A rail transit vehicle coupling fault diagnosis method and system

Abstract

A method and system for diagnosing coupling faults in rail transit vehicles includes: calculating the integrated speed of a traction inverter in real time under current operating conditions; determining in real time whether an abnormality exists in the coupling corresponding to any traction motor controlled by the traction inverter based on the motor speed and integrated speed of the traction motor under current operating conditions; if an abnormality exists in the coupling corresponding to the traction motor under current operating conditions, determining the diagnostic status of the traction motor under current operating conditions as an abnormal coupling state; and determining whether both the diagnostic status of the traction motor under current operating conditions and the diagnostic status under previous operating conditions indicate an abnormal coupling state. If so, providing a coupling fault warning for the traction motor. The diagnostic method of the present invention can monitor the coupling state of a motor without installing additional equipment, achieving higher accuracy and improving fault diagnosis efficiency.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit vehicle fault diagnosis, and in particular to a rail transit vehicle coupling fault diagnosis method and system. Background Art

[0002] The transmission system for rail transit vehicles uses a traction motor that transmits traction torque to a gearbox via a coupling. The gearbox, through the meshing of internal gears, transmits the torque to the axles, driving the axles and thus enabling vehicle operation. The operating status of the traction motor, coupling, and gearbox is crucial for safe train operation. Currently, traction motors and gearboxes monitor their operating status by installing speed sensors, temperature sensors, and composite sensors to monitor parameters such as speed, internal temperature, and bearing vibration. However, since the coupling adjusts its position during operation and is relatively small, it is not feasible to install sensor monitoring equipment within the coupling.

[0003] Existing coupling status monitoring methods involve indirectly diagnosing the coupling's operating status by monitoring other parameters, or by installing video equipment on the bogie to directly monitor the coupling's operating status through image monitoring. For example, a coupling fault in the power car is determined by measuring the difference between the traction motor current and the average value. However, due to differences in traction inverters and traction motors, as well as inconsistent rotational states between cars during operation, comparing traction motor currents between different cars can easily lead to misjudgments, making coupling diagnosis inaccurate. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to provide a method and system for diagnosing faults of couplings of rail transit vehicles, which can solve the problem of inaccurate fault diagnosis of couplings of motors in the prior art.

[0005] To achieve the above-mentioned purpose, based on one aspect of the present invention, a method for diagnosing coupling faults of rail transit vehicles is provided, comprising: calculating the comprehensive speed of the traction inverter under the current working condition in real time; judging in real time whether there is an abnormality in the coupling corresponding to the traction motor based on the motor speed of any traction motor controlled by the traction inverter under the current working condition and the comprehensive speed; if it is judged that there is an abnormality in the coupling corresponding to the traction motor under the current working condition, determining the diagnostic state of the traction motor under the current working condition as an abnormal coupling state; judging whether the diagnostic state of the traction motor under the current working condition and the diagnostic state of the traction motor under the previous working condition are both abnormal coupling states, and if the result of the judgment is yes, performing a coupling fault warning on the traction motor.

[0006] In one embodiment, the fault diagnosis method further includes clearing the diagnostic status of the traction motor that has performed the coupling fault warning when switching to the next operating state.

[0007] In one embodiment, the real-time calculation of the comprehensive speed of the traction inverter under the current working conditions includes: real-time acquisition of the motor speed of any traction motor controlled by the traction inverter; performing speed sensor abnormality judgment on the motor speed of any traction motor; eliminating the motor speed with abnormal speed sensor, and summing and averaging the motor speeds with normal speed sensors as the comprehensive speed of the traction inverter.

[0008] In one embodiment, the speed sensor abnormality judgment of the motor speed of any traction motor includes: judging whether the motor speed of any traction motor is less than a preset speed; when the result of the judgment is yes, judging that the speed sensor of each traction motor is normal; when the result of the judgment is no, comparing the motor speed of each traction motor with the driving speed of the rail transit vehicle, taking the motor speed closest to the driving speed as a reference speed, and then calculating the speed difference between the motor speed of each traction motor and the reference speed, judging the traction motor whose speed difference is greater than a preset threshold and lasts for a preset time as having a speed sensor abnormality, and judging the traction motor whose speed difference is less than a preset threshold as having a normal speed sensor.

[0009] In one embodiment, the real-time determination of whether there is an abnormality in the coupling corresponding to the traction motor based on the motor speed of any traction motor controlled by the traction inverter under the current operating condition and the comprehensive speed includes: if the current operating condition is a traction condition, the real-time determination of whether the motor speed of the traction motor under the current operating condition is greater than the comprehensive speed, and whether the speed difference with the comprehensive speed is greater than a first preset threshold and continues for a first preset time period; or, if the current operating condition is a braking condition, the real-time determination of whether the motor speed of the traction motor under the current operating condition is less than the comprehensive speed, and whether the speed difference with the comprehensive speed is greater than a second preset threshold and continues for a second preset time period.

[0010] In one embodiment, the first preset threshold value ranges from 1.5 km / h to 3 km / h, the first preset time ranges from 5 s to 10 s, the second preset threshold value ranges from 1.5 km / h to 3 km / h, and the second preset time ranges from 5 s to 10 s.

[0011] In one embodiment, the first preset threshold is calculated by: determining the corresponding maximum normal wheel diameter difference according to the control mode of the traction inverter for the traction motor, where the control mode is frame control or vehicle control; obtaining the current running speed of the vehicle, and calculating the maximum normal speed difference between the traction motors according to the maximum normal wheel diameter difference and the current running speed, using the formula: Where Δv max represents the maximum normal speed difference of each traction motor under the maximum normal wheel diameter difference, v0 represents the current operating speed, Δr represents the maximum normal wheel diameter difference, D represents the reference wheel diameter, and D1 represents the maximum wheel diameter; the first preset threshold is calculated based on the preset speed sensor error and the maximum normal speed difference.

[0012] Based on the same inventive concept, the present invention also provides a rail transit vehicle coupling fault diagnosis system, including: a comprehensive speed calculation module, used to calculate the comprehensive speed of the traction inverter under the current working condition in real time; a motor speed comparison module, used to judge in real time whether there is an abnormality in the coupling corresponding to the traction motor based on the motor speed of any traction motor controlled by the traction inverter under the current working condition and the comprehensive speed; an abnormal state determination module, used to determine the diagnostic state of the traction motor under the current working condition as an abnormal coupling state if it is judged that there is an abnormality in the coupling corresponding to the traction motor under the current working condition; a coupling fault determination module, used to judge whether the diagnostic state of the traction motor in the current working condition and the diagnostic state of the traction motor in the previous working condition are both abnormal coupling states, and if the result of the judgment is yes, a coupling fault warning is issued to the traction motor.

[0013] Based on the same inventive concept, the present invention also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements any one of the above-mentioned rail transit vehicle coupling fault diagnosis methods when executing the computer program.

[0014] Based on the same inventive concept, the present invention also provides a computer-readable storage medium having computer instructions stored thereon, wherein the computer instructions are used to enable a computer to execute the rail transit vehicle coupling fault diagnosis method as described in any one of the above items.

[0015] The rail transit vehicle coupling fault diagnosis method and system provided by the present invention indirectly diagnose the coupling operation status by monitoring the motor speed of each traction motor of the same control unit and comparing the speed difference between the real-time motor speed of each traction motor and the comprehensive speed of the traction inverter based on the operating characteristics of the coupling during failure. It can accurately locate the specific shaft with the coupling fault, effectively improve the fault diagnosis and processing efficiency, and does not require the installation of other additional coupling fault diagnosis equipment. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0017] Figure 1 This is a flow chart of an embodiment of a method for diagnosing a fault in a coupling of a rail transit vehicle according to the present invention;

[0018] Figure 2 This is a structural diagram of an embodiment of a rail transit vehicle coupling fault diagnosis system according to the present invention;

[0019] Figure 3 FIG. 1 is a schematic structural diagram of an electronic device in an embodiment of the present invention. DETAILED DESCRIPTION

[0020] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0021] like Figure 1 As shown, an embodiment of the present invention provides a method for diagnosing a fault in a rail transit vehicle coupling, which specifically includes the following steps:

[0022] S1: Real-time calculation of the comprehensive speed of the traction inverter under the current working conditions.

[0023] In this embodiment, the motor speed of any traction motor controlled by the traction inverter is first acquired in real time. A speed sensor abnormality check is then performed on the motor speed of any traction motor. Optionally, a check is performed to determine whether the motor speed of any traction motor is less than a preset speed. If so, the speed sensor of each traction motor is determined to be normal. If not, the motor speed of each traction motor is compared with the traveling speed of the rail transit vehicle, and the motor speed closest to the traveling speed is used as the reference speed. The speed difference between each traction motor and the reference speed is then calculated. Traction motors with speed differences greater than a preset threshold and persisting for a preset time are determined to have speed sensor abnormalities, while traction motors with speed differences less than the preset threshold are determined to have normal speed sensors. Finally, the speeds of motors with abnormal speed sensors are eliminated, and the speeds of motors with normal speed sensors are summed and averaged to determine the overall speed of the traction inverter.

[0024] In this embodiment, the preset speed, preset threshold, and preset time can be set as needed and are not limited herein. Preferably, the preset speed is 5 km / h, the preset threshold is 5 km / h, and the preset time is 10 seconds. For example, if the motor speed of any traction motor is less than 5 km / h, the speed sensors of each traction motor are determined to be normal. The motor speeds of each traction motor are summed and averaged to form the comprehensive speed of the traction inverter. If the motor speed of not all traction motors is less than 5 km / h, that is, if a traction motor has a motor speed greater than 5 km / h, further determination is required. Specifically, the motor speeds of each traction motor are compared with the traveling speed of the rail transit vehicle. The motor speed closest to the traveling speed is used as a reference speed. The speed difference between the motor speeds of each traction motor and the reference speed is then calculated. Traction motors with speed differences greater than 5 km / h and lasting for 10 seconds are determined to have abnormal speed sensors. Traction motors with speed differences less than 5 km / h are determined to have normal speed sensors. The speeds of motors with abnormal speed sensors are then eliminated, and the speeds of motors with normal speed sensors are summed and averaged to form the comprehensive speed of the traction inverter.

[0025] S2: Determine in real time whether there is an abnormality in the coupling corresponding to the traction motor based on the motor speed and comprehensive speed of any traction motor controlled by the traction inverter under the current working condition.

[0026] The overall concept of the coupling fault diagnosis method of the present invention is to collect the speeds of all traction motors controlled by the same traction inverter, one traction inverter corresponds to one control unit, and the traction motor speeds of the same control unit are processed to obtain the comprehensive speed of the traction motor of this control unit; since the traction motor torque cannot be normally transmitted to the gearbox when the coupling fails, the motor speed corresponding to the faulty shaft will be greater than the motor speeds corresponding to other normal shafts under traction conditions, and the motor speed corresponding to the faulty shaft will be smaller than the motor speeds corresponding to other normal shafts under braking conditions. Based on this, by comparing the difference in the comprehensive speeds of each traction motor of the same control unit relative to the control unit under different working conditions, the state of the coupling corresponding to the traction motor can be indirectly diagnosed.

[0027] The current operating condition may be a traction condition or a braking condition. In S2, when the current operating condition is a traction condition, a real-time determination is made as to whether the motor speed of the traction motor under the current operating condition is greater than the integrated speed, and whether the speed difference from the integrated speed is greater than a first preset threshold and persists for a first preset duration. When the current operating condition is a braking condition, a real-time determination is made as to whether the motor speed of the traction motor under the current operating condition is less than the integrated speed, and whether the speed difference from the integrated speed is greater than a second preset threshold and persists for a second preset duration.

[0028] In this embodiment, preferably, the first preset threshold value has a value range of 1.5 km / h to 3 km / h, the first preset duration has a value range of 5 seconds to 10 seconds, and the second preset threshold value has a value range of 1.5 km / h to 3 km / h, and the second preset duration has a value range of 5 seconds to 10 seconds. The selection of the first preset threshold value and the second preset threshold value needs to take into account the speed sensor error and normal wheel diameter difference of the traction motor. The speed sensor error is determined by the technical parameters of the corresponding speed sensor. Specifically, when calculating the first preset threshold value or the second preset threshold value, the corresponding maximum normal wheel diameter difference is first determined based on the control method of the traction inverter for the traction motor. The control method of the traction inverter in the rail transit field is generally frame control or vehicle control. Then, the current operating speed of the vehicle is obtained, and the maximum normal speed difference between each traction motor is calculated based on the maximum normal wheel diameter difference and the current operating speed.

[0029] Taking the calculation process of a train with a speed rating of 100 km / h as an example, it is known that the speed sensor error is ±0.5 km / h. When the control mode of the traction inverter is vehicle control, the maximum normal wheel diameter difference on the same train is 8 mm. When the control mode of the traction inverter is frame control, the maximum normal wheel diameter difference on the same bogie is 4 mm. The maximum speed of the traction motor of a train with a speed rating of 100 km / h is 4163 r / min, and the gearbox transmission ratio is 120 / 19. When the train speed is 100 km / h, if the maximum normal wheel diameter difference on the same frame is 4 mm, the maximum normal speed difference between traction motors on different axles of the same bogie is 0.497 km / h, calculated based on a wheel diameter of 805 mm. If the maximum normal wheel diameter difference on the same train is 8 mm, the maximum normal speed difference between traction motors on different bogies of the same train is 0.993 km / h, calculated based on a wheel diameter of 805 mm. The specific calculation formula for the maximum normal speed difference is as follows:

[0030] Same bogie but different axles:

[0031] Same vehicle with different bogies:

[0032] In formula (1) and formula (2), Δv max represents the maximum normal speed difference of each traction motor under the maximum normal wheel diameter difference, v0 represents the current running speed of the train, D represents the reference wheel diameter saved in the control unit after wheel turning, and D1 represents the maximum wheel diameter. In formula (1), D1 is specifically the maximum wheel diameter of the same bogie, and in formula (2), D1 is specifically the maximum wheel diameter of the same vehicle. After each wheel turning, D and D1 are known parameters.

[0033] From formula (1) and formula (2), it can be seen that when D and D1 are known parameters, the maximum normal speed difference Δv maxIt is proportional to the current running speed v0. Therefore, when the current running speed of the train is less than 100km / h, the maximum normal speed difference Δv max The value of can be adjusted downward according to the calculation results of formula (1) and formula (2).

[0034] It is known that when the train speed is 100 km / h, the maximum normal speed difference in the traction motor frame control mode is 0.497 km / h, the maximum normal speed difference in the traction motor vehicle control mode is 0.993 km / h, and the speed sensor error is ±0.5 km / h. Based on this, the first preset threshold is calculated according to the preset speed sensor error and the maximum normal speed difference:

[0035] [(0.5+0.5+0.5-0.5) / 4-(-0.5)]+[(0.993+0.993+0.497+0) / 4]=1.37km / h. Taking into account a certain signal delay, the first preset threshold value can be set to a value greater than 1.5km / h. Among them, the speed sensor error of the traction motor is determined by the technical parameters of the actual speed sensor used, and the maximum speed of the traction motor and the gearbox transmission ratio are determined by the actual technical parameters of the equipment. Considering that during traction, if the speed difference of a certain shaft exceeds the comprehensive speed of the traction inverter by 3km / h and persists for a certain period of time, it is judged that the shaft is idling and the traction force is unloaded for protection. Therefore, when the current train speed is 100km / h, the value of the first preset threshold value is determined to be within the range of 1.5km / h to 3km / h, determined according to the actual debugging situation. The first preset time length needs to be adjusted according to the actual situation. The coupling fault should be diagnosed before the speed sensor is judged to be abnormal. At the same time, false alarms should be avoided. Therefore, the value range of the first preset time length is determined to be 5S~10S, which is determined according to the on-site debugging situation. The value of the first preset threshold value is related to the current running speed of the train. When the current running speed is less than 100km / h, in order to improve the accuracy of fault diagnosis, the first preset threshold value can be adjusted downward according to the calculation formulas of formula (1) and formula (2). It can be seen that in the selection of various threshold values related to diagnosis, the present invention takes into account existing protection measures such as when the speed sensor is abnormal and the motor shaft is idling, and fully combines the actual operation of rail transit vehicles to formulate a coupling fault warning plan, which has higher diagnostic accuracy and can greatly reduce the false alarm rate.

[0036] The calculation method of the second preset threshold is the same as that of the first preset threshold. Under braking conditions, when the current running speed of the train is 100km / h, the value of the second preset threshold can be in the range of 1.5km / h to 3km / h, and the value of the second preset time length can be 5S to 10S. The final value is determined based on the on-site debugging situation.

[0037] In other embodiments, when the current running speed of the train is less than 100 km / h, the value ranges of the first preset threshold and the second preset threshold can be adjusted downward according to formula (1) and formula (2).

[0038] S3: If it is determined that an abnormality exists in the coupling corresponding to the traction motor under the current working condition, the diagnosis state of the traction motor under the current working condition is determined to be an abnormal coupling state.

[0039] S4: Determine whether the diagnostic status of the traction motor in the current working condition and the diagnostic status in the previous working condition are both abnormal coupling states. If the result of the judgment is yes, a coupling fault warning is issued to the traction motor.

[0040] Specifically, taking the common vehicle control method currently used in rail transit, where one traction inverter controls four traction motors, as an example, when the current operating condition is the traction condition, the integrated speed of the traction inverter is calculated in real time. The motor speed of any traction motor controlled by the traction inverter is then compared with the integrated speed. If the speed difference between the motor speed of a traction motor and the integrated speed is greater than a first preset threshold and persists for a first preset duration, the diagnostic status of the traction motor in that traction condition is locked as a coupling abnormality. Then, in the next operating condition, the braking condition, the integrated speed of the traction inverter is calculated in real time, and the motor speed of any traction motor controlled by the traction inverter is compared with the integrated speed. If the speed difference between the integrated speed in the braking condition and the motor speed of the traction motor is greater than a second preset threshold and persists for a second preset duration, the diagnostic status of the traction motor in that braking condition is locked as a coupling abnormality. Given that the diagnostic status locked in the current and previous operating conditions, i.e., two consecutive operating conditions, is a coupling abnormality state, a coupling fault warning is issued for the traction motor, and "coupling fault at position X of vehicle X" is reported to the display, reminding the vehicle maintenance personnel to confirm the coupling status of the corresponding position; if the speed difference between the comprehensive speed in the braking condition and the motor speed of the traction motor is not greater than the second preset threshold, i.e., the traction motor does not meet the conditions for the coupling fault warning, then the locking of the coupling abnormality state of the traction motor in the previous operating condition (i.e., the traction condition) is released, and the traction motor enters a new round of coupling fault diagnosis when the next traction condition arrives. Similarly, in the case where the previous operating condition is the braking condition and the current operating condition is the traction condition, if it is determined that the diagnostic status of the same traction motor in two consecutive operating conditions is a coupling abnormality state, a coupling fault warning is issued for the traction motor, and "coupling fault at position X of vehicle X" is reported to the display, reminding the vehicle maintenance personnel to confirm the coupling status of the corresponding position.

[0041] Furthermore, for each traction motor, after a coupling fault warning is issued, the diagnostic status of the traction motor that issued the warning is cleared when the system switches to the next operating condition, so that the traction motor that issued the warning can enter a new round of coupling fault diagnosis when the next operating condition arrives. In fact, during a period of actual train operation, after multiple operating condition switches, based on the diagnostic strategy of "issuing a coupling fault warning for the corresponding traction motor when the diagnostic status under two consecutive operating conditions is an abnormal coupling state, and clearing the diagnostic status of the traction motor that issued the warning when switching to the next operating condition", when a coupling actually fails, the coupling will be issued multiple fault warnings, and each fault warning will be recorded in the fault history corresponding to the coupling, which helps vehicle maintenance personnel to judge the coupling fault.

[0042] The rail transit vehicle coupling fault diagnosis method provided by the present invention indirectly diagnoses the coupling operation status by monitoring the motor speed of each traction motor of the same control unit and comparing the speed difference between the real-time motor speed of each traction motor and the comprehensive speed of the traction inverter based on the operating characteristics of the coupling when the coupling fails. It can accurately locate the specific shaft with the coupling fault, effectively improve the fault diagnosis and processing efficiency, and does not require the installation of other additional coupling fault diagnosis equipment.

[0043] like Figure 2 As shown, based on the same inventive concept and corresponding to the above-mentioned embodiment method, an embodiment of the present invention further provides a rail transit vehicle coupling fault diagnosis system, comprising:

[0044] The integrated speed calculation module 10 is used to calculate the integrated speed of the traction inverter under the current working conditions in real time;

[0045] The motor speed comparison module 20 is used to determine in real time whether there is an abnormality in the coupling corresponding to the traction motor based on the motor speed and comprehensive speed of any traction motor controlled by the traction inverter under the current working condition;

[0046] an abnormal state determining module 30 for determining the diagnosis state of the traction motor under the current working condition as an abnormal coupling state if it is determined that the coupling corresponding to the traction motor under the current working condition is abnormal;

[0047] The coupling fault determination module 40 is used to determine whether the diagnostic status of the traction motor in the current working condition and the diagnostic status in the previous working condition are both coupling abnormal states. If the result of the judgment is yes, a coupling fault warning is issued to the traction motor.

[0048] The system of the above embodiment is used to implement the corresponding method in the above embodiment, and has the beneficial effects of the corresponding method embodiment, which will not be described in detail here.

[0049] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, an embodiment of the present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and runnable on the processor, wherein when the processor executes the program, the rail transit vehicle coupling fault diagnosis method described in the above-mentioned embodiment is implemented.

[0050] Figure 3 A more specific hardware schematic diagram of an electronic device provided in this embodiment is shown. The device may include: a processor 100, a memory 200, an input / output interface 300, a communication interface 400, and a bus 500. The processor 100, the memory 200, the input / output interface 300, the communication interface 400, and the bus 500 are communicatively connected with each other within the device.

[0051] The processor 100 can be implemented using a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided by the embodiments of the present invention.

[0052] The memory 200 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage devices, dynamic storage devices, etc. The memory 200 can store an operating system and other application programs. When the technical solutions provided by the embodiments of the present invention are implemented through software or firmware, the relevant program codes are stored in the memory 200 and are called and executed by the processor 100.

[0053] The input / output interface 300 is used to connect input / output modules to implement information input and output. The input / output modules can be configured as components within the device (not shown in the figure) or can be externally connected to the device to provide corresponding functions. Input devices may include a keyboard, mouse, touch screen, microphone, various sensors, etc., and output devices may include a display, speaker, vibrator, indicator light, etc.

[0054] The communication interface 400 is used to connect to a communication module (not shown) to enable communication between the device and other devices. The communication module can communicate via a wired method (such as USB, network cable, etc.) or a wireless method (such as mobile network, WiFi, Bluetooth, etc.).

[0055] The bus 500 comprises a path for transmitting information between the various components of the device (eg, the processor 100 , the memory 200 , the input / output interface 300 , and the communication interface 400 ).

[0056] It should be noted that although the above device only shows the processor 100, the memory 200, the input / output interface 300, the communication interface 400, and the bus 500, in a specific implementation, the device may also include other components necessary for normal operation. In addition, it will be understood by those skilled in the art that the above device may only include the components necessary to implement the embodiments of this specification, and does not necessarily include all the components shown in the figures.

[0057] Based on the same inventive concept, corresponding to any of the above-mentioned embodiments and methods, an embodiment of the present invention further provides a computer-readable storage medium, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a computer to execute the rail transit vehicle coupling fault diagnosis method as described in the above-mentioned embodiment.

[0058] The computer-readable storage media of this embodiment includes permanent and non-permanent, removable and non-removable media that can be used to store information by any method or technology; the information can be computer-readable instructions, data structures, program modules or other data. Examples of computer-readable storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassettes, tape disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computer device.

[0059] The computer instructions stored in the computer storage medium of the above embodiment are used to enable the computer to execute the rail transit vehicle coupling fault diagnosis method described in the above embodiment, and have the beneficial effects of the corresponding method embodiment, which will not be repeated here.

[0060] Those skilled in the art should understand that the discussion of any of the above embodiments is merely illustrative and is not intended to imply that the scope of the present invention is limited to these examples. Within the scope of the present invention, the technical features in the above embodiments or different embodiments may be combined, the steps may be implemented in any order, and there are many other variations in different aspects of the embodiments of the present invention as described above, which are not provided in detail for the sake of simplicity.

[0061] The embodiments of the present invention are intended to encompass all such substitutions, modifications, and variations that fall within the broad scope of the present invention. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the embodiments of the present invention should be included in the scope of protection of the present invention.

Claims

1. A method for diagnosing faults in a rail transit vehicle coupling, characterized in that: include: Calculating the comprehensive speed of the traction inverter under the current working condition in real time, including: collecting the motor speed of any traction motor controlled by the traction inverter in real time; determining whether a speed sensor of the motor speed of any traction motor is abnormal; eliminating the motor speeds with abnormal speed sensors, and summing and averaging the motor speeds with normal speed sensors to obtain the average value as the comprehensive speed of the traction inverter; determining in real time whether there is an abnormality in a coupling corresponding to any traction motor controlled by the traction inverter according to the motor speed of any traction motor controlled by the traction inverter and the comprehensive speed under the current working condition; If it is determined that an abnormality exists in the coupling corresponding to the traction motor under the current operating condition, determining the diagnostic state of the traction motor under the current operating condition as an abnormal coupling state; It is determined whether the diagnosis state of the traction motor in the current working condition and the diagnosis state in the previous working condition are both abnormal coupling states. If the result of the determination is yes, a coupling fault warning is issued to the traction motor.

2. The rail transit vehicle coupling fault diagnosis method according to claim 1, characterized in that: The method further includes: when switching to the next operating state, clearing the diagnostic status of the traction motor that has performed the coupling fault warning.

3. The rail transit vehicle coupling fault diagnosis method according to claim 1, characterized in that: The determining of abnormality of a speed sensor of the motor speed of any one of the traction motors includes: determining whether the motor speed of any of the traction motors is less than a preset speed; When the result of the judgment is yes, determining that the speed sensor of each traction motor is normal; When the result of the judgment is no, the motor speed of each traction motor is compared with the driving speed of the rail transit vehicle, and the motor speed closest to the driving speed is used as the reference speed. Then, the speed difference between the motor speed of each traction motor and the reference speed is calculated. The traction motor whose speed difference is greater than a preset threshold and lasts for a preset time is judged as having a speed sensor abnormality, and the traction motor whose speed difference is less than the preset threshold is judged as having a normal speed sensor.

4. The rail transit vehicle coupling fault diagnosis method according to any one of claims 1 to 3, characterized in that: The step of determining in real time whether a coupling corresponding to any traction motor controlled by the traction inverter under the current working condition has an abnormality based on the motor speed of the traction motor and the comprehensive speed includes: The current operating condition is a traction operating condition, and determining in real time whether the motor speed of the traction motor under the current operating condition is greater than the comprehensive speed, and whether the speed difference from the comprehensive speed is greater than a first preset threshold and lasts for a first preset time period; or, The current working condition is a braking working condition, and it is determined in real time whether the motor speed of the traction motor under the current working condition is less than the comprehensive speed, and whether the speed difference with the comprehensive speed is greater than a second preset threshold and lasts for a second preset time.

5. The rail transit vehicle coupling fault diagnosis method according to claim 4, characterized in that: The value range of the first preset threshold is 1.5km / h~3km / h, the value range of the first preset time is 5s~10s, the value range of the second preset threshold is 1.5km / h~3km / h, and the value range of the second preset time is 5s~10s.

6. The rail transit vehicle coupling fault diagnosis method according to claim 4, characterized in that: The first preset threshold is calculated in the following way: determining a corresponding maximum normal wheel diameter difference according to a control mode of the traction inverter for the traction motor, wherein the control mode is frame control or vehicle control; The current running speed of the vehicle is obtained, and the maximum normal speed difference between the traction motors is calculated according to the maximum normal wheel diameter difference and the current running speed. The formula is: ,in, Indicates the maximum normal speed difference of each traction motor under the maximum normal wheel diameter difference, Indicates the current running speed. Indicates the maximum normal wheel diameter difference, Indicates the base wheel diameter, Indicates the maximum wheel diameter; The first preset threshold is calculated according to a preset speed sensor error and the maximum normal speed difference.

7. A rail transit vehicle coupling fault diagnosis system, characterized in that: include: a comprehensive speed calculation module, configured to calculate the comprehensive speed of the traction inverter under the current working condition in real time, including: collecting the motor speed of any traction motor controlled by the traction inverter in real time; determining if the speed sensor of any traction motor is abnormal; eliminating the motor speeds with abnormal speed sensors, and summing and averaging the motor speeds with normal speed sensors to obtain the comprehensive speed of the traction inverter; a motor speed comparison module, configured to determine in real time whether there is an abnormality in a coupling corresponding to any traction motor controlled by the traction inverter under the current working condition and the comprehensive speed; an abnormal state determining module, configured to, if it is determined that an abnormality exists in the coupling corresponding to the traction motor under the current operating condition, determine the diagnostic state of the traction motor under the current operating condition as an abnormal coupling state; The coupling fault determination module is used to determine whether the diagnostic status of the traction motor in the current working condition and the diagnostic status in the previous working condition are both coupling abnormal states. If the result of the judgment is yes, a coupling fault warning is issued to the traction motor.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the rail transit vehicle coupling fault diagnosis method according to any one of claims 1 to 6 is implemented.

9. A computer-readable storage medium storing computer instructions, characterized in that: The computer instructions are used to enable a computer to execute the rail transit vehicle coupling fault diagnosis method according to any one of claims 1 to 6.

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