaft has a fault is judged through the speed and the acceleration time of the locomotive, and the calculation mode is relatively simple. Meanwhile, the acquisition mode of parameters such as the traction force and the speed is relatively simple.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of detection, in particular to a locomotive fault detection method, system, device and locomotive. BACKGROUND

[0002] At present, domestic electric locomotives, diesel locomotives, motor trains, subways and other rail transit equipment are in large-scale use. For many years, the wheel drive system transmission shaft locking shaft and even shaft solidification have occurred occasionally. After such a situation occurs, the wheel drive system is prone to significant heating and even mechanical failure or damage, and even the locomotive overturning situation occurs, which seriously affects the safety of locomotive operation. The prior art judges by obtaining the speed difference between different transmission shafts or the current difference between different transmission shafts, but this method is easily confused with sticking damage, idling and sliding, and causes misjudgment.

[0003] With the continuous upgrading and batch use of national rail transit products, a more reasonable and accurate detection method is urgently needed to effectively identify the transmission shaft fault. SUMMARY

[0004] The purpose of the present application is to provide a locomotive fault detection method, system, device and locomotive. When the locomotive is in operation, the speed and acceleration time of the locomotive are used to judge whether the transmission shaft is faulty, and the calculation method is simple. At the same time, the acquisition method of parameters such as traction force and speed is relatively simple.

[0005] To solve the above technical problems, the present application provides a locomotive fault detection method, comprising:

[0006] When the traction force of the locomotive meets the locomotive starting condition, it is judged whether the state of the locomotive is a static state;

[0007] If the state of the locomotive is a static state, it is determined that the transmission shaft of the locomotive is faulty;

[0008] If the state of the locomotive is not a static state, it is determined that the locomotive reaches a preset speed from a static state in a preset time;

[0009] It is judged whether the acceleration time of the locomotive from the static state to the preset speed is greater than the preset time;

[0010] If it is greater than the preset time, it is determined that the transmission shaft of the locomotive is faulty.

[0011] Preferably, when the traction force of the locomotive meets the locomotive starting condition, before judging whether the state of the locomotive is a static state, it further comprises:

[0012] Obtaining the starting constant force F0 of the locomotive;

[0013] acquiring a starting resistance F1 of the locomotive;

[0014] acquiring a traction drive efficiency λ of the locomotive;

[0015] judging whether F0*λ-F1 is greater than △F, the △F being a preset force difference;

[0016] if greater, determining that the traction of the locomotive meets the starting condition of the locomotive.

[0017] Preferably, if the state of the locomotive is a static state, determining that the drive shaft of the locomotive is in failure, comprising:

[0018] if the state of the locomotive is static and the starting time of the locomotive exceeds a preset time, determining that the drive shaft of the locomotive is in a fixed lock state.

[0019] Preferably, determining a preset time for the locomotive to reach a preset speed from a static state, comprising:

[0020] acquiring a starting constant force F0 of the locomotive;

[0021] acquiring a low-speed running resistance F2 of the locomotive;

[0022] acquiring a mass M of the locomotive;

[0023] determining the preset time for the locomotive to reach the preset speed from the static state according to a formula △v / ((F0-F2) / M1), the △v being the preset speed.

[0024] Preferably, judging whether an acceleration time for the locomotive to reach the preset speed from the static state is greater than a preset time, comprising:

[0025] judging whether △t0-△v / ((F0-F2) / M1) is greater than △t2, the △t0 being the acceleration time of the locomotive, the △t2 being a preset acceleration time difference;

[0026] if greater than the preset time, determining that the drive shaft of the locomotive is in failure, comprising:

[0027] if the △t0-△v / ((F0-F2) / M1) is greater than the △t2, determining that the acceleration time for the locomotive to reach the preset speed is greater than the preset time, and the drive shaft of the locomotive is in a non-fixed lock state.

[0028] Preferably, after determining that the drive shaft of the locomotive is in failure, further comprising:

[0029] controlling the traction module to stop traction.

[0030] Preferably, after determining that the drive shaft of the locomotive is in failure, further comprising:

[0031] The control display module displays that the transmission shaft is malfunctioning.

[0032] To solve the above technical problems, the application further provides a locomotive fault detection system, comprising:

[0033] The first judging unit judges whether the state of the locomotive is a stationary state when the traction force for the locomotive meets a locomotive starting condition; if yes, the first judging unit is triggered; if no, the second judging unit is triggered.

[0034] The first judging unit judges whether the transmission shaft of the locomotive is malfunctioning.

[0035] The second judging unit judges whether the acceleration time for the locomotive to reach a preset speed is greater than a preset time; if yes, the second judging unit is triggered.

[0036] The second judging unit judges whether the transmission shaft of the locomotive is malfunctioning.

[0037] To solve the above technical problems, the application further provides a locomotive fault detection device, comprising:

[0038] The memory is used for storing a computer program.

[0039] The processor is used for executing the computer program to realize the steps of the above locomotive fault detection method.

[0040] To solve the above technical problems, the application further provides a locomotive, comprising the above locomotive fault detection device.

[0041] The application provides a locomotive fault detection method, system, device and locomotive, and is applied to the detection field. When the traction force of the locomotive meets a locomotive starting condition, whether the state of the locomotive is a stationary state is judged. If the state of the locomotive is a stationary state, it is judged that the transmission shaft of the locomotive is malfunctioning. If the state of the locomotive is not a stationary state, whether the acceleration time for the locomotive to reach a preset speed is greater than a preset time is judged. If the acceleration time is greater than the preset time, it is judged that the transmission shaft of the locomotive is malfunctioning. In the starting stage of the locomotive, whether the transmission shaft is malfunctioning is judged through the state and the traction force of the locomotive. In the running state of the locomotive, whether the transmission shaft is malfunctioning is judged through the speed and the acceleration time of the locomotive, and the calculation mode is relatively simple. Meanwhile, the acquisition mode of the traction force and the speed and other parameters is relatively simple. BRIEF DESCRIPTION OF DRAWINGS

[0042] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required by the prior art and the embodiments. Obviously, the drawings described below are only some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained from these drawings without creative labor.

[0043] Figure 1 A flow chart of a locomotive fault detection method provided by the present application;

[0044] Figure 2 A structural schematic diagram of a locomotive fault detection system provided by the present application;

[0045] Figure 3 A structural schematic diagram of a locomotive fault detection device provided by the present application. DETAILED DESCRIPTION

[0046] The core of the present application is to provide a locomotive fault detection method, system, device and locomotive. When the locomotive is in a running state, whether the transmission shaft is faulty is judged by the locomotive speed and the acceleration time, and the calculation method is relatively simple. At the same time, the acquisition method of parameters such as traction force and speed is relatively simple.

[0047] In order to make the purpose, technical scheme and advantages of the embodiments of the present application more clear, the following will combine the drawings in the embodiments of the present application to clearly and completely describe the technical scheme in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present application.

[0048] At present, domestic electric locomotives, diesel locomotives, motor trains, subways and other rail transportation equipment are in large-scale use. For many years, the wheel drive system transmission shaft locking shaft and even the shaft dead situation have occasionally occurred. After such a situation occurs, the wheel drive system is prone to significant heating and even mechanical failure or damage, and even the locomotive overturning situation occurs, which seriously affects the safety of the locomotive operation. The prior art judges by obtaining the speed difference between different transmission shafts or the current difference between different transmission shafts, but this method is easily confused with sticking damage, idling and sliding, and causes misjudgment.

[0049] Figure 1 A flow chart of a locomotive fault detection method provided by the present application, the method comprising:

[0050] S11: When the traction force of the locomotive meets the locomotive starting condition, it is judged whether the state of the locomotive is a static state; if yes, step S12 is entered; if no, step S13 is entered;

[0051] S12: determining that the transmission shaft of the locomotive is in failure;

[0052] When the transmission shaft of the locomotive is not in failure, if the traction force of the locomotive meets the locomotive starting condition, the locomotive should be in running state from the static state. Therefore, if the state of the locomotive is still static when the locomotive starting condition is met, it is due to the failure of the transmission shaft that causes the locomotive to be static.

[0053] It should be noted that the object of the present application is the transmission shaft of the locomotive, so other failures of the locomotive are determined as not in failure during the judgment process. That is, if the state of the locomotive is different from the expected state, it is due to the failure of the transmission shaft that causes the locomotive to be static, and then the subsequent failure judgment is performed.

[0054] S13: determining a preset time for the locomotive to reach a preset speed from the static state;

[0055] When the transmission shaft of the locomotive is not in failure, the preset time for the locomotive to reach the preset speed from the static state is fixed when the traction force of the locomotive is fixed. Therefore, the preset time is determined in advance, and the transmission shaft of the locomotive can be determined to be in failure or not according to the preset time in the subsequent calculation.

[0056] S14: judging whether the acceleration time for the locomotive to reach the preset speed from the static state is greater than the preset time; if yes, proceeding to step S15;

[0057] S15: determining that the transmission shaft of the locomotive is in failure.

[0058] If the transmission shaft is in failure, the acceleration time for the locomotive to reach the preset speed from the static state will be greater than the preset time, so the transmission shaft of the locomotive can be determined to be in failure or not according to the acceleration time and the preset time.

[0059] Specifically, during the starting process, whether the transmission shaft is in failure is determined according to the traction force. After the starting, whether the transmission shaft is in failure is determined according to the time for the locomotive to reach the preset speed from the static state. It should be noted that the failures in the two stages are different transmission shaft states.

[0060] The application provides a locomotive fault detection method, and applies to the detection field. When the traction force of the locomotive meets the locomotive starting condition, it is judged whether the state of the locomotive is a static state; if the state of the locomotive is the static state, it is determined that the transmission shaft of the locomotive is faulty; if the state of the locomotive is not the static state, it is judged whether the acceleration time of the locomotive reaching the preset speed is greater than the preset time; if greater than the preset time, it is determined that the transmission shaft of the locomotive is faulty. In the starting stage of the locomotive, whether the transmission shaft is faulty is judged through the state and the traction force of the locomotive. In the running state of the locomotive, whether the transmission shaft is faulty is judged through the speed and the acceleration time of the locomotive, and the calculation mode is relatively simple. Meanwhile, the acquisition mode of the traction force and the speed and the like is relatively simple.

[0061] On the basis of the above embodiment:

[0062] As a preferred embodiment, when the traction force of the locomotive meets the locomotive starting condition, before it is judged whether the state of the locomotive is the static state, it further comprises:

[0063] acquiring the starting constant force F0 of the locomotive;

[0064] acquiring the starting resistance F1 of the locomotive;

[0065] acquiring the traction force transmission efficiency λ of the locomotive;

[0066] judging whether F0*λ-F1 is greater than △F, and △F is a preset force difference value;

[0067] if greater, it is determined that the traction force of the locomotive meets the locomotive starting condition.

[0068] Considering that the starting constant force F0 of the locomotive has a certain transmission efficiency λ, that is, the traction force cannot be used to overcome the resistance F1 to do work, so the force difference value is calculated through the formula F0*λ-F1, and if the obtained value is greater than the preset force difference value △F, at this time, the traction force of the locomotive meets the locomotive starting condition. If the locomotive is still static at this time, the transmission shaft of the locomotive is faulty.

[0069] The starting condition of the locomotive is determined through the traction force, the starting resistance and the transmission efficiency of the locomotive, and the data acquisition is more simple.

[0070] As a preferred embodiment, if the state of the locomotive is the static state, it is determined that the transmission shaft of the locomotive is faulty, comprising:

[0071] if the state of the locomotive is static and the starting time of the locomotive exceeds the preset time, it is determined that the transmission shaft of the locomotive is in the fixed locked state.

[0072] In view of the fact that the locomotive does not necessarily end the stationary state immediately in the process of traction force traction, when the traction force meets the starting condition, the starting time of the locomotive exceeds the preset time and the state of the locomotive is still stationary, the locomotive is in the fixed axle locking state. At this time, the transmission shaft is fixed and locked and cannot rotate.

[0073] As a preferred embodiment, the preset time for the locomotive to reach the preset speed from the stationary state comprises:

[0074] Obtaining the starting constant force F0 of the locomotive;

[0075] Obtaining the low-speed running resistance F2 of the locomotive;

[0076] Obtaining the mass M of the locomotive;

[0077] Determining the preset time for the locomotive to reach the preset speed from the stationary state according to the formula △v / ((F0-F2) / M1), wherein △v is the preset speed.

[0078] The acceleration of the locomotive at low speed can be obtained from the relationship between force, weight and acceleration, and the time required for the locomotive to reach the preset speed from the stationary state can be obtained from the relationship between speed, acceleration and time, which is △v / ((F0-F2) / M1).

[0079] Under the condition that the transmission shaft of the locomotive does not fail, the time required for the locomotive to reach the preset speed from the stationary state is fixed, and the preset time is obtained in advance for subsequent calculation.

[0080] As a preferred embodiment, the judgment of whether the acceleration time of the locomotive to reach the preset speed from the stationary state is greater than the preset time comprises:

[0081] Judging whether △t0-△v / ((F0-F2) / M1) is greater than △t2, wherein △t0 is the acceleration time of the locomotive, and △t2 is the preset acceleration time difference;

[0082] If it is greater than the preset time, it is determined that the transmission shaft of the locomotive fails, comprising:

[0083] If △t0-△v / ((F0-F2) / M1) is greater than △t2, it is determined that the acceleration time of the locomotive to reach the preset speed is greater than the preset time, and the transmission shaft of the locomotive is in the non-fixed axle locking state.

[0084] The timing starts when the locomotive starts traction, and the recorded time △t0 is the acceleration time of the locomotive. The purpose of △t2 is to leave a certain time difference for the acceleration time, and the locomotive reaches the preset speed within △t2 time. It can be considered that the transmission shaft does not fail.

[0085] If Δt0-△v / ((F0-F2) / M1), it is determined that the transmission shaft of the locomotive is in a non-fixed locked state. At this time, the transmission shaft is not fixed and locked, and can rotate, but the rotation speed may be low, resulting in a slow acceleration time.

[0086] As a preferred embodiment, after determining that the transmission shaft of the locomotive is faulty, the method further comprises:

[0087] Controlling the traction module to stop traction.

[0088] When the transmission shaft of the locomotive is faulty, whether in a fixed locked state or a non-fixed locked state, the traction module needs to be controlled to stop traction, otherwise it may cause the wheel drive system to heat significantly or even cause mechanical failure or damage, or even overturn the locomotive, seriously affecting the safety of the locomotive operation. Therefore, the traction module needs to be controlled to stop traction at this time.

[0089] As a preferred embodiment, after determining that the transmission shaft of the locomotive is faulty, the method further comprises:

[0090] Controlling the display module to display that the transmission shaft is faulty.

[0091] When the transmission shaft is faulty, the driver needs to be informed so that the driver can handle it subsequently.

[0092] Specifically, the display module can be a display screen in the cab.

[0093] Figure 2 A structure diagram of a locomotive fault detection system provided by the present application is provided, and the system comprises:

[0094] A first judgment unit 21 is triggered when the traction force for the locomotive meets the locomotive starting condition, and judges whether the state of the locomotive is a static state; if yes, a first determination unit is triggered; if no, a second judgment unit is triggered;

[0095] A first determination unit 22 is used to determine that the transmission shaft of the locomotive is faulty.

[0096] A second judgment unit 23 is used to judge whether the acceleration time of the locomotive reaching a preset speed is greater than a preset time; if yes, a second determination unit is triggered.

[0097] A second determination unit 24 is used to determine that the transmission shaft of the locomotive is faulty.

[0098] Specifically, it further comprises:

[0099] A first acquisition unit is used to acquire the traction force F0 of the locomotive.

[0100] A second acquisition unit is used to acquire the starting resistance F1 of the locomotive.

[0101] a third obtaining unit, configured to obtain a traction drive efficiency λ of the locomotive;

[0102] a third determining unit, configured to determine whether F0*λ-F1 is greater than △F, wherein the △F is a preset force difference value; and if yes, triggering the third determining unit;

[0103] the third determining unit, configured to determine that the traction force of the locomotive meets the starting condition of the locomotive.

[0104] the first determining unit 22, specifically configured to determine that the transmission shaft of the locomotive is in the fixed lock shaft state if the state of the locomotive is static and the starting time of the locomotive exceeds the preset time.

[0105] a fourth obtaining unit, configured to obtain a starting constant force F0 of the locomotive;

[0106] a fifth obtaining unit, configured to obtain a low-speed running resistance F2 of the locomotive;

[0107] a sixth obtaining unit, configured to obtain a mass M of the locomotive;

[0108] a first determining unit, configured to determine a preset time for the locomotive to reach a preset speed from a static state according to a formula △v / ((F0-F2) / M1), wherein the △v is the preset speed.

[0109] the second determining unit 23, specifically configured to determine whether △t0-△v / ((F0-F2) / M1) is greater than △t2, wherein the △t0 is an acceleration time of the locomotive, and the △t2 is a preset acceleration time difference;

[0110] the second determining unit 24, specifically configured to determine that the acceleration time of the locomotive to reach the preset speed is greater than the preset time and the transmission shaft of the locomotive is in the non-fixed lock shaft state if the △t0-△v / ((F0-F2) / M1) is greater than the △t2.

[0111] a first control unit, configured to control the traction module to stop traction.

[0112] a second control unit, configured to control the display module to display that the transmission shaft is in failure.

[0113] The locomotive fault detection system provided in the application is introduced in the above-mentioned embodiments, and will not be described here.

[0114] Figure 3 A structure diagram of a locomotive fault detection device provided by the application, the device comprises:

[0115] a memory 31, configured to store a computer program;

[0116] Processor 32 is configured to execute computer programs to implement the steps of the locomotive fault detection method.

[0117] The locomotive fault detection device provided in the present application is described above in the embodiments, and will not be repeated here.

[0118] The present application also provides a locomotive comprising the locomotive fault detection device described above.

[0119] The locomotive provided in the present application is described above in the embodiments, and will not be repeated here.

[0120] It should be further understood that the relative terms, such as first and second, etc., are used only to differentiate one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. In addition, the terms "comprise", "contain" or any other variants thereof are intended to cover non-exclusive inclusion, so that the process, method, article or device comprising a series of elements not only includes those elements, but also includes other elements not explicitly listed or inherent to such process, method, article or device. Without more limitations, the element defined by the phrase "comprising a" does not exclude the presence of additional identical elements in the process, method, article or device comprising the element.

[0121] The skilled person can further realize that the units and algorithm steps of the examples described in connection with the embodiments disclosed herein can be realized in electronic hardware, computer software or a combination of both. In order to clearly illustrate the interchangeability of hardware and software, the components and steps of the examples have been described in general terms in the above description. Whether the functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. The skilled person can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present application.

[0122] The above description of the disclosed embodiments enables a person skilled in the art to implement or use the present application. Various modifications to the embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method of detecting a locomotive fault, the method comprising: The method comprises the following steps: determining whether the locomotive is in a stationary state when the traction force of the locomotive meets a locomotive starting condition; if the locomotive is in the stationary state, determining that the transmission shaft of the locomotive is in failure; if the locomotive is not in the stationary state, determining a preset time for the locomotive to reach a preset speed from the stationary state; determining whether the acceleration time for the locomotive to reach the preset speed from the stationary state is greater than the preset time; if greater than the preset time, determining that the transmission shaft of the locomotive is in failure; if the locomotive is in the stationary state, determining that the transmission shaft of the locomotive is in failure, which comprises the following steps: if the locomotive is in the stationary state and the starting time of the locomotive exceeds the preset time, determining that the transmission shaft of the locomotive is in a fixed locked state; determining the preset time for the locomotive to reach the preset speed from the stationary state, which comprises the following steps: acquiring a starting constant force of the locomotive ; acquiring a low speed running resistance of the locomotive ; acquiring a mass of the locomotive ; According to the formula determining a preset time for the locomotive to reach a preset speed from a stationary state, for the preset speed; determining whether the acceleration time for the locomotive to reach the preset speed from the stationary state is greater than the preset time, which comprises the following steps: determining whether greater than , is the acceleration time of the locomotive, is a preset acceleration time difference; if greater than the preset time, determining that the transmission shaft of the locomotive is in failure, which comprises the following steps: If greater than determining that the locomotive reaches the preset speed in an acceleration time greater than the preset time, and that the drive shaft of the locomotive is in a non-fixed locked state.

2. The method of claim 1, wherein the step of detecting a locomotive fault comprises the step of: determining if the locomotive is in a fault condition based on the comparison of the first and second values. before determining whether the locomotive is in the stationary state when the traction force of the locomotive meets the locomotive starting condition, the method further comprises the following steps: acquiring a starting constant force of the locomotive ; acquiring a starting resistance of the locomotive ; obtaining a tractive effort efficiency of the locomotive ; determining whether greater than , the is a preset force difference value; if greater than the preset time, determining that the traction force of the locomotive meets the locomotive starting condition.

3. The method of claim 1 or 2, wherein the method further comprises: after determining that the transmission shaft of the locomotive is in failure, the method further comprises the following steps: controlling the traction module to stop traction.

4. The method of claim 3, wherein the step of detecting a locomotive fault comprises the step of: after determining that the transmission shaft of the locomotive is in failure, the method further comprises the following steps: ​ controlling the display module to display that the transmission shaft is in failure.

5. A system for detecting locomotive faults, comprising: The method comprises the following steps: a first determining unit is triggered when the traction force of the locomotive meets a locomotive starting condition to determine whether the locomotive is in a stationary state; if yes, a first determining unit is triggered; if no, a second determining unit is triggered; the first determining unit is used to determine that the transmission shaft of the locomotive is in failure; the second determining unit is used to determine whether the acceleration time for the locomotive to reach a preset speed is greater than a preset time; if yes, a second determining unit is triggered; the second determining unit is used to determine that the transmission shaft of the locomotive is in failure; the first determining unit is specifically used to determine that the transmission shaft of the locomotive is in a fixed locked state if the locomotive is in the stationary state and the starting time of the locomotive exceeds the preset time. a fourth acquisition unit, configured to acquire a starting constant force of the locomotive ; a fifth acquisition unit, configured to acquire a low-speed running resistance of the locomotive ; a sixth acquisition unit, configured to acquire a mass of the locomotive ; The first determining unit is configured to determine the preset time for the locomotive to reach the preset speed from a static state according to a formula The preset speed​ The second judging unit specifically judges whether it is greater than , an acceleration time of the locomotive, a preset acceleration time difference; The second determining unit is specifically configured to determine that the locomotive reaches the preset speed in a time greater than the preset time and the transmission shaft of the locomotive is in a non-fixed locked state if greater than the acceleration time of the locomotive reaching the preset speed is greater than the preset time, and the transmission shaft of the locomotive is in a non-fixed locked state.

6. A locomotive fault detection apparatus, characterized by, The device comprises the following components: a memory for storing a computer program; a processor for executing the computer program to implement the steps of the locomotive failure detection method according to any one of claims 1 to 4.

7. A locomotive characterized by, The device comprises the locomotive failure detection device according to claim 6.

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